TURBINE ENGINE CVC COMBUSTION CHAMBER MODULE COMPRISING A PRE-COMBUSTION CHAMBER

Abstract

A turbine engine combustion chamber module including at least one constant-volume combustion chamber. The module includes, upstream of the at least one constant-volume combustion chamber, a precombustion chamber capable of producing hot combustion gases that supply the at least one constant-volume combustion chamber so as to allow the ignition thereof.

Claims

1-7. (canceled)

8. A turbomachine combustion chamber module, comprising: a plurality of constant-volume combustion type combustion chambers distributed about an axis of rotation of the turbomachine, upstream of said plurality of constant-volume combustion type combustion chambers, a pre-combustion chamber capable of producing hot combustion gases supplying said plurality of constant-volume combustion type combustion chamber to allow the ignition thereof, wherein the pre-combustion chamber supplies hot combustion gases to the constant-volume combustion type combustion chambers through a rotary distributor type system.

9. The module according to claim 8, wherein the pre-combustion chamber is of the constant-pressure combustion type.

10. The module according to claim 8, wherein the pre-combustion chamber is configured to produce predominantly burnt gases of carbon monoxide and dihydrogen.

11. The module according to claim 8, further comprising, downstream of the pre-combustion chamber and upstream of said plurality of constant-volume combustion type combustion chambers, an oxidation catalyst module, so to increase the dihydrogen rate of the hot combustion gases supplying said plurality of constant-volume combustion type combustion chambers to allow the ignition thereof.

12. A turbomachine, including a combustion chamber module according to claim 8.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0023] The invention could be better understood upon reading the detailed description that follows, of an exemplary implementation not limiting the same, as well as upon examining schematic and partial Figs. of the appended drawing, in which:

[0024] FIG. 1 represents a side schematic view of a turbojet engine gas generator including an exemplary constant-volume combustion type combustion chamber in accordance with the invention, and

[0025] FIG. 2 represents a front schematic view of the combustion chamber module of FIG. 1.

[0026] Throughout these Figs., identical references can designate identical or analogous elements.

[0027] Furthermore, the different parts represented in the Figs. are not necessarily drawn to a uniform scale, to make the Figs. more readable.

DETAILED DISCLOSURE OF A PARTICULAR EMBODIMENT

[0028] Throughout the description, it is noted that the terms upstream and downstream are to be considered with respect to a main normal flow direction F of the gases (from upstream to downstream) for a turbomachine. On the other hand, by axis T of the turbomachine, it is meant the radial axis of symmetry of the turbomachine. The axial direction of the turbomachine corresponds to the direction of the axis T of the turbomachine. A radial direction of the turbomachine is a direction perpendicular to the axis T of the turbomachine. Further, unless otherwise mentioned, the adjectives and adverbs axial, radial, axially and radially are used in reference to the aforementioned axial and radial directions.

[0029] In reference to FIG. 1, there is represented, in a side schematic view, an exemplary embodiment of an aircraft turbomachine gas generator 1, preferably a turbojet engine, including an exemplary constant-volume combustion CVC type combustion chamber module 4 in accordance with the invention.

[0030] The gas generator 1 includes, conventionally, from upstream to downstream, one or more compressor modules 2, a combustion chamber module 4, and one or more turbine modules 3. Usually, the compressor modules 2 and the turbine modules 3 are connected by a shaft system 5, which drives a receiver of the aircraft turbomachine, for example a fan (not represented) in the case of a turbojet engine.

[0031] In accordance with the invention, the combustion chamber module 4 includes a plurality of CVC type combustion chambers 7 and, upstream of the same, a pre-combustion chamber 6 capable of producing hot combustion gases supplying the CVC type combustion chambers 7 to allow the ignition thereof.

[0032] Advantageously, the pre-combustion chamber 6 is of the constant-pressure combustion type. It produces hot gas jets upstream of the CVC type combustion chambers 7 to feed energy required for the ignition thereof.

[0033] The isobaric pre-combustion chamber 6 is quite particularly employed in a rich operation to produce burnt gases predominantly doped with carbon monoxide CO and dihydrogen H.sub.2. In this way, these gases are conducive to the ignition of the main CVC type combustion chambers 7 and favour the reduction in the combustion initiation delay with respect to the use of burnt gases produced with a low CO and H.sub.2 richness.

[0034] FIG. 2 represents, in a front schematic view, transverse to the axis of rotation T of the turbomachine, the combustion chamber module 4 of FIG. 1.

[0035] As can be seen in this FIG. 2, the plurality of combustion chambers 7 of the CVC type is evenly distributed about the shaft system 5 centred on the engine axis T.

[0036] The CVC type combustion chambers 7 are for example provided to be 4, this number being in no way limiting. They all are preferentially identical.

[0037] Moreover, the number of these CVC type combustion chambers 7 is preferentially an even number, so as to be able to neutralise two chamber barrels diametrically opposite in case of abnormality on one of them, and thus avoid dissymmetries of flow at the input of the turbine.

[0038] Indeed, the CVC type combustion chambers 7 are arranged in a so-called barrel configuration, by being preferably intended to remain fixed with respect to the engine casing upon operating the turbomachine.

[0039] Each combustion chamber 7 is of the CVC type, that is closed at its ends by two synchronised intake and exhaust valves in order to implement the three successive phases of the Humphrey cycle, namely intake-combustion-exhaust. Even if they are identical, the CVC type combustion chambers 7 are preferably intentionally phase shifted with respect to each other as regards the implementation of the Humphrey cycle. By way of example, a given chamber which is in an intake phase could be adjacent to another chamber in a combustion phase, and so on.

[0040] On the other hand, as can be seen in this FIG. 2, the isobaric pre-combustion chamber 6 supplies hot combustion gases to the CVC type combustion chambers 7 through a rotary distributor type system 8, which enables hot gases to be dispensed to the CVC type combustion chambers 7 as represented by the arrows D in FIG. 2.

[0041] Further, although not represented, it is also possible to use, downstream of the pre-combustion chamber 6 and upstream of the CVC type combustion chambers 7, an oxidation catalyst module. This oxidation catalyst is thereby located at the output of the pre-combustion chamber 6 and enables in particular the dihydrogen H.sub.2 rate of the hot combustion gases supplying the CVC type combustion chambers 7 to be increased to allow the ignition thereof. Indeed, a high dihydrogen rate is known to favour the tolerance of a combustion system to the dilution by residual gases. It can be therefore possible to improve the reliability of the entire system which is provided.

[0042] Of course, the invention is not limited to the exemplary embodiment just described. Various modifications could be provided thereto by those skilled in the art.

[0043] The term including one should be understood as being synonymous of including at least one, unless otherwise specified.