Annular rich-quench-lean gas turbine combustors with plunged holes

• US 8,171,740 B2
• Filed: 02/27/2009
• Issued: 05/08/2012
• Est. Priority Date: 02/27/2009
• Status: Active Grant

• Current Assignee: Honeywell International Inc.
• Original Assignee: Honeywell International Inc.
• Inventors: Bronson, Thomas J., Zupanc, Frank Joseph
• Primary Examiner(s): Kim, Ted
• Application Number:
  US12/394,725
• Publication Number:
  US 20100218504A1
• Time in Patent Office: 1,166 Days
• Field of Search: 607/52, 607/54, 607/55, 607/57, 607/58, 608/04, 607/32
• US Class Current: 60/804
• CPC Class Codes: F23R 3/045 using pipes
• CPC Class Codes: F23R 3/50 Combustion chambers comprising an annular flame tube within an annular casing toroidal combustion chambers F23R3/52
• CPC Class Codes: Y02T 50/60 Efficient propulsion technologies, e.g. for aircraft

Abstract

A combustor may include an outer liner having a first group of air admission holes and defining a plurality of outer liner regions. The combustor may further include an inner liner having a second group of air admission holes and defining a plurality of inner liner regions. The first group of air admission holes within a respective outer liner region may include a first plunged air admission hole approximately axially aligned with the respective fuel injector, a second plunged air admission hole approximately on the outer boundary line between the respective outer liner region and a first adjacent outer liner region, the first air admission hole being downstream of the second air admission hole, and a third plunged air admission hole approximately on the outer boundary line between the respective outer liner region and a second adjacent outer liner region.

Claims

1. A combustor for a turbine engine, comprising:

an outer liner having a first group of air admission holes and defining a plurality of outer liner regions, each outer liner region being separated from an adjacent outer liner region by an outer boundary line;

an inner liner circumscribed by the outer liner and forming a combustion chamber therebetween, the inner liner having a second group of air admission holes and defining a plurality of inner liner regions, each inner liner region being separated from an adjacent inner liner region by an inner boundary line; and

a plurality of fuel injectors extending into the combustion chamber, each of the plurality of fuel injectors being associated with one of the outer liner regions and one of the inner liner regions, wherein the first group of air admission holes within a respective outer liner region includes

a first plunged air admission hole approximately axially aligned with the respective fuel injector,

a second plunged air admission hole approximately on the outer boundary line between the respective outer liner region and a first adjacent outer liner region, the first air admission hole being downstream of the second air admission hole,

a third plunged air admission hole approximately on the outer boundary line between the respective outer liner region and a second adjacent outer liner region,

fourth and fifth plunged air admission holes arranged on a line between the first and second plunged air admission holes, and

sixth and seventh plunged air admission holes arranged on a line between the second and third plunged air admission holes.

2. The combustor of claim 1, wherein the first, second and third plunged air admission holes are larger than the fourth, fifth, sixth and seventh plunged air admission holes.

3. The combustor of claim 1, wherein the first and second plunged air admission holes are arranged to respectively reduce NOx in the combustion chamber at the first outer boundary line and downstream of the respective fuel injector.

4. The combustor of claim 1, wherein the first group of air admission holes has a pattern that is repeated in additional groups of air admission holes in the adjacent outer regions.

5. The combustor of claim 1, wherein the combustion chamber defines a rich burn zone, a quench zone, and a lean burn zone, the first group of air admission holes introducing air jets into quench zone.

6. The combustor of claim 1, wherein the first plunged air admission hole is integral with the outer liner.

7. The combustor of claim 1, wherein the first plunged air admission hole includes an insert that extends into the combustion chamber.

8. The combustor of claim 1, wherein the outer liner is a dual walled liner with a first wall and a second wall.

9. The combustor of claim 8, wherein the first plunged air admission hole includes an insert that directs air through the first wall, through the second wall, and into the combustion chamber.

10. A combustor for a turbine engine, comprising:

an outer liner having a first group of air admission holes and defining a plurality of outer liner regions, each outer liner region being separated from an adjacent outer liner region by an outer boundary line;

an inner liner circumscribed by the outer liner and forming a combustion chamber therebetween, the inner liner having a second group of air admission holes and defining a plurality of inner liner regions, each inner liner region being separated from an adjacent inner liner region by an inner boundary line; and

a plurality of fuel injectors extending into the combustion chamber, each of the plurality of fuel injectors being associated with one of the outer liner regions and one of the inner liner regions, wherein the first group of air admission holes within a respective outer liner region includes

a first plunged air admission hole approximately axially aligned with the respective fuel injector,

a second plunged air admission hole approximately on the outer boundary line between the respective outer liner region and a first adjacent outer liner region, the first air admission hole being downstream of the second air admission hole, and

a third plunged air admission hole approximately on the outer boundary line between the respective outer liner region and a second adjacent outer liner region,

wherein the second group of air admission holes within a respective inner liner region includes

a plunged first plunged air admission hole axially aligned with the respective fuel injector,

a second plunged air admission hole approximately on the inner boundary line between the respective inner liner region and a first adjacent inner liner region, the first plunged air admission hole being downstream of the second plunged air admission hole,

a third plunged air admission hole approximately on the inner boundary line between the respective inner liner region and a second adjacent inner liner region,

a fourth plunged air admission hole of the second group that is on a line between the first and second plunged air admission holes, and

a fifth plunged air admission hole of the second group that is on a line between the second and third plunged air admission holes.

11. The combustor of claim 10, wherein the first group of air admission holes is generally aligned with the second group of air admission holes.

12. The combustor of claim 10, wherein the second group of air admission holes has a pattern that is repeated in additional groups of air admission holes in the adjacent outer regions.

13. The combustor of claim 10, wherein first and second groups each include a plurality of large air admission holes, the large air admission holes of the first and second groups being circumferentially staggered with respect to each other.

14. The combustor of claim 10, wherein the combustor chamber defines a width and wherein the first plunged air admission hole of the first group admits a first air jet that penetrates about 75% of the width of the combustor chamber and the first plunged air admission hole of the second group admits a second air jet that penetrates about 25% of the width of the combustion chamber.

15. A rich burn, quick quench, lean burn (RQL) combustor for a turbine engine, comprising:

an outer liner having a first group of air admission holes and defining a plurality of outer liner regions, each outer liner region being separated from an adjacent outer liner by an outer boundary line;

an inner liner circumscribed by the outer liner and forming a combustion chamber therebetween, the inner liner having a second group of air admission holes and defining a plurality of inner liner regions, each inner liner region being separated from an adjacent inner liner region by an inner boundary line; and

a plurality of fuel injectors extending into the combustion chamber, each of the plurality of fuel injectors being associated with one of the outer liner regions and one of the inner liner regions,

wherein the first group of air admission holes within a respective outer liner region includes

a first plunged air admission hole axially aligned with the respective fuel injector,

a second plunged air admission hole approximately on the outer boundary line between the respective outer liner region and a first adjacent outer liner region, the first plunged air admission hole being downstream of the second air admission hole;

a third plunged air admission hole approximately on the outer boundary line between the respective outer liner region and a second adjacent outer liner region, the third plunged air admission hole being circumferentially aligned with the second air admission hole;

fourth and fifth plunged air admission holes on a line between the first and second plunged air admission holes; and

sixth and seventh plunged air admission holes on a line between the second and third plunged air admission holes.

16. The combustor of claim 15, wherein the second group of air admission holes within a respective inner liner region includes

a first plunged air admission hole of the inner liner axially aligned with the respective fuel injector,

a second plunged air admission hole of the inner liner approximately on the inner boundary line between the respective inner liner region and a first adjacent inner liner region, the first plunged air admission hole of the inner liner being downstream of the second plunged air admission hole of the inner liner,

a third plunged air admission hole of the inner liner approximately on the inner boundary between the respective inner liner region and a second adjacent inner liner region,

a fourth plunged air admission hole of the inner liner that is downstream of the second plunged air admission hole of the inner liner, upstream of the first plunged air admission hole of the inner liner, and circumferentially between the first and second plunged air admission holes of the inner liner;

and

a fifth plunged air admission hole of the inner liner that is downstream of the third plunged air admission hole of the inner liner, upstream of the first plunged air admission hole of the inner liner, and circumferentially between the first and third plunged air admission holes of the inner liner.