Performance factor of a combustion liner

Abstract

An annular combustor includes a combustion liner defining a combustion chamber, the combustion liner having an outer liner and an inner liner; and a plurality of recesses in the combustion liner. The combustion liner is characterized by a performance factor greater than or equal to one and less than or equal to seven. An engine includes the annular combustor.

Description

Technical Field

[0001] This disclosure relates to a burner for a gas turbine engine. Background Technology

[0002] A gas turbine engine may include a combustion section with a combustor that generates combustion gases that are discharged into a turbine section of the engine. The combustion section may include a combustion liner that defines a combustion chamber therein. The combustion chamber includes a primary combustion zone, a dilution zone, and a post-dilution zone. Attached Figure Description

[0003] The features and advantages of this disclosure will become apparent from the following more specific description of various exemplary embodiments as shown in the accompanying drawings, wherein similar reference numerals denote substantially the same, functionally similar, and / or structurally similar elements.

[0004] Figure 1 A schematic cross-sectional view of an engine taken along its centerline axis according to an embodiment of the present disclosure is shown.

[0005] Figure 2 The diagram illustrates an image obtained along the engine's centerline axis according to an embodiment of the present disclosure. Figure 1 A schematic cross-sectional view of the burner in the combustion section of the engine.

[0006] Figure 3 An embodiment of the present disclosure is shown for use with Figure 1 A schematic side view of the combustion lining of the engine's burner.

[0007] Figure 4 The following is illustrated according to an embodiment of the present disclosure. Figure 3 The line obtained from 4-4 Figure 3 A schematic end view of the combustion lining.

[0008] Figure 5 The following is illustrated according to an embodiment of the present disclosure. Figure 4 The line obtained from 5-5 Figure 3 A schematic cross-sectional view of the combustion lining.

[0009] Figure 6 The following is illustrated according to an embodiment of the present disclosure. Figure 4 The line obtained from 6-6 Figure 3 A schematic cross-sectional view of the combustion lining.

[0010] Figure 7 The following is illustrated according to an embodiment of the present disclosure. Figure 5 obtained from plane 262 Figure 3 A schematic cross-sectional view of the combustion lining.

[0011] Figure 8 The following is illustrated according to an embodiment of the present disclosure. Figure 5 obtained from plane 268 Figure 3 A schematic cross-sectional view of the combustion lining.

[0012] Figure 9 An embodiment of the present disclosure is shown for use with Figure 1 A schematic side view of the combustion lining of the engine's burner.

[0013] Figure 10 The following is illustrated according to an embodiment of the present disclosure. Figure 9 The line obtained from 10-10 Figure 9 A schematic end view of the combustion lining.

[0014] Figure 11 The following is illustrated according to an embodiment of the present disclosure. Figure 10 The line obtained from 11-11 Figure 9 A schematic cross-sectional view of the combustion lining.

[0015] Figure 12 The following is illustrated according to an embodiment of the present disclosure. Figure 10 The line obtained from 12-12 Figure 9 A schematic cross-sectional view of the combustion lining.

[0016] Figure 13 The following is illustrated according to an embodiment of the present disclosure. Figure 11 obtained from plane 362 Figure 9 A schematic cross-sectional view of the combustion lining.

[0017] Figure 14 The following is illustrated according to an embodiment of the present disclosure. Figure 11 The plane 368 obtained Figure 9 A schematic cross-sectional view of the combustion lining.

[0018] Figure 15 An embodiment of the present disclosure is shown for use with Figure 1 A schematic side view of the combustion lining of the engine's burner.

[0019] Figure 16 The following is illustrated according to an embodiment of the present disclosure. Figure 15 The line obtained from 16-16 Figure 15 A schematic end view of the combustion lining.

[0020] Figure 17 The following is illustrated according to an embodiment of the present disclosure. Figure 16 The line obtained from 17-17 Figure 15 A schematic cross-sectional view of the combustion lining.

[0021] Figure 18 The following is illustrated according to an embodiment of the present disclosure. Figure 16 The line obtained from 18-18 Figure 15 A schematic cross-sectional view of the combustion lining.

[0022] Figure 19 The following are examples of embodiments according to this disclosure: Figure 4 Line 5-5 is similar to the line used for Figure 1 A schematic cross-sectional view of the combustion lining of the engine's burner.

[0023] Figure 20 The following are examples of embodiments according to this disclosure: Figure 4 Line 5-5 is similar to the line used for Figure 1 A schematic cross-sectional view of the combustion lining of the engine's burner.

[0024] Figure 21 The following are examples of embodiments according to this disclosure: Figure 4 Line 5-5 is similar to the line used for Figure 1 A schematic cross-sectional view of the combustion lining of the engine's burner.

[0025] Figures 22A to 22I A schematic diagram showing the shape of a recess in a combustion liner according to an embodiment of the present disclosure is shown.

[0026] Figure 23 It is a graph showing the primary combustion zone performance factor as a function of the concave angle position ratio.

[0027] Figure 24 It is a graph showing the primary combustion zone performance factor as a function of the concave angle position ratio.

[0028] Figure 25 This is a graph showing the performance factor of the dilution zone as a function of the concave angle position ratio.

[0029] Figure 26 This is a graph showing the performance factor of the dilution zone as a function of the concave angle position ratio.

[0030] Figure 27 It is a graph showing the primary combustion zone performance factor as a function of working fluid pressure drop.

[0031] Figure 28 It is a graph showing the primary combustion zone performance factor as a function of working fluid pressure drop.

[0032] Figure 29 This is a graph showing the performance factor of the dilution zone as a function of the working fluid pressure drop.

[0033] Figure 30 This is a graph showing the performance factor of the dilution zone as a function of the working fluid pressure drop.

[0034] Figure 31 It is a graph showing the primary combustion zone performance factor as a function of the concave height factor.

[0035] Figure 32 It is a graph showing the primary combustion zone performance factor as a function of the concave height factor.

[0036] Figure 33 This is a graph showing the performance factor of the dilution zone as a function of the concave height factor.

[0037] Figure 34 This is a graph showing the performance factor of the dilution zone as a function of the concave height factor. Detailed Implementation

[0038] The features, advantages, and embodiments of this disclosure are set forth or become apparent from the following detailed description, drawings, and claims. Furthermore, it is to be understood that the following detailed description is exemplary and intended to provide further explanation, and not to limit the scope of the claimed disclosure.

[0039] Various embodiments are discussed in detail below. Although specific embodiments are discussed, they are for illustrative purposes only. Those skilled in the art will recognize that other components and constructions can be used without departing from the spirit and scope of this disclosure.

[0040] As used herein, the terms “first,” “second,” and “third” are used interchangeably to distinguish one component from another and are not intended to indicate the location or importance of an individual component.

[0041] The terms "front" and "rear" refer to relative positions within a gas turbine engine or vehicle, and specifically to the normal operating posture of the gas turbine engine or vehicle. For example, in the context of a gas turbine engine, "front" refers to the position closer to the engine inlet, and "rear" refers to the position closer to the engine nozzle or exhaust port.

[0042] The terms "upstream" and "downstream" refer to the relative directions of fluid flow within a fluid path. For example, "upstream" refers to the direction from which fluid flows, and "downstream" refers to the direction from which fluid flows.

[0043] The terms “connection,” “fixation,” “attachment,” “linkage,” etc., refer to both direct connection, fixation, attachment, or linking, and indirect connection, fixation, attachment, or linking through one or more intermediate components or features, unless otherwise specified herein.

[0044] The singular forms “a,” “a,” and “the” include plural references unless the context clearly indicates otherwise.

[0045] As used herein, the terms "axial" and "axially" refer to a direction and orientation that extends substantially parallel to the centerline of the turbine engine. Furthermore, the terms "radial" and "radially" refer to a direction and orientation that extends substantially perpendicular to the centerline of the turbine engine. Additionally, as used herein, the terms "circumferential" and "circumferentially" refer to a direction and orientation that extends arcuately around the centerline of the turbine engine.

[0046] Scope limitations are combined and interchanged herein and throughout the specification and claims. Such scope is identified and includes all subscopes contained herein, unless otherwise indicated by context or language. For example, all scopes disclosed herein include endpoints, and endpoints can be combined independently of each other.

[0047] The combustion of fuel and air within the combustion chamber of a gas turbine engine generates high-temperature products (e.g., hot gases). These high-temperature combustion products negatively impact the combustion lining that defines the combustion chamber. Combustion within the combustion lining results in a high thermal gradient across it, which can lead to damage. The inventors observed that the tapering nature of the combustion lining causes flame scrubbing on its inner surfaces (e.g., the surfaces of the outer and inner linings facing the combustion chamber exposed to flame and high-temperature combustion products near the fuel nozzle assembly). Flame scrubbing causes damage to the combustion lining, ultimately leading to wear and potential failure. Therefore, the inventors have sought to reduce or eliminate this flame scrubbing in tapered combustion liners to extend their lifespan and reduce damage. The inventors have also sought to reduce the flow of hot gases and high-temperature combustion products near the inner lining walls of tapered burner linings. To this end, the inventors have conceived of a wide variety of burners with different shapes and sizes to determine which embodiments are most promising for various anticipated engine designs. The various embodiments described herein and shown in the figures are combustion liners designed to reduce liner damage, improve engine operability, improve re-ignition performance, and promote carbon monoxide burnout (e.g., improve local residence time).

[0048] refer to Figure 1 The engine 10 has a longitudinal axial engine centerline 12 extending therethrough in an axial direction A. The engine 10 defines a radial direction R extending perpendicularly from the engine centerline 12, and a circumferential direction C. Figure 1The engine 10 (displayed as an in / out page) extends perpendicular to both the engine centerline 12 and the radial direction R. The engine 10 can be, for example, but not limited to, a gas turbine engine, a turbofan engine, an open rotor engine, a turboshaft engine, a turbojet engine, or a turboprop engine, including marine and industrial turbine engines and auxiliary power units.

[0049] Engine 10 includes a core engine 14 and a fan section 16 positioned upstream therefrom. The core engine 14 generally includes a housing 18 defining an annular inlet 20. Furthermore, the housing 18 may further enclose and support a low-pressure compressor 22, which increases the pressure of air entering the core engine 14 to a first pressure level. A multi-stage high-pressure compressor 24 can then receive pressurized air from the low-pressure compressor 22 and further increase the pressure of this air. The pressurized air exiting the high-pressure compressor 24 can then flow to a combustor 26, where fuel is injected into the pressurized air stream, and the resulting mixture is burned within the combustor 26. The combustor 26 may be an annular combustor. High-energy combustion products 64 are directed from the combustor 26 to the high-pressure turbine 28 via the hot gas path of the engine 10 to drive the high-pressure compressor 24 via the high-pressure shaft 30 (also referred to as shaft 30), and then to the low-pressure turbine 32 to drive the low-pressure compressor 22 and the fan section 16 via the low-pressure shaft 34, which is substantially coaxial with the high-pressure shaft 30. After driving each of the high-pressure turbine 28 and the low-pressure turbine 32, the combustion products 64 can be discharged from the core engine 14 via the exhaust nozzle 36 to provide propulsive jet thrust.

[0050] In addition, such as Figure 1 As shown, the fan section 16 of the engine 10 includes a rotatable axial fan rotor 38 surrounded by an annular nacelle 42. In a particular embodiment, a low-pressure shaft 34 may be directly connected to the fan rotor 38 or rotor disk 40, such as in a direct-drive configuration. In an alternative configuration, the low-pressure shaft 34 may be connected to the fan rotor 38 via a reduction gear, such as a reduction gearbox in an indirect-drive or gear-driven configuration. Such a reduction gear may be included between any suitable shafts / spools within the engine 10, as needed or required. Additionally, the fan rotor 38 and / or rotor disk 40 may be surrounded or formed as part of a fan hub 44.

[0051] The nacelle 42 can be supported relative to the core engine 14 by a plurality of generally radially extending, circumferentially spaced exit guide vanes 46. Thus, the nacelle 42 can enclose the fan rotor 38 and a plurality of fan blades 48. Each fan blade 48 can extend radially in the direction R relative to the engine centerline 12 between its root and tip. A downstream section 50 of the nacelle 42 can extend over the outer portion of the core engine 14 to define a secondary airflow or bypass duct 52 that provides additional propulsive thrust.

[0052] During engine 10 operation, an initial airflow 54 enters the engine 10 through inlet 56 of nacelle 42. The initial airflow 54 then passes through fan blades 48 and splits into a first compressed airflow 58 moving through bypass duct 52 and a second compressed airflow 60 (also referred to as core airflow 60) entering low-pressure compressor 22. The core airflow 60 then increases in pressure and enters high-pressure compressor 24 as airflow 62. After mixing with and burning fuel in combustor 26, combustion products 64 exit combustor 26 and flow through high-pressure turbine 28. Thereafter, combustion products 64 flow through low-pressure turbine 32 and exit exhaust nozzle 36, thereby providing thrust to engine 10.

[0053] Figure 2 Burner 100 is shown. Burner 100 can be burner 26 and can be used in... Figure 1 In the engine 10, the burner 100 includes a burner housing 102 and a combustion liner 104. The burner housing 102 has an outer housing 106 and an inner housing 108, and the combustion liner 104 has an outer liner 110 and an inner liner 112. A combustion chamber 114 is formed within the combustion liner 104. More specifically, the outer liner 110 and the inner liner 112 are disposed between the outer housing 106 and the inner housing 108. The outer liner 110 and the inner liner 112 are radially spaced apart from each other, such that the combustion chamber 114 is defined therebetween. The outer housing 106 and the outer liner 110 form an outer passage 116 therebetween, and the inner housing 108 and the inner liner 112 form an inner passage 118 therebetween.

[0054] Combustion chamber 114 has a front section 120 (upstream section) and a rear section 122 (downstream section). Fuel nozzle assembly 124 is positioned at the front section 120 of combustion chamber 114. Fuel nozzle assembly 124 may include a swirler (omitted for clarity). In this example, burner 100 is an annular burner and includes a plurality of fuel nozzle assemblies 124 arranged in an annular configuration, wherein the plurality of fuel nozzle assemblies 124 are aligned in the circumferential direction of burner 100. That is, burner 100 and the plurality of fuel nozzle assemblies 124 extend circumferentially around engine centerline 12. Dome 126 is respectively coupled to the upstream ends of outer liner 110 and inner liner 112. From high-pressure compressor 24 ( Figure 1 A portion of the compressed air flow, as indicated by air flow A, enters the burner 100 (through dome 126 and / or fuel nozzle assembly 124, not shown for clarity) to support combustion within the combustion chamber 114. Another portion of the compressed air, indicated by air flow B, flows around the outside of the combustion liner 104 via outer passage 116 and inner passage 118. Air flow B is introduced into the combustion chamber 114 downstream of the fuel nozzle assembly 124 via a plurality of circumferentially spaced dilution orifices 128 formed in the outer liner 110 and a plurality of circumferentially spaced dilution orifices 129 formed in the inner liner 112.

[0055] Fuel nozzle assembly 124 injects fuel into turbulent airflow A, and the turbulence promotes rapid mixing of fuel and air. The resulting fuel-compressed air mixture is discharged into primary combustion zone 130 of combustion chamber 114, where it is burned to produce combustion gases (combustion products), which are accelerated as they leave combustion chamber 114. Downstream of primary combustion zone 130, multiple dilution orifices 128 introduce airflow C from outer passage 116 and inner passage 118 into post-dilution zone 132 of combustion chamber 114, so that the combustion gases exiting the post-combustion zone 122 of combustor 100 and entering high-pressure turbine 28 ( Figure 1 Before that, the combustion products are cooled. The front section 120 includes a primary combustion zone 130, and the rear section 122 includes a post-dilution zone 132.

[0056] Figures 3 to 8 It shows that it can be used as such Figure 2 The combustion liner 104 described herein is used in the combustion liner 204 of the burner 100. First refer to... Figure 3 and 4 The combustion liner 204 includes a front section 220 (also referred to as the upstream section 220) and a rear section 222 (also referred to as the downstream section 222). The combustion liner 204 includes an outer liner 210 and an inner liner 212. A plurality of fuel nozzle assemblies 224 are circumferentially spaced around the engine centerline 12. The plurality of fuel nozzle assemblies 224 are... Figure 4 The fuel nozzle assemblies 224 are shown as dashed circles to facilitate understanding of their circumferential position. However, their structure is as described earlier in this document.

[0057] The combustion liner 204 has a tapered liner profile. That is, the outer liner 210 and the inner liner 212 taper radially toward each other. (Reference) Figure 5 and 6The outer liner 210 tapers radially inward from the foremost point 209 toward the rearmost point 211 relative to the engine centerline 12. A first segment 250 tapers radially inward from the foremost point 209 toward the midpoint 254, and a second segment 252 tapers radially inward from the midpoint 254 toward the rearmost point 211. The first segment 250 tapers radially inward along its axial length, and the second segment 252 tapers radially inward along its axial length. The radial inward taper of the outer liner 210 forms a first outer liner profile 246. A second outer liner profile 234 is formed along an axis passing through the protrusion, as will be described below. The second outer liner profile 234 tapers radially inward from the foremost point 209 toward the rearmost point 211.

[0058] The liner 212 tapers radially outward from the foremost point 213 toward the rearmost point 215 relative to the engine centerline 12. A first segment 256 tapers radially outward from the foremost point 213 toward the midpoint 258, and a second segment 260 tapers radially outward from the midpoint 258 toward the rearmost point 215. The first segment 256 tapers radially outward along its axial length, and the second segment 260 tapers radially outward along its axial length. The radial outward taper of the liner 212 forms a first liner profile 248. A second liner profile 240 is formed along an axis passing through the protrusion, as will be described below. The second liner profile 240 tapers radially outward from the foremost point 213 toward the rearmost point 215.

[0059] Therefore, as Figure 5 and 6 As shown, the second outer lining profile 234 and the first outer lining profile 246 form the outer lining 210. The second inner lining profile 240 and the first inner lining profile 248 form the inner lining 212.

[0060] refer to Figure 3 , 45. The outer liner 210 includes a first plurality of outer liner protrusions 236 and a second plurality of outer liner protrusions 238. Each of the first plurality of outer liner protrusions 236 and the second plurality of outer liner protrusions 238 can be formed as a circumferential row of protrusions. The first plurality of outer liner protrusions 236 and the second plurality of outer liner protrusions 238 extend radially away from the outer liner 210 and radially outward from the engine centerline 12 to define a first plurality of outer liner recesses 237 and a second plurality of outer liner recesses 239, respectively. The first plurality of outer liner recesses 237 and the second plurality of outer liner recesses 239 exist as cavities on the inner side of the combustor (e.g., the side facing the combustion chamber 214). Each of the first plurality of outer liner recesses 237 and the second plurality of outer liner recesses 239 can be formed as a circumferential row of recesses. The first plurality of outer lining protrusions 236 and the second plurality of outer lining protrusions 238, and the resulting first plurality of outer lining recesses 237 and the second plurality of outer lining recesses 239, are circumferentially aligned with the plurality of fuel nozzle assemblies 224.

[0061] The outer liner 210 includes a plurality of outer liner dilution holes 228. The plurality of outer liner dilution holes 228 are circumferentially aligned with each of a first plurality of outer liner protrusions 236 and a second plurality of outer liner protrusions 238. The plurality of outer liner dilution holes 228, the first plurality of outer liner protrusions 236, and the second plurality of outer liner protrusions 238 each extend circumferentially around the engine centerline 12 around the outer liner 210. The first plurality of outer liner protrusions 236 form a first plurality of outer liner recesses 237, such as... Figure 4 and 5 As shown. The second plurality of outer lining protrusions 238 form the second plurality of outer lining recesses 239, as... Figure 5 As shown. A first plurality of outer liner protrusions 236 and a second plurality of outer liner protrusions 238, and consequently a first plurality of outer liner recesses 237 and a second plurality of outer liner recesses 239, are circumferentially aligned. However, misaligned protrusions or recesses are anticipated. The first plurality of outer liner protrusions 236 and the second plurality of outer liner protrusions 238 may be evenly spaced around the engine centerline 12. The first plurality of outer liner protrusions 236 and the second plurality of outer liner protrusions 238 may be randomly spaced around the engine centerline 12. Although six of each of the first plurality of outer liner protrusions 236 and the second plurality of outer liner protrusions 238 are depicted, more or fewer may be provided.

[0062] Continue to refer to Figure 3 , 4 And 5, the first plurality of outer lining protrusions 236 and the second plurality of outer lining protrusions 238, and the resulting first plurality of outer lining recesses 237 and the second plurality of outer lining recesses 239, respectively form the second outer lining profile 234. Each of the first plurality of outer lining protrusions 236 forms a recess angle. concave angle This indicates the angle spanned by each recess in the outer lining. Recess angle. Confined to the radial axis D O1 and radial axis D O2 Between, radial axis D O1 Extending from the engine centerline 12 through the starting edge of one of the first plurality of outer liner protrusions 236, the radial axis D O2 Extending from the engine centerline 12 through the endpoint edge of the same outer liner protrusion 236 among the first plurality of outer liner protrusions 236. Although the angle of the recess is not depicted for clarity. But the concave angle This can be similarly defined for each of the second plurality of outer lining protrusions 238. The concave angle of each of the first plurality of outer lining protrusions 236... The concave angle of each of the second plurality of outer lining protrusions 238 can be... Same or different. The concave angle of the first plurality of outer lining protrusions 236 or the second plurality of outer lining protrusions 238 or both. It may be the same as or different from the convex parts of other individuals.

[0063] refer to Figure 4 and 5 The inner liner 212 includes a first plurality of inner liner protrusions 242 and a second plurality of inner liner protrusions 244. Each of the first plurality of inner liner protrusions 242 and the second plurality of inner liner protrusions 244 is formed as a circumferential row of protrusions. The first plurality of inner liner protrusions 242 and the second plurality of inner liner protrusions 244 extend radially away from the inner liner 212 and radially inward toward the engine centerline 12 to define a first plurality of inner liner recesses 243 and a second plurality of inner liner recesses 245, respectively. The first plurality of inner liner recesses 243 and the second plurality of inner liner recesses 245 exist as cavities on the inner side of the combustor (e.g., the side facing the combustion chamber 214). Each of the first plurality of inner liner recesses 243 and the second plurality of inner liner recesses 245 is formed as a circumferential row of recesses. The first plurality of inner lining protrusions 242 and the second plurality of inner lining protrusions 244, and the resulting first plurality of inner lining recesses 243 and the second plurality of inner lining recesses 245 are circumferentially aligned with the plurality of fuel nozzle assemblies 224.

[0064] The liner 212 includes a plurality of liner dilution holes 229. The plurality of liner dilution holes 229 are circumferentially aligned with each of a first plurality of liner protrusions 242 and a second plurality of liner protrusions 244. Each of the plurality of liner dilution holes 229, the first plurality of liner protrusions 242, and the second plurality of liner protrusions 244 extends circumferentially around the liner 212 about the engine centerline 12. The first plurality of liner protrusions 242 form a first plurality of liner recesses 243, such as... Figure 4 and 5 As shown. The second plurality of inner lining protrusions 244 form the second plurality of inner lining recesses 245, as... Figure 5 As shown. A first plurality of inner lining protrusions 242 and a second plurality of inner lining protrusions 244, and consequently a first plurality of inner lining recesses 243 and a second plurality of inner lining recesses 245, are circumferentially aligned. However, misaligned protrusions or recesses are anticipated. The first plurality of inner lining protrusions 242 and the second plurality of inner lining protrusions 244 may be evenly spaced around the engine centerline 12. The first plurality of inner lining protrusions 242 and the second plurality of inner lining protrusions 244 may be randomly spaced around the engine centerline 12. Although six of each of the first plurality of inner lining protrusions 242 and the second plurality of inner lining protrusions 244 are depicted, more or fewer may be provided.

[0065] Continue to refer to Figure 4 and 5 The first plurality of inner lining protrusions 242 and the second plurality of inner lining protrusions 244, and the resulting first plurality of inner lining recesses 243 and the second plurality of inner lining recesses 245, respectively form the second inner lining profile 240. Each of the first plurality of inner lining protrusions 242 forms a recess angle. concave angle This indicates the angle spanned by each recess in the lining. Recess angle Confined to the radial axis D I1 and radial axis D I2 Between, radial axis D I1 Extending from the engine centerline 12 through the starting edge of one of the first plurality of inner lining protrusions 242, the radial axis D I2 Extending from the engine centerline 12 through the endpoint edge of the same inner lining protrusion 242 among the first plurality of inner lining protrusions 242. Although the angle of the recess is not depicted for clarity. But the concave angle This can be similarly defined for each of the second plurality of lining protrusions 244. The concave angle of each of the first plurality of lining protrusions 242... The concave angle of each of the second plurality of inner lining protrusions 244 can be... Same or different. The concave angle of the first plurality of inner lining protrusions 242 or the second plurality of inner lining protrusions 244 or both. It may be the same as or different from the convex parts of other individuals.

[0066] like Figure 4 and 5 As shown, the first plurality of outer liner protrusions 236 and the first plurality of inner liner protrusions 242 are circumferentially and axially aligned. The second plurality of outer liner protrusions 238 and the second plurality of inner liner protrusions 244 are circumferentially and axially aligned. The plurality of outer liner dilution holes 228 and the plurality of inner liner dilution holes 229 are circumferentially and axially aligned. The primary combustion zone 230 is located upstream of the plurality of outer liner dilution holes 228 and the plurality of inner liner dilution holes 229. The post-dilution zone 232 is located downstream of the plurality of outer liner dilution holes 228 and the plurality of inner liner dilution holes 229. The primary combustion zone 230 and the post-dilution zone 232 form the combustion chamber 214.

[0067] The first plurality of outer liner recesses 237 and the first plurality of outer liner protrusions 236 are located in the upstream section 220 of the primary combustion zone 230 and upstream of the plurality of outer liner dilution holes 228. The second plurality of outer liner recesses 239 and the second plurality of outer liner protrusions 238 are located in the downstream section 222 of the post-dilution zone 232 and downstream of the plurality of outer liner dilution holes 228. The first plurality of inner liner recesses 243 and the first plurality of inner liner protrusions 242 are located in the upstream section 220 of the primary combustion zone 230 and upstream of the plurality of inner liner dilution holes 229. The second plurality of inner liner recesses 245 and the second plurality of inner liner protrusions 244 are located in the downstream section 222 of the post-dilution zone 232 and downstream of the plurality of inner liner dilution holes 229.

[0068] Figure 4 Further illustrated is the area defined on radial axis A. FN1 and radial axis A FN2 The angle θ between them, the radial axis A FN1 Radial axis A extends from the engine centerline 12 through the centerline of the first fuel nozzle assembly 224. FN2 The centerline extends from the engine centerline 12 through the centerline of the second adjacent fuel nozzle assembly 224.

[0069] refer to Figure 5 and 6 The combustion liner 204 includes a length L defined between the foremost ends 209 and 213 (axially aligned therewith) and the rearmost ends 211 and 215 (axially aligned therewith). A first height h1 is defined as the radial distance between the foremost ends 209 and 213. The first height h1 is defined at the burner inlet.

[0070] The first recess height h2' The radial distance between the maximum height of the recess 237a of the first plurality of outer lining recesses 237 and the maximum height of the recess 243a of the first plurality of inner lining recesses 243 (circumferentially aligned with the recess 237a). Therefore, the first recess height h 2' It is also defined as being at the maximum height of each of the recesses 237a and 243a, that is, at Figure 4 The radial distance between the second outer lining profile 234 and the second inner lining profile 240 at the perimeter of section line 5-5. The height h of the first recess. 2' The radial height of the burner in the recessed section 220 (e.g., in the primary combustion zone 230) is defined.

[0071] The second height h2 is defined as being at the same height as the first recess h. 2' At the same axial position, and at the circumferential position where there is no outer lining protrusion 236, no outer lining recess 237, no inner lining protrusion 242, and no inner lining recess 243, the radial distance between the first outer lining profile 246 and the first inner lining profile 248. That is, at Figure 4 The second height h2 is located at the circumference position of the section line 6-6 in the middle. Therefore, the second height h2 defines the radial height of the burner without a recess in the front section 220 (e.g., in the primary combustion zone 230).

[0072] Second recess height h 3' The radial distance between the maximum height of the recess 239a of the second plurality of outer lining recesses 239 and the maximum height of the recess 245a of the second plurality of inner lining recesses 245 (circumferentially aligned with the recess 239a). Therefore, the second recess height h 3' It is also defined as being at the maximum height of each of the recesses 239a and 245a, that is, at Figure 4 The radial distance between the second outer lining profile 234 and the second inner profile 240 at the perimeter of section line 5-5. The height h of the second recess. 3' The radial height of the burner in the recessed section 222 (e.g., in the post-dilution zone 232) is defined.

[0073] The third height h3 is defined as being at the same height as the second concave portion h. 3' At the same axial position, and at the circumferential position where there is no outer lining protrusion 238, no outer lining recess 239, no inner lining protrusion 244, and no inner lining protrusion 245, the radial distance between the first outer lining profile 246 and the first inner lining profile 248. That is, at Figure 4The third height h3 is located at the circumferential position of the section line 6-6 in the middle. Therefore, the third height h3 defines the radial height of the burner without a recess in the rear section 222 (e.g., in the rear dilution zone 232).

[0074] The fourth height h4 is defined as the radial distance between the rearmost end 211 and the rearmost end 215. The fourth height h4 is defined at the burner outlet.

[0075] Figure 7 It shows in Figure 5 The profile of the combustion liner 204 is obtained at plane 262. At plane 262, the profile of the combustion liner 204 is the profile of the first outer liner profile 246 and the first inner liner profile 248, which do not have concave or convex portions. Figure 5 The similar contour observed at plane 264 will appear as... Figure 7 Same profile, but relatively smaller due to the tapering of the 204 firing liner. Figure 7 The outline shown. In Figure 5 A similar contour observed at plane 266 will appear as... Figure 7 Same profile, but relatively smaller due to the tapering of the 204 firing liner. Figure 7 The outline shown is shown in the figure. The outline observed at plane 266 and the outline observed at plane 264 will have relatively similar sizes because the combustion liner 204 is in the second segment 260 between planes 264 and 266. Figure 6 The degree of contraction in the first section is greater than that in the first section 250 ( Figure 6 The degree of contraction in the middle is small. Figure 5 Plane 268 is truncated in the primary combustion zone 230, and plane 264 is truncated in the dilution zone. Figure 5 Plane 270 in the middle is truncated in the post-dilution region 232.

[0076] Figure 8 The outline of the combustion liner 204, obtained at plane 268, is shown. At plane 268, the outline of the combustion liner 204 is the outline of a second outer liner outline 234 and a second inner liner outline 240, which have recesses and protrusions. Figure 5 A similar contour observed at 270 degrees on the plane will appear as... Figure 8 Same profile, but relatively smaller due to the tapering of the 204 firing liner. Figure 8 The outline shown.

[0077] therefore, Figure 7 and 8 The combustion liner 204 is shown to be formed by two profiles: a recessed profile (e.g., a second outer liner profile 234 and a second inner liner profile 240) and a non-recessed profile (e.g., a first outer liner profile 246 and a first inner liner profile 248).

[0078] Figures 9 to 14 An alternative combustion liner 304 is shown. Combustion liner 304 is similar to combustion liner 204, and similar reference numerals indicate similar portions. Combustion liner 304 includes an outer liner 310 and an inner liner 312. Combustion liner 304 has an upstream section 320 and a downstream section 322. The primary combustion zone 330 and the post-dilution zone 332 define a combustion chamber 314, as previously described. The location, orientation, and other features of the protrusions and recesses, as well as the dilution orifices, may be related to... Figures 3 to 8 The same. Figures 3 to 8 and Figures 9 to 14 The difference between them could be the nature of the burning lining shrinkage.

[0079] The combustion liner 304 has a continuously tapering liner profile. That is, the outer liner 310 and the inner liner 312 continuously taper radially toward each other along their axial lengths. (Reference) Figure 11 and 12 The outer liner 310 tapers radially inward from the foremost point 309 toward the rearmost point 311 relative to the engine centerline 12. This taper of the outer liner 310 forms the first outer liner profile 346. The second outer liner profile 334 is formed along the axis passing through the protrusion, as shown regarding... Figures 3 to 8 The second outer liner profile 334 continuously tapers radially inward along the axial length of the outer liner 310 from the foremost point 309 to the rearmost point 311. The inner liner 312 continuously tapers radially outward relative to the engine centerline 12 along the axial length of the inner liner 312 from the foremost point 313 to the rearmost point 315. The taper of the inner liner 312 forms the first inner liner profile 348. The second inner liner profile 340 is formed along the axis passing through the protrusion, as described above. Figures 3 to 8 The second lining profile 340 continuously tapers radially outward from the foremost end 313 to the rearmost end 315 along the axial length of the lining 312.

[0080] Therefore, as Figure 11 and 12 As shown, the second outer lining profile 334 and the first outer lining profile 346 form the outer lining 310. The second inner lining profile 340 and the first inner lining profile 348 form the inner lining 312. Figure 11 and 12 The length L and heights h1, h2, h3, h4, h shown are given. 2' and h 3' Limited to the above regarding Figure 5 and 6 The descriptions are the same.

[0081] Figure 13 It shows in Figure 11The profile of the combustion liner 304 is obtained at plane 362. At plane 362, the profile of the combustion liner 304 is the profile of the first outer liner profile 346 and the first inner liner profile 348, which do not have concave or convex portions. Figure 11 A similar contour observed at 364 on the plane will appear as... Figure 13 Same profile, but relatively smaller due to the tapering of the 304 combustion lining. Figure 13 The outline shown. In Figure 11 A similar contour observed at point 366 on the plane will appear as... Figure 13 Same profile, but relatively smaller due to the continuous tapering of the 304 combustion lining. Figure 13 The outline shown is smaller than the outline at plane 364.

[0082] Figure 14 The outline of the combustion liner 304, taken at plane 368, is shown. At plane 368, the outline of the combustion liner 304 is the outline of a second outer liner outline 334 and a second inner liner outline 340, which have recesses and protrusions. Figure 11 A similar contour observed at 370 degrees on the plane will appear as... Figure 14 Same profile, but relatively smaller due to the tapering of the 304 combustion lining. Figure 14 The outline shown.

[0083] therefore, Figure 13 and 14 The combustion liner 304 is shown to be formed by two profiles: a recessed profile (e.g., a second outer liner profile 334 and a second inner liner profile 340) and a non-recessed profile (e.g., a first outer liner profile 346 and a first inner liner profile 348).

[0084] Figures 15 to 18 An alternative combustion liner 404 is shown. Combustion liner 404 is similar to combustion liner 204, and similar reference numerals indicate similar portions. Combustion liner 404 includes an outer liner 410 and an inner liner 412. Combustion liner 404 has an upstream section 420 and a downstream section 422. The primary combustion zone 430 and the post-dilution zone 432 define a combustion chamber 414, as previously described. The location, orientation, and other features of the protrusions and recesses, as well as the dilution orifices, may be related to... Figures 3 to 8 The same. Figures 3 to 8 and Figures 15 to 18 The difference between them could be the nature of the burning lining profile. Figures 15 to 18 In this context, the combustion liner 404 has a three-dimensional profile. That is, in addition to tapering along the axial length of the combustion liner 404, the combustion liner 404 also has a profile that varies in circumference and radius along the combustion liner 404, separate from and supplementing the convex and concave portions previously described herein.

[0085] The combustion liner 404 tapers and expands along its axial length. That is, the outer liner 410 and the inner liner 412 taper radially toward each other and radially away from each other at different axial locations. (Reference) Figure 17 and 18 The outer lining 410 includes a frontmost point 409 and a rearmost point 411. The inner lining 412 includes a frontmost point 413 and a rearmost point 415. For example... Figure 17 and 18 As shown, the profile of the outer liner 410 may taper toward the engine centerline 12 and expand away from the engine centerline 12 at different axial and circumferential positions along the outer liner 410. Therefore, the outer liner 410 has a three-dimensional shape to form a first outer liner profile 446. In addition to the three-dimensional shape of the outer liner 410, it may also include the previously described protrusions and recesses to provide a second outer liner profile 434.

[0086] like Figure 17 and 18 As shown, the profile of the liner 412 may taper toward the engine centerline 12 and expand away from the engine centerline 12 at different axial and circumferential positions along the liner 412. Therefore, the liner 412 has a three-dimensional shape to form a first liner profile 448. In addition to the three-dimensional shape of the liner 412, it may also include the previously described protrusions and recesses to provide a second liner profile 440.

[0087] Therefore, as Figures 15 to 18 As shown, the second outer lining profile 434 and the first outer lining profile 446 form the outer lining 410. The second inner lining profile 440 and the first inner lining profile 448 form the inner lining 412. Figure 17 and 18 The length L and heights h1, h2, h3, h4, h shown are given. 2' and h 3' Limited to the above regarding Figure 5 and 6 The descriptions are the same.

[0088] therefore, Figures 3 to 14 This illustrates the situation when considering a location without a recessed combustion liner (e.g., as...). Figure 7 and 13 (As shown), a combustion liner with a constant liner diameter across the circumference. Conversely, Figures 15 to 18 The combustion liner, when considered in a location without a recessed combustion liner, has a variable liner diameter across the circumference.

[0089] Figure 19Alternative combustion liner 504 is shown. Combustion liner 504 is similar to combustion liner 204, and similar reference numerals indicate similar portions. The difference between combustion liner 504 and combustion liner 204 is that the protrusions and recesses of the outer liner can be axially offset compared to the protrusions and recesses of the inner liner. Other examples of circumferential offset of the recesses are also anticipated.

[0090] For example, the outer lining 510 of the combustion lining 504 can have the same characteristics as... Figure 5 The first outer liner profile 546 is the same as the first outer liner profile 246. The outer liner 510 may have a second outer liner profile 534 formed by a first plurality of outer liner protrusions 536 and a second plurality of outer liner protrusions 538. The inner liner 512 of the combustion liner 504 may have the same... Figure 5 The first lining profile 248 is the same as the first lining profile 548. The lining 512 may have a second lining profile 540 formed by a first plurality of lining protrusions 542 and a second plurality of lining protrusions 544.

[0091] The first height h1, the fourth height h4, and the length L can be defined as previously described. Figure 19 In the middle, the height h of the first outer lining recess 2' The radial distance defined as the maximum height of the recess 537a at the same axial position in the first plurality of outer lining recesses and the inner diameter of the first inner lining profile 548. The height h of the first inner lining recess. 2" The radial distance between the maximum height of the recess 543a at the same axial position in the first plurality of inner lining recesses and the inner diameter of the first outer lining profile 546.

[0092] Similarly, the height h of the second outer lining recess 3' The height h3” of the second inner lining recess is defined as the radial distance between the maximum height of the recess 539a of the first plurality of outer lining recesses at the same axial position and the inner diameter of the first inner lining profile 548.

[0093] Second height of outer lining h 2a Limited to the height h of the first outer lining recess 2' At the same axial position, and at a circumferential position where there is no outer lining protrusion 536, no outer lining recess 537a, no inner lining protrusion 542, and no inner lining recess 543a, the radial distance between the first outer lining profile 546 and the first inner lining profile 548. Therefore, the second height h of the outer lining. 2aThe radial height of the combustion liner 504 is defined in the primary combustion zone where no recess exists. The second height h of the liner... 2b The second height h of the lining is defined as the radial distance between the first outer lining profile 546 and the first inner lining profile 548 at the same axial position as the height h2” of the first inner lining recess, and at the circumferential position where there are no outer lining protrusions 536, no outer lining recesses 537a, no inner lining protrusions 542, and no inner lining recesses 543a. Therefore, the second height h of the lining is... 2b The radial height of the combustion liner 504 is defined in the primary combustion zone where no recess exists.

[0094] Third height of outer lining h 3a Limited to the height h of the second outer lining recess 3' At the same axial position, and at the circumferential position where there is no outer lining protrusion 538, no outer lining recess 539a, no inner lining protrusion 544, and no inner lining recess 545a, the radial distance between the first outer lining profile 546 and the first inner lining profile 548. Therefore, the third height h of the outer lining. 3a The radial height of the combustion liner 504 in the post-dilution zone, where no recess exists, is defined. The third height h of the inner liner. 3b Limited to the height h of the second lining recess 3" At the same axial position, and at a circumferential position where there is no outer lining protrusion 538, no outer lining recess 539a, no inner lining protrusion 544, and no inner lining recess 545a, the radial distance between the first outer lining profile 546 and the first inner lining profile 548. Therefore, the third height h of the inner lining. 3b The radial height of the combustion liner 504 is defined in the post-dilution zone where no recess exists.

[0095] Figure 20 An alternative combustion liner 604 is shown. Combustion liner 604 includes a combustion liner 204 formed by an outer liner 210 and an inner liner 212. Additionally, combustion liner 604 includes a plurality of outer liner plates 650 and a plurality of inner liner plates 660. The outer liner plates 650 are recessed and follow the shape of the outer liner 210. The inner liner plates 660 are recessed and follow the shape of the inner liner 212.

[0096] Alternatively, such as Figure 21 As shown, the combustion liner 704 may include an outer liner 710 and an inner liner 712 excluding protrusions and recesses. Conversely, the outer liner plate 750 may include a first plurality of outer liner protrusions 752 and a second plurality of outer liner protrusions 754. Similarly, the inner liner plate 760 may include a first plurality of inner liner protrusions 762 and a second plurality of inner liner protrusions 764.

[0097] Figures 22A to 22I It can be formed Figure 3-20 The recess in the aforementioned combustion liner is an exemplary shape of its free form, but not a limiting shape. The recess can take any free shape. Figure 22A The spherical recess 800a is shown. Figure 22B The circular recess 800b is shown. Figure 22C The conical recess 800c is shown. Figure 22D The rectangular recess 800d is shown. Figure 22E A trapezoidal recess 800e is shown that narrows or tapers from the front end 802e to the rear end 804e. Figure 22F A trapezoidal recess 800f is shown, which extends or gradually widens from the front end 802f to the rear end 804f. Figure 22G An elliptical recess weighing 800g is shown. Figure 22H A triangular recess 800h is shown, which narrows or tapers from the front end 802h to the rear end 804h. Figure 22I A triangular recess 800i is shown, which extends or gradually widens from the front end 802j of the recess to the rear end 804j. Figures 22A to 22I The recesses can be used as any recesses and protrusions in the combustion lining described herein. Figures 22A to 22I The recesses can be oriented at any number of locations on the outer and / or inner linings. Regardless of the recess shape chosen, the recesses will have blended edges, even if not described herein. A blended or smooth edge is an edge that is not a 90-degree edge.

[0098] In some examples, only a single row of recesses may exist. That is, for example, a circumferential row of recesses may exist in only one front section or in a rear section. In some examples, more than two rows of recesses may exist in the combustion liner. That is, multiple circumferential rows of recesses may exist in the combustion liner. In some examples, only the outer liner includes recesses. In some examples, only the inner liner includes recesses. In some examples, a recess may be one or more recesses, may be included in one or both of the inner and outer liners, may be included in one or both of the front and rear sections, and may be of any shape, size, or orientation, or any combination thereof. The number, shape, size, orientation, location, etc., of the recesses are modified based on the performance factors described herein. A recess may be considered a large cavity-shaped recess.

[0099] The aforementioned recesses move the inner surface of the combustion liner away from hot gases and high-temperature combustion products generated in the combustion chamber, thereby reducing flame scrubbing on the radial inner surface of the combustion liner and minimizing damage to it. Therefore, the location and geometry of the recesses help to alter, and reduce, the thermal gradient of combustion products on the liner, as well as the outlet temperature profile and pattern. Optimizing the outlet temperature profile and pattern can affect the lifespan of downstream components of the combustor, including, for example, improving the lifespan of high-pressure turbine nozzles and blades. The recesses can also reduce the axial length of the combustor (compared to a combustion liner without recesses) by increasing the volume of the combustion chamber in the radial direction due to the recesses.

[0100] Compared to combustion liners without recesses in the front section, recesses in the front section or primary combustion zone can improve operability and altitude-based re-ignition performance. That is, including recesses in the primary combustion zone provides a localized increase in burner height (e.g., by including one or more recesses). The burner volume increases at the location of each recess. Compared to embodiments without recesses in the front section, increasing the burner volume in the primary combustion zone improves engine operability and allows for engine re-ignition at high altitudes.

[0101] Furthermore, recesses located in the post-diluted zone or post-reduction zone promote CO burnout (e.g., complete the combustion of CO into CO2) by improving local residence time. That is, including recesses in the post-diluted zone helps to complete combustion. Compared to embodiments without recesses in the post-reduction zone, increasing the volume in the post-diluted zone (e.g., by including one or more recesses) increases the residence time of combustion products, resulting in more complete combustion and lower CO and soot emissions.

[0102] The combustion liner disclosed herein is designed to include recesses of a desired number, location, orientation, size, and shape to balance the benefits in the primary combustion zone and the post-dilution zone, thereby improving and extending the life of the combustion liner while also improving burner operability. For example, the distribution of recesses in the primary or post-dilution zone, whether in number or height, can result in a sharp reduction in flame scrubbing. The temperature and uniformity of the generated flame or heat can lead to an unacceptable decrease in burner efficiency because the increased volume associated with the recesses reduces the flow rate through the burner, which increases the residence time within the burner, resulting in increased NO. xEmissions. During this assessment, the inventors unexpectedly discovered relationships among the radial height of the combustion liner at the recess in the primary combustion zone, the radial height of the combustion liner in the primary combustion zone without a recess, the angle of the recess, and the angle between adjacent fuel nozzles. The inventors also unexpectedly discovered relationships among the ratio of the radial height of the combustion liner at the recess in the post-dilution zone to the radial height of the combustion liner in the post-dilution zone without a recess (recess height factor), the ratio of the angle of the recess to the angle between adjacent fuel nozzles (recess angle position ratio), and the working fluid pressure drop. The following relationships (1) and (2) uniquely identify a limited and readily identifiable (in consideration of this disclosure) number of embodiments applicable to a particular architecture that can reduce flame scrubbing, reduce liner damage, improve engine operability, improve re-ignition performance, and promote carbon monoxide burnout (e.g., improve local residence time). For example, relationships (1) and (2) balance the reduction in flame scrubbing with the unacceptable decrease in operability due to reduced speed and increased emissions.

[0103] Primary combustion zone performance factor

[0104] Post-dilution zone performance factor

[0105] In relation (1), the radial height h 2' and radial height h2 as previously, for example, regarding Figure 5 and 6 Limited by. and θ B They are respectively as in Figure 5 The concave angle and fuel nozzle assembly angle obtained at plane 268, as previously, for example, regarding Figure 4 That is, as defined. and θ B It is the angle at the first plurality of outer lining recesses 237 or the first plurality of inner lining recesses 243. In relation (2), the radial height h 3' and radial height h3 as previously, for example, regarding Figure 5 and 6 Limited by. and θ D They are respectively as in Figure 5 The concave angle and fuel nozzle assembly angle obtained at plane 270, as previously, for example, regarding Figure 4 That is, as defined. and θ D It is the angle at the second plurality of outer lining recesses 239 or the second plurality of inner lining recesses 245.

[0106] The performance factor of Equation (1) is determined by the design of the combustion liner in the upstream section or primary combustion zone of the multiple dilution orifices. The performance factor of Equation (2) is determined by the design of the combustion liner in the downstream section or post-dilution zone of the multiple dilution orifices.

[0107] The performance factor disclosed herein is defined based on the ratio of the burner liner height (maximum burner height in the recessed region), the ratio of the angle range of the recess to the angle between the fuel nozzle centerline, and the burner operating pressure drop. An increase in burner height in the current section or primary combustion zone increases engine operability and the durability of the combustion liner in the preceding section. That is, an increase in burner height in the current section (and thus the volume of the primary combustion zone) increases engine operability, which is expressed by an increase in the performance factor.

[0108] As discussed further below, the inventors have identified effective performance factor ranges for the primary combustion zone and the post-dilution zone, enabling combustion liners (e.g., combustion liners 204, 304, 404, 504, 604, and 704) to be designed to reduce flame scrubbing. This relationship applies to various thrust levels, engine designs, and combustor designs, including narrow-body designs, turbofan engines, RQL combustors (rich, rapidly quenched, and lean combustors) and lean combustors, counter-current combustors, and annular and can-type combustors. Using this unique relationship, combustor designs 100 can be developed early in the design process to reduce flame scrubbing, reduce liner damage, improve engine operability, improve reignition performance, and promote carbon monoxide burnout (e.g., improve local residence time).

[0109] In other embodiments, relations (1) and (2) can be used to help make preliminary determinations about the burner liner design early in the engine design process. In the development of gas turbine engines, the interactions between components make it particularly difficult to select or develop a component during engine design and prototyping, especially when some components are at different stages of completion. For example, one or more components may be nearing completion, while one or more other components may be in the initial or preliminary stages, making only one (or a few) design parameters known. Inventors wish to determine what is possible early in the design process in order to make the downward selection of candidate designs more likely, given the trade-offs. This process is sometimes more ad hoc, selecting one design or another without knowing the effects when first considering the concept. For example, various aspects of the design of fan section 16, high-pressure compressor 24, and / or low-pressure compressor 22 may be unknown, but these components affect the core airflow 60 through burner 26 and, therefore, may influence the design of combustion liner 104.

[0110] Tables 1 to 3 describe exemplary embodiments 1 to 9 that identify the performance factor (PF) for various gas turbine engines. Embodiments 1 to 9 can be used in RQL combustors, i.e., fuel-rich, rapidly quenched, lean-burner combustors. Embodiments 1 to 9 can be applied to... Figures 3 to 21 Any combustion liner described herein. Although RQL burners have been described, recesses may also be included in lean burners. In the example of a lean burner, recesses may be present only in the front section (e.g., in the primary combustion zone).

[0111] The variable n represents the number of fuel nozzle assemblies. Heights h1, h2, h3, and h4 are as follows: Figure 6 Identified.

[0112] Example n <![CDATA[h1]]> <![CDATA[h2]]> <![CDATA[h3]]> <![CDATA[h4]]> 1 30 4.62 4.66 4.47 2.69 2 18 3 3.404 2.95 2.52 3 16 2.9 3.404 2.95 2.52 4 20 3.39 3.404 2.95 2.52 5 28 3.9 3.404 2.95 2.52 6 30 4 3.404 2.95 2.52 7 18 3.5 3.5 2.84 2.51 8 28 3.9 3.404 2.95 2.52 9 18 3.5 3.5 2.84 2.51

[0113] Table 1

[0114] In Table 2, The working fluid pressure drop is represented by DP, where DP is the fluid pressure at the compressor outlet minus the fluid pressure at the combustor outlet, and P is the fluid pressure at the compressor outlet. The working fluid pressure drop controls the flow rate and velocity in the primary combustion zone, which in turn controls the mixing within the primary combustion zone. The working fluid pressure drop is between 4% and 7%, including the endpoints. In some examples, the working fluid pressure drop is between 4.5% and 5.4%, including the endpoints. The working fluid pressure depends on the engine design and engine operating cycle.

[0115] The relationships shown in Table 2 This represents the recess height factor of the front section or primary combustion zone. The recess height factor of the primary combustion zone is greater than or equal to 0.67 and less than or equal to 0.99. In some examples, the recess height factor of the primary combustion zone is greater than or equal to 0.7 and less than or equal to 0.9. Similarly, the relationships shown in Table 2... This represents the concave height factor of the later segment or later dilution region. The concave height factor of the later dilution region is greater than or equal to 0.67 and less than or equal to 0.99. In some examples, the concave height factor of the later dilution region is greater than or equal to 0.7 and less than or equal to 0.9. Concave Height Factor This defines the size and shape of the recess in the front section (e.g., the primary combustion zone). Recess height factor The size and shape of the recess in the post-diluted region are defined.

[0116] When selecting the concavity height factor, the burner's operability and NO xThere is a balance between emissions. When the concave height factor decreases, burner operability increases. Additionally, the flow velocity within the burner decreases, leading to an increase in residence time and ultimately resulting in higher NOx emissions. x Increased emissions. As the concave height factor increases, NO... x Emissions are reduced; however, operability is also reduced (both due to reduced volume in the burner). Therefore, the recess height factor is selected in the range of 0.67 to 0.99, including the endpoints, to balance burner operability and NO emissions. x Emissions. A concave height factor equal to or less than 0.67 will result in NO emissions. x Emissions exceeding the required amount, and a concave height factor equal to or greater than 0.99, will result in less operability than required.

[0117] Table 2 also shows This represents the angle position ratio of the recesses. As described above, the angle position ratio of the recesses can be obtained at the first plurality of outer lining recesses 237, the second plurality of outer lining recesses 238, the first plurality of inner lining recesses 243, or the second plurality of inner lining recesses 245. The angle position ratio of the recesses is greater than or equal to 0.1 and less than or equal to 1. In some examples, the angle position ratio of the recesses is greater than or equal to 0.1 and less than or equal to 0.5. The angle position ratio of the recesses defines both the number of recesses and the angle position of the recesses.

[0118] concave angle It could be the concave angle of the recess 237 in the outer lining. Or the concave angle of the concave portion 243 in the lining For example, regarding Figure 4 As indicated. In some cases, the concave angle and concave angle They can be the same. Concave angle It can be obtained at the first plurality of outer lining recesses 237, the second plurality of outer lining recesses 239, the first plurality of inner lining recesses 243, or the second plurality of inner lining recesses 245. The angle θ is, for example, about... Figure 4 The angle of the label. The angle θ is defined by relation (3), where n is the number of fuel nozzle assemblies. In some examples, n is between fifteen and thirty, including the endpoints.

[0119]

[0120]

[0121]

[0122] Table 2

[0123] The concave part can also be determined by the relation. and Limitations. Relationships A recess defined in the front section (e.g., in the primary combustion zone). Relationship The value can be between 0.2 and 0.99, including the endpoints. Relationship The recess defined in the post-diluted region (e.g., in the post-dilution region) may be between 0.5 and 0.99, including the endpoints.

[0124] Table 3 shows the performance factor. The performance factor (PF) is determined based on each of the relationships (1) and (2) above. The performance factor of the front section or primary combustion zone is shown in Table 3 as PF. PCZ The performance factor is greater than or equal to one and less than or equal to seven. In some examples, the performance factor in the front section or primary combustion zone is greater than or equal to one and less than or equal to three and a half. The performance factor in the rear section or post-dilution zone is PF in Table 3. DZ The performance factor is greater than or equal to one and less than or equal to seven. In some examples, the performance factor of the later segment or dilution region is greater than or equal to one and less than or equal to three and a half.

[0125]

[0126]

[0127] Table 3

[0128] When the performance factor is non-zero, the engine exhibits improved starting performance, improved CO combustion, and lower liner temperature compared to an engine with a performance factor of zero. Performance factors exceeding seven violate emission requirements. That is, performance factors exceeding 7 result in NO... x The CO emissions exceed the government-set emission limits. Furthermore, a performance factor exceeding 7 negatively impacts fuel consumption. Fuel consumption increases with increasing operating pressure drop. Therefore, for the aforementioned reasons, a performance factor greater than or equal to one and less than or equal to seven is desirable.

[0129] Although not shown in Table 3, when the recess is offset or misaligned, such as in Figure 19 In the example of axial offset, there may be more than one performance factor in the front segment and / or more than one performance factor in the rear segment. That is, for example, and referring to... Figure 19 It can be based on h 2' Performance factor, based on h 2" Performance factor, based on h 3' Performance factors and h-based 3" The performance factors are determined by their respective relations (1) or (2) and substituted into the necessary "double prime" variables.

[0130] Figure 23 and 24 The performance factor of the front section or primary combustion zone is presented in the form of a chart, which is a factor of the concave angle position ratio. Figure 23 and 24 This shows that the performance factor of the primary combustion zone can vary based on the concave angle position ratio. Regions 900 and 1000 can represent the boundaries of the performance factor of the primary combustion zone, which varies with the concave angle position ratio in which a specific combustion liner is designed.

[0131] Figure 25 and 26 The performance factor of the rear section or rear dilution zone is presented in the form of a graph, as a factor of the concave angle position ratio. Figure 25 and 26 This demonstrates that the performance factor of dilution can vary based on the recess angle position ratio. Regions 1100 and 1200 can represent the boundaries of the performance factor of the dilution zone, which varies with the recess angle position ratio in which a specific combustion liner is designed.

[0132] Figure 27 and 28 The performance factors of the front section or primary combustion zone are presented in graphical form as a factor of working fluid pressure drop. Figure 27 and 28 This demonstrates that the performance factor of the primary combustion zone can vary based on the working fluid pressure drop. Regions 1300 and 1400 can represent the boundaries of the performance factor of the primary combustion zone, which varies with the working fluid pressure drop in which a specific combustion liner is designed.

[0133] Figure 29 and 30 The performance factors of the post-diluted zone are presented in graphical form as a factor of working fluid pressure drop. Figure 29 and 30 This shows that the performance factor of the post-dilution zone can vary based on the working fluid pressure drop. Regions 1500 and 1600 can represent the boundaries of the performance factor of the post-dilution zone as the working fluid pressure drop varies with the design of a specific combustion liner therein.

[0134] Figure 31 and 32 The performance factors of the front section or primary combustion zone are presented in graphical form, serving as factors of the concave height factor in the primary combustion zone (e.g., ). Figure 31 and 32 This shows that the performance factor of the primary combustion zone can vary based on the recess height factor within the primary combustion zone. Regions 1700 and 1800 can represent the boundaries of the performance factor of the primary combustion zone, which varies depending on the recess height factor within the primary combustion zone where a specific combustion liner is designed.

[0135] Figure 33 and 34 The performance factors of the post-diluted section or post-dilution region are presented in graphical form, serving as factors of the concave height factor in the post-dilution region (e.g., ). Figure 33 and 34 This shows that the performance factor of the post-dilution zone can vary based on the recess height factor within the post-dilution zone. Regions 1500 and 1600 can represent the boundaries of the performance factor of the post-dilution zone, which varies depending on the recess height factor within the post-dilution zone where a specific combustion liner is designed.

[0136] Further aspects of this disclosure are provided by the subject matter of the following provisions.

[0137] According to one aspect of this disclosure, an annular burner includes a combustion liner and a plurality of recesses in the combustion liner. The combustion liner defines a combustion chamber and has an outer liner and an inner liner. The combustion liner is characterized by a performance factor greater than or equal to one and less than or equal to seven.

[0138] According to the annular burner of the preceding claims, the performance factor is greater than or equal to one and less than or equal to three and a half.

[0139] According to any one of the foregoing clauses, the annular burner, wherein the performance factor includes a primary combustion zone performance factor and a post-dilution zone performance factor. The primary combustion zone performance factor and the post-dilution zone performance factor are each greater than or equal to one and less than or equal to seven.

[0140] According to any one of the foregoing clauses, the performance factor of the primary combustion zone is defined by the concave height factor of the concave portion in the primary combustion zone of the annular burner, the concave angle position ratio of the concave portion in the primary combustion zone, and the working fluid pressure drop across the annular burner.

[0141] According to any one of the foregoing clauses, the annular burner, wherein the post-dilution zone performance factor is defined by the recess height factor of the recess in the post-dilution zone of the annular burner, the recess angle position ratio of the recess in the post-dilution zone, and the working fluid pressure drop across the annular burner.

[0142] According to any one of the foregoing clauses, the annular burner, wherein the performance factor is defined by the recess height factor, the recess angle position ratio, and the working fluid pressure drop across the annular burner.

[0143] According to any one of the preceding clauses, in the annular burner, the recess height factor and the recess angle position ratio are measured at a plane extending radially through at least one of the plurality of recesses and perpendicular to the burner centerline.

[0144] According to any one of the preceding clauses, the annular burner wherein the height factor of the recess is greater than or equal to 0.1 and less than or equal to 0.9.

[0145] According to any one of the preceding clauses, the annular burner wherein the height factor of the recess is greater than or equal to 0.1 and less than or equal to 0.3.

[0146] In any of the preceding clauses, the annular burner, wherein the recess height factor is defined by the ratio of the height of the combustion liner to the recess height.

[0147] In any of the preceding clauses, the height of the recess is obtained at the maximum height of the recess among the plurality of recesses in the annular burner.

[0148] In any of the preceding clauses, the annular burner, wherein the recess height and the height are obtained at the same axial position and at a circumferential offset position.

[0149] According to any one of the preceding clauses, the annular burner wherein the angle position ratio of the recess is greater than or equal to 0.1 and less than or equal to 1.

[0150] According to any one of the preceding clauses, the annular burner wherein the angle position ratio of the recess is greater than or equal to 0.1 and less than or equal to 0.5.

[0151] In the annular burner according to any one of the foregoing clauses, the recess angular position ratio defines the number of the plurality of recesses and the angular position of each of the plurality of recesses.

[0152] In any of the preceding clauses, the annular burner wherein the recess angle position ratio is defined by the recess angle and the fuel nozzle assembly angle.

[0153] According to any one of the foregoing clauses, the angle of the fuel nozzle assembly in the annular burner is defined by the number of fuel nozzle assemblies connected to the annular burner and the angle between the centerlines of two adjacent fuel nozzles.

[0154] According to any one of the foregoing clauses, the working fluid pressure drop is defined by the fluid pressure at the compressor outlet and the fluid pressure at the outlet of the annular burner.

[0155] The annular burner according to any one of the foregoing clauses, wherein the working fluid pressure drop is between 4% and 7%, including the endpoints.

[0156] The annular burner according to any one of the foregoing clauses, wherein the working fluid pressure drop is between 4.5% and 5.4%, including the endpoints.

[0157] According to any one of the foregoing clauses, in the annular burner, the plurality of recesses extend radially away from the combustion chamber to increase the volume of the combustion chamber.

[0158] The annular burner according to any one of the foregoing clauses further includes a plurality of dilution holes in the combustion liner.

[0159] The annular burner according to any one of the foregoing clauses, wherein the plurality of dilution holes includes a first plurality of dilution holes in the outer liner and a second plurality of dilution holes in the inner liner.

[0160] The annular burner according to any one of the foregoing clauses, wherein the plurality of recesses includes a plurality of recesses upstream of the plurality of dilution orifices.

[0161] According to any one of the foregoing clauses, the annular burner, wherein the combustion chamber defines a primary combustion zone and a post-dilution zone. The plurality of recesses upstream of the plurality of dilution orifices are located in the primary combustion zone.

[0162] The annular burner according to any one of the foregoing clauses, wherein the plurality of recesses includes a plurality of recesses downstream of the plurality of dilution orifices.

[0163] According to any one of the foregoing clauses, the annular burner, wherein the combustion chamber defines a primary combustion zone and a post-dilution zone. A plurality of recesses downstream of the plurality of dilution orifices are located within the post-dilution zone.

[0164] According to any one of the preceding clauses, the annular burner includes a first plurality of recesses upstream of the plurality of dilution orifices and a second plurality of recesses downstream of the plurality of dilution orifices.

[0165] The annular burner according to any one of the foregoing clauses, wherein the first plurality of recesses includes a first plurality of outer liner recesses in the outer liner and a first plurality of inner liner recesses in the inner liner. The second plurality of recesses includes a second plurality of outer liner recesses in the outer liner and a second plurality of inner liner recesses in the inner liner.

[0166] According to any one of the preceding clauses, the annular burner wherein each of the first plurality of recesses is circumferentially aligned with a corresponding recess in the second plurality of recesses.

[0167] In any one of the foregoing clauses, the annular burner wherein the combustion liner is a tapered combustion liner, such that the outer liner and the inner liner taper radially toward each other from the front end of the combustion liner to the rear end of the combustion liner.

[0168] In any of the preceding clauses, the annular burner wherein the tapering combustion liner continuously and gradually tapers from the foremost end to the last end.

[0169] According to any one of the foregoing clauses, the annular burner, wherein the tapering combustion liner comprises a first section that tapers continuously from the foremost point to the midpoint, and a second section that tapers continuously from the midpoint to the rearmost point. The first section tapers faster than the second section.

[0170] The annular burner according to any one of the foregoing clauses, wherein the combustion liner is a three-dimensional combustion liner.

[0171] According to any one of the foregoing clauses, the annular burner wherein the plurality of recesses are arranged in one or more circumferential rows in the combustion liner.

[0172] According to any one of the preceding clauses, the annular burner, wherein the plurality of recesses are arranged in one or more circumferential rows in the outer liner.

[0173] According to any one of the foregoing clauses, the annular burner wherein the plurality of recesses are arranged in one or more circumferential rows in the liner.

[0174] The annular burner according to any one of the foregoing clauses, wherein the plurality of recesses are arranged in one or more outer lining circumferential rows in the outer lining and one or more inner lining circumferential rows in the inner lining.

[0175] According to any one of the foregoing clauses, in the annular burner, the one or more outer liner circumferential rows are axially offset from the one or more inner liner circumferential rows.

[0176] The annular burner according to any one of the foregoing clauses, wherein the combustion liner comprises a plurality of liner plates. The plurality of recesses are located in the inner liner, the outer liner, and the plurality of liner plates.

[0177] The annular burner according to any one of the foregoing clauses, wherein the combustion liner comprises a plurality of liner plates. The plurality of recesses are located only within the plurality of liner plates.

[0178] In any of the preceding clauses, the annular burner, wherein the plurality of recesses are of any free shape.

[0179] The annular burner according to any one of the foregoing clauses, wherein the plurality of recesses are spherical, circular, conical, rectangular, trapezoidal, elliptical, triangular or any combination thereof.

[0180] According to one aspect of this disclosure, an engine includes a compressor and an annular burner downstream of the compressor. The annular burner includes a plurality of fuel nozzle assemblies and a combustion liner having an outer liner and an inner liner. The combustion liner includes a plurality of recesses within the combustion liner, and the annular burner is characterized by a performance factor between one and seven, including an end point.

[0181] According to the engine described in the foregoing clauses, each of the plurality of recesses is circumferentially aligned with each of the plurality of fuel nozzle assemblies.

[0182] The engine according to any one of the foregoing clauses, wherein the performance factor is greater than or equal to one and less than or equal to three and a half.

[0183] The engine according to any one of the foregoing clauses, wherein the performance factor includes a primary combustion zone performance factor and a post-dilution zone performance factor. The primary combustion zone performance factor and the post-dilution zone performance factor are each greater than or equal to one and less than or equal to seven.

[0184] In any of the preceding clauses, the primary combustion zone performance factor of the engine is defined by the concave height factor of the concave portion in the primary combustion zone of the annular burner, the concave angle position ratio of the concave portion in the primary combustion zone, and the working fluid pressure drop across the annular burner.

[0185] In any of the preceding clauses, the performance factor of the post-dilution zone is defined by the recess height factor of the recess in the post-dilution zone of the annular burner, the recess angle position ratio of the recess in the post-dilution zone, and the working fluid pressure drop across the annular burner.

[0186] The engine according to any one of the foregoing clauses, wherein the performance factor is defined by the recess height factor, the recess angle position ratio, and the working fluid pressure drop across the annular burner.

[0187] In any of the preceding clauses, the height factor of the recess and the angular position ratio of the recess are measured in a plane that extends radially through at least one of the plurality of recesses and perpendicular to the burner centerline.

[0188] In any of the preceding clauses, the height factor of the recess is greater than or equal to 0.1 and less than or equal to 0.9 in the engine.

[0189] In any of the preceding clauses, the height factor of the recess is greater than or equal to 0.1 and less than or equal to 0.3 in the engine.

[0190] In any of the preceding clauses, the recess height factor of the engine is defined by the ratio of the height of the combustion liner to the recess height.

[0191] In any of the preceding clauses, the height of the recess is obtained at the maximum height of the recess among the plurality of recesses.

[0192] In any of the preceding clauses, the height of the recess and the height are obtained at the same axial position and at a circumferential offset position in the engine.

[0193] In any of the preceding clauses, the engine wherein the angle position ratio of the recess is greater than or equal to 0.1 and less than or equal to 1.

[0194] In any of the preceding clauses, the angle position ratio of the recess is greater than or equal to 0.1 and less than or equal to 0.5.

[0195] In the engine according to any one of the foregoing clauses, the recess angular position ratio defines the number of the plurality of recesses and the angular position of each of the plurality of recesses.

[0196] In any of the preceding clauses, the engine wherein the recess angle position ratio is defined by the recess angle and the fuel nozzle assembly angle.

[0197] In any of the preceding clauses, the angle of the fuel nozzle assembly in the engine is defined by the number of fuel nozzle assemblies connected to the annular burner and the angle between the centerlines of two adjacent fuel nozzles.

[0198] In any of the preceding clauses, the working fluid pressure drop is defined by the fluid pressure at the outlet of the compressor and the fluid pressure at the outlet of the annular burner.

[0199] The engine according to any one of the foregoing clauses, wherein the working fluid pressure drop is between 4% and 7%, including the endpoints.

[0200] The engine according to any one of the foregoing clauses, wherein the working fluid pressure drop is between 4.5% and 5.4%, including the endpoints.

[0201] In any of the preceding clauses, the plurality of recesses extend radially away from the combustion chamber to increase the volume of the combustion chamber.

[0202] The engine according to any one of the foregoing clauses further includes a plurality of dilution holes in the combustion liner.

[0203] The engine according to any one of the foregoing clauses, wherein the plurality of dilution holes includes a first plurality of dilution holes in the outer liner and a second plurality of dilution holes in the inner liner.

[0204] The engine according to any one of the foregoing clauses, wherein the plurality of recesses includes a plurality of recesses upstream of the plurality of dilution holes.

[0205] In the engine according to any one of the foregoing clauses, the combustion chamber defines a primary combustion zone and a post-dilution zone. The plurality of recesses upstream of the plurality of dilution orifices are located in the primary combustion zone.

[0206] The engine according to any one of the foregoing clauses, wherein the plurality of recesses includes a plurality of recesses downstream of the plurality of dilution holes.

[0207] The engine according to any one of the foregoing clauses, wherein the combustion chamber defines a primary combustion zone and a post-dilution zone, and wherein the plurality of recesses downstream of the plurality of dilution orifices are located in the post-dilution zone.

[0208] The engine according to any one of the foregoing clauses, wherein the plurality of recesses includes a first plurality of recesses upstream of the plurality of dilution holes and a second plurality of recesses downstream of the plurality of dilution holes.

[0209] The engine according to any one of the foregoing clauses, wherein the first plurality of recesses includes a first plurality of outer liner recesses in the outer liner and a first plurality of inner liner recesses in the inner liner. The second plurality of recesses includes a second plurality of outer liner recesses in the outer liner and a second plurality of inner liner recesses in the inner liner.

[0210] The engine according to any one of the foregoing clauses, wherein each of the first plurality of recesses is circumferentially aligned with a corresponding recess in the second plurality of recesses.

[0211] In any of the preceding clauses, the combustion liner is a tapered combustion liner, such that the outer liner and the inner liner taper radially toward each other from the front end of the combustion liner to the rear end of the combustion liner.

[0212] In any of the preceding clauses, the engine wherein the tapering combustion liner tapers continuously and gradually from the foremost end to the rearmost end.

[0213] In the engine according to any one of the foregoing clauses, the tapered combustion liner includes a first section that tapers continuously from the foremost point to the midpoint, and a second section that tapers continuously from the midpoint to the rearmost point. The first section tapers faster than the second section.

[0214] In any of the preceding clauses, the combustion liner of the engine is a three-dimensional combustion liner.

[0215] The engine according to any one of the foregoing clauses, wherein the plurality of recesses are arranged in one or more circumferential rows in the combustion liner.

[0216] The engine according to any one of the foregoing clauses, wherein the plurality of recesses are arranged in one or more circumferential rows in the outer liner.

[0217] The engine according to any one of the foregoing clauses, wherein the plurality of recesses are arranged in one or more circumferential rows in the liner.

[0218] The engine according to any one of the foregoing clauses, wherein the plurality of recesses are arranged in one or more outer liner circumferential rows in the outer liner and one or more inner liner circumferential rows in the inner liner.

[0219] In any of the preceding clauses, the engine wherein the one or more outer liner circumferential rows are axially offset from the one or more inner liner circumferential rows.

[0220] The engine according to any one of the foregoing clauses, wherein the combustion liner comprises a plurality of liner plates. The plurality of recesses are located in the inner liner, the outer liner, and the plurality of liner plates.

[0221] In the engine according to any one of the foregoing clauses, the combustion liner comprises a plurality of liner plates. The plurality of recesses are located only in the plurality of liner plates.

[0222] In any of the preceding clauses, the plurality of recesses in the engine are of any free shape.

[0223] The engine according to any one of the foregoing clauses, wherein the plurality of recesses are spherical, circular, conical, rectangular, trapezoidal, elliptical, triangular or any combination thereof.

[0224] A gas turbine engine for an aircraft includes an engine core comprising one or more turbines, one or more compressors, and an annular combustor disposed downstream of the one or more compressors and upstream of the one or more turbines. The annular combustor includes: a combustion liner defining a combustion chamber, the combustion liner having an outer liner and an inner liner; and a plurality of recesses in the combustion liner. The combustion liner is characterized by a performance factor greater than or equal to one and less than or equal to seven.

[0225] According to the gas turbine engine described in the foregoing clauses, each of the plurality of recesses is circumferentially aligned with each of the plurality of fuel nozzle assemblies.

[0226] The gas turbine engine according to any one of the foregoing clauses, wherein the performance factor is greater than or equal to one and less than or equal to three and a half.

[0227] The gas turbine engine according to any one of the foregoing clauses, wherein the performance factor includes a primary combustion zone performance factor and a post-dilution zone performance factor. The primary combustion zone performance factor and the post-dilution zone performance factor are each greater than or equal to one and less than or equal to seven.

[0228] In any of the preceding clauses, the primary combustion zone performance factor of the gas turbine engine is defined by the concave height factor of the concave portion in the primary combustion zone of the annular burner, the concave angle position ratio of the concave portion in the primary combustion zone, and the working fluid pressure drop across the annular burner.

[0229] In any of the preceding clauses, the gas turbine engine wherein the post-dilution zone performance factor is defined by the recess height factor of the recess in the post-dilution zone of the annular burner, the recess angle position ratio of the recess in the post-dilution zone, and the working fluid pressure drop across the annular burner.

[0230] The gas turbine engine according to any one of the foregoing clauses, wherein the performance factor is defined by the recess height factor, the recess angle position ratio, and the working fluid pressure drop across the annular burner.

[0231] In a gas turbine engine according to any one of the foregoing clauses, the recess height factor and the recess angle position ratio are measured at a plane extending radially through at least one of the plurality of recesses and perpendicular to the burner centerline.

[0232] In any of the preceding clauses, the height factor of the recess is greater than or equal to 0.1 and less than or equal to 0.9.

[0233] In any of the preceding clauses, the height factor of the recess is greater than or equal to 0.1 and less than or equal to 0.3.

[0234] In any of the preceding clauses, the gas turbine engine wherein the recess height factor is defined by the ratio of the height of the combustion liner to the recess height.

[0235] In a gas turbine engine according to any one of the foregoing clauses, the height of the recess is obtained at the maximum height of the recess among the plurality of recesses.

[0236] In any of the preceding clauses, the height of the recess and the height are obtained at the same axial position and at a circumferential offset position in the gas turbine engine.

[0237] In any of the preceding clauses, the gas turbine engine wherein the angle position ratio of the recess is greater than or equal to 0.1 and less than or equal to 1.

[0238] In any of the preceding clauses, the gas turbine engine wherein the angle position ratio of the recess is greater than or equal to 0.1 and less than or equal to 0.5.

[0239] In the gas turbine engine according to any one of the foregoing clauses, the recess angular position ratio defines the number of the plurality of recesses and the angular position of each of the plurality of recesses.

[0240] In any of the preceding clauses, the gas turbine engine wherein the recess angle position ratio is defined by the recess angle and the fuel nozzle assembly angle.

[0241] In any of the preceding clauses, the angle of the fuel nozzle assembly in the gas turbine engine is defined by the number of fuel nozzle assemblies connected to the annular burner and the angle between the centerlines of two adjacent fuel nozzles.

[0242] In any of the preceding clauses, the working fluid pressure drop is defined by the fluid pressure at the outlet of the compressor and the fluid pressure at the outlet of the annular burner.

[0243] The gas turbine engine according to any one of the foregoing clauses, wherein the working fluid pressure drop is between 4% and 7%, including the endpoints.

[0244] The gas turbine engine according to any one of the foregoing clauses, wherein the working fluid pressure drop is between 4.5% and 5.4%, including the endpoints.

[0245] In any of the preceding clauses, the gas turbine engine wherein the plurality of recesses extend radially away from the combustion chamber to increase the volume of the combustion chamber.

[0246] The gas turbine engine according to any one of the foregoing clauses further includes a plurality of dilution holes in the combustion liner.

[0247] The gas turbine engine according to any one of the foregoing clauses, wherein the plurality of dilution holes includes a first plurality of dilution holes in the outer liner and a second plurality of dilution holes in the inner liner.

[0248] The gas turbine engine according to any one of the foregoing clauses, wherein the plurality of recesses includes a plurality of recesses upstream of the plurality of dilution holes.

[0249] The gas turbine engine according to any one of the foregoing clauses, wherein the combustion chamber defines a primary combustion zone and a post-dilution zone. The plurality of recesses upstream of the plurality of dilution orifices are located in the primary combustion zone.

[0250] The gas turbine engine according to any one of the foregoing clauses, wherein the plurality of recesses includes a plurality of recesses downstream of the plurality of dilution holes.

[0251] The gas turbine engine according to any one of the foregoing clauses, wherein the combustion chamber defines a primary combustion zone and a post-dilution zone, and wherein the plurality of recesses downstream of the plurality of dilution orifices are located in the post-dilution zone.

[0252] The gas turbine engine according to any one of the foregoing clauses, wherein the plurality of recesses includes a first plurality of recesses upstream of the plurality of dilution orifices and a second plurality of recesses downstream of the plurality of dilution orifices.

[0253] The gas turbine engine according to any one of the foregoing clauses, wherein the first plurality of recesses includes a first plurality of outer liner recesses in the outer liner and a first plurality of inner liner recesses in the inner liner. The second plurality of recesses includes a second plurality of outer liner recesses in the outer liner and a second plurality of inner liner recesses in the inner liner.

[0254] The gas turbine engine according to any one of the foregoing clauses, wherein each of the first plurality of recesses is circumferentially aligned with a corresponding recess in the second plurality of recesses.

[0255] In a gas turbine engine according to any one of the foregoing clauses, the combustion liner is a tapered combustion liner, such that the outer liner and the inner liner taper radially toward each other from the foremost end of the combustion liner to the rearmost end of the combustion liner.

[0256] In any of the preceding clauses, the gas turbine engine wherein the tapered combustion liner tapers continuously and gradually from the foremost end to the rearmost end.

[0257] In the gas turbine engine according to any one of the foregoing clauses, the tapered combustion liner includes a first section that tapers continuously from the foremost point to the midpoint, and a second section that tapers continuously from the midpoint to the rearmost point. The first section tapers faster than the second section.

[0258] The gas turbine engine according to any one of the foregoing clauses, wherein the combustion liner is a three-dimensional combustion liner.

[0259] The gas turbine engine according to any one of the foregoing clauses, wherein the plurality of recesses are arranged in one or more circumferential rows in the combustion liner.

[0260] The gas turbine engine according to any one of the foregoing clauses, wherein the plurality of recesses are arranged in one or more circumferential rows in the outer liner.

[0261] The gas turbine engine according to any one of the foregoing clauses, wherein the plurality of recesses are arranged in one or more circumferential rows in the liner.

[0262] The gas turbine engine according to any one of the foregoing clauses, wherein the plurality of recesses are arranged in one or more outer liner circumferential rows in the outer liner and one or more inner liner circumferential rows in the inner liner.

[0263] In a gas turbine engine according to any one of the foregoing clauses, wherein the one or more outer liner circumferential rows are axially offset from the one or more inner liner circumferential rows.

[0264] The gas turbine engine according to any one of the foregoing clauses, wherein the combustion liner comprises a plurality of liner plates. The plurality of recesses are located in the inner liner, the outer liner, and the plurality of liner plates.

[0265] The gas turbine engine according to any one of the foregoing clauses, wherein the combustion liner comprises a plurality of liner plates. The plurality of recesses are located only in the plurality of liner plates.

[0266] In any of the preceding clauses, the gas turbine engine wherein the plurality of recesses are of any free shape.

[0267] In any of the preceding clauses, the gas turbine engine wherein the plurality of recesses are spherical, circular, conical, rectangular, trapezoidal, elliptical, triangular, or any combination thereof.

[0268] While the foregoing description is directed to preferred embodiments, other variations and modifications will be apparent to those skilled in the art and can be made without departing from the spirit or scope of this disclosure. Furthermore, features described in connection with one embodiment can be used in conjunction with other embodiments, even if not explicitly stated above.

Claims

1. A ring-shaped burner, characterized in that, include: A combustion lining defining a combustion chamber, the combustion lining having an outer lining and an inner lining; and The combustion lining has a plurality of recesses, the plurality of recesses having at least one outer lining recess in the outer lining and at least one inner lining recess in the inner lining. The combustion lining described therein is characterized by a performance factor greater than or equal to one and less than or equal to seven, wherein the performance factor is defined as follows: ， in, The radial distance between the at least one outer lining recess and the at least one inner lining recess; The radial distance between the outer lining and the inner lining at the same axial position as the at least one outer lining recess and the at least one inner lining recess, and at the circumferential position of the at least one outer lining recess and the at least one inner lining recess without a recess. Represents the concave height factor; The concave angle is defined by a first radial axis and a second radial axis, the first radial axis extending through the starting edge of the at least one outer lining concave portion or the at least one inner lining concave portion, and the second radial axis extending through the ending edge of the at least one outer lining concave portion or the at least one inner lining concave portion. For the fuel nozzle assembly angle, Represents the ratio of the concave angle position, and This refers to the pressure drop of the working fluid.

2. The annular burner according to claim 1, characterized in that, The performance factor is greater than or equal to one and less than or equal to three and a half.

3. The annular burner according to claim 1, characterized in that, The performance factor includes the primary combustion zone performance factor and the post-dilution zone performance factor, and the primary combustion zone performance factor and the post-dilution zone performance factor are each greater than or equal to one and less than or equal to seven.

4. The annular burner according to claim 3, characterized in that, The at least one outer liner recess and the at least one inner liner recess are located in the primary combustion zone.

5. The annular burner according to claim 3, characterized in that, The at least one outer lining recess and the at least one inner lining recess are located in the post-dilution zone.

6. The annular burner according to claim 1, characterized in that, The working fluid pressure drop is defined by the fluid pressure at the compressor outlet and the fluid pressure at the annular burner outlet.

7. The annular burner according to claim 1, characterized in that, The working fluid pressure drop is between 4% and 7%, including the endpoint, or between 4.5% and 5.4%, including the endpoint.

8. The annular burner according to claim 1, characterized in that, The recess height factor and the recess angle position ratio are measured at a plane that extends radially through at least one of the plurality of recesses and perpendicular to the burner centerline.

9. The annular burner according to claim 1, characterized in that, The height factor of the recess is greater than or equal to 0.1 and less than or equal to 0.

9.

10. The annular burner according to claim 9, characterized in that, The height factor of the recess is greater than or equal to 0.1 and less than or equal to 0.

3.

11. The annular burner according to claim 1, characterized in that, The height of the recess is obtained at the maximum height of the recess among the plurality of recesses.

12. The annular burner according to claim 1, characterized in that, The angle position ratio of the recess is greater than or equal to 0.1 and less than or equal to 1.

13. The annular burner according to claim 12, characterized in that, The angle position ratio of the recess is greater than or equal to 0.1 and less than or equal to 0.

5.

14. The annular burner according to claim 1, characterized in that, The recessed angle position ratio defines the number of the plurality of recesses and the angle position of each of the plurality of recesses.

15. The annular burner according to claim 1, characterized in that, The angle of the fuel nozzle assembly is defined by the number of fuel nozzle assemblies connected to the annular burner and the angle between the centerlines of two adjacent fuel nozzles.

16. A gas turbine engine for an aircraft, characterized in that, include: An engine core comprising one or more turbines, one or more compressors, and an annular burner as claimed in claim 1, the annular burner being disposed downstream of the one or more compressors and upstream of the one or more turbines.

17. A ring-shaped burner, characterized in that, include: A combustion lining defining a combustion chamber, the combustion lining having an outer lining and an inner lining; and The combustion lining has a plurality of recesses, wherein at least one recess is located in the outer lining or in the inner lining. The combustion lining described therein is characterized by a performance factor greater than or equal to one and less than or equal to seven, wherein the performance factor is defined as follows: ， in, The radial distance between the at least one recess and the inner surface of the other of the outer lining or the inner lining; The radial distance between the outer lining and the inner lining at a position axially aligned with the at least one recess and at a circumferential position circumferentially aligned with the non-recessed portion of the outer lining recess and the inner lining recess. The concave angle is defined by a first radial axis and a second radial axis, the first radial axis extending through the starting edge of the at least one concave portion and the second radial axis extending through the ending edge of the at least one concave portion. For the fuel nozzle assembly angle, and This refers to the pressure drop of the working fluid.

18. The annular burner according to claim 17, characterized in that, The performance factor is greater than or equal to one and less than or equal to three and a half.

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