Combustor with drive jet for gas turbine engine

Abstract

A combustor includes a domed structure, an inner liner and an outer liner connected to the domed structure to define a combustion chamber, and a first section coupled to the outer liner and a second section coupled to the inner liner, the first section including a first geometric ramp and the second section including a second geometric ramp. The first and second geometric ramps have one or more driver holes, driver slots, and / or a plurality of driver vanes. Upstream cross-flow enters the one or more driver holes, driver slots, and / or driver vanes to create a jet of airflow at the outlet of the one or more driver holes, driver slots, and / or driver vanes having an increased angle relative to the surface of the inner liner or the surface of the outer liner.

Description

TECHNICAL FIELD

[0001] The present disclosure relates generally to a combustor for a gas turbine engine having a driver jet. BACKGROUND

[0002] For example, a turbine engine for an aircraft generally includes a fan and a turbo- booster engine section arranged in flow communication with one another. The turbo- booster engine includes, in serial flow relationship, a compressor section, a combustion section, and a turbine section. The combustion section includes a combustor in which compressed air is mixed with fuel and ignited to produce combustion gases. BRIEF DESCRIPTION OF DRAWINGS

[0003] Features and advantages will be apparent from the following more detailed description, taken in conjunction with the accompanying drawings, in which like reference characters generally refer to like, functionally similar, and / or structurally similar elements.

[0004] Figure 1 is a schematic cross-sectional view of a turbine engine in accordance with an embodiment of the present disclosure.

[0005] Figure 2 is a schematic cross-sectional view of a turbine engine in accordance with an embodiment of the present disclosure. Figure 1 is a cross-sectional side view of a combustor of a turbine engine shown in

[0006] Figure 3A is a schematic view showing the dimensions of a driver hole disposed within a bushing including a dome structure, an outer bushing, and / or an inner bushing in accordance with an embodiment of the present disclosure.

[0007] Figure 3B is a schematic view showing the dimensions of a driver hole disposed within a bushing including a dome structure, an outer bushing, and / or an inner bushing in accordance with another embodiment of the present disclosure.

[0008] Figure 3C is a schematic view showing the dimensions of a driver hole disposed within a dome structure, an outer bushing, and / or an inner bushing in accordance with an embodiment of the present disclosure.

[0009] Figure 4A is a plot of the ratio of the discharge coefficient to the radius of curvature of the inlet curvature (r / d) for a driver hole in accordance with an embodiment of the present disclosure.

[0010] Figure 4B is a plot of the ratio of the discharge coefficient to the distance Lc of the inlet curvature (Lc / d) for a driver hole in accordance with an embodiment of the present disclosure.

[0011] Figure 4C is a plot of the ratio of the discharge coefficient to the distance c of the inlet slope (c / d) for a driver hole in accordance with an embodiment of the present disclosure.

[0012] Figure 5 is a schematic cross-sectional view of a liner defining a combustion chamber according to an embodiment of the present disclosure, the liner including a first segment and a second segment.

[0013] Figure 6A is a partial schematic cross-sectional view showing details of the second segment and one or more driver holes according to an embodiment of the present disclosure.

[0014] Figure 6B is a partial schematic cross-sectional view showing details of the second segment and one or more driver holes according to another embodiment of the present disclosure.

[0015] Figure 7A and Figure 7B is a partial schematic cross-sectional view showing details of the first segment and one or more driver holes according to an embodiment of the present disclosure.

[0016] Figure 8A and Figure 8B is a partial schematic cross-sectional view showing details of the second segment and one or more driver holes according to another embodiment of the present disclosure.

[0017] Figure 8C and Figure 8D is a partial schematic cross-sectional view showing details of the second segment and one or more driver holes according to another embodiment of the present disclosure.

[0018] Figure 9A is a partial schematic cross-sectional view showing details of coupling the second segment having one or more driver holes to the liner according to an embodiment of the present disclosure.

[0019] Figure 9B is a partial schematic cross-sectional view showing details of coupling the second segment having one or more driver holes to the liner according to another embodiment of the present disclosure.

[0020] Figure 9C is a top view of the second segment coupled to the liner using fasteners shown in Figure 9B

[0021] Figure 9D is a partial schematic cross-sectional view showing details of coupling the second segment having one or more driver holes to the liner according to yet another embodiment of the present disclosure.

[0022] Figure 10A is a partial schematic cross-sectional view of the second segment having one or more driver holes formed integrally with the liner according to an embodiment of the present disclosure.

[0023] ​Figure 10B This is a partial schematic cross-sectional view of a second segment integrally formed with a bushing and having one or more driver holes, according to another embodiment of the present disclosure.

[0024] Figure 11 This is a schematic cross-sectional view of a burner bushing including a first section and a second section according to an embodiment of the present disclosure.

[0025] Figure 12 This is a partial schematic cross-sectional view of a portion of a first segment having one or more drive blades according to an embodiment of the present disclosure.

[0026] Figure 13 This is a partial schematic cross-sectional view of a portion of a second segment having one or more drive blades according to an embodiment of the present disclosure.

[0027] Figure 14 According to embodiments of this disclosure Figure 11 A partial schematic diagram of the geometric slope of the first segment cut off at line 14-14 shown.

[0028] Figure 15 According to embodiments of this disclosure Figure 11 A partial schematic diagram of the geometric slope of the second segment taken at line 15-15 shown.

[0029] Figure 16 This is a partial schematic cross-sectional enlarged view of a portion of a first segment having one or more driver holes according to an embodiment of the present disclosure.

[0030] Figure 17 This is a partial schematic cross-sectional view of a portion of a second segment having one or more driver holes according to an embodiment of the present disclosure.

[0031] Figure 18 According to embodiments of this disclosure Figure 16 A partial schematic diagram of the geometric slope of the first segment cut off at line 18-18 shown.

[0032] Figure 19 According to embodiments of this disclosure Figure 17 A partial schematic diagram of the geometric slope of the second segment taken at line 19-19 shown.

[0033] Figure 20 This is a schematic diagram of driver holes of various sizes according to embodiments of the present disclosure.

[0034] Figure 21 This is a schematic diagram of driver holes of various sizes according to embodiments of the present disclosure.

[0035] Figure 22AA schematic front view of an example driver hole having a circular shape is shown in accordance with an embodiment of the present disclosure.

[0036] Figure 22B A schematic front view of other example driver holes having a circular shape with different radii is shown in accordance with another embodiment of the present disclosure.

[0037] Figure 23A A schematic front view of an example driver hole having an oval shape is shown in accordance with an embodiment of the present disclosure.

[0038] Figure 23B A schematic front view of an example driver hole having an egg shape is shown in accordance with another embodiment of the present disclosure.

[0039] Figure 24A A schematic front view of an example driver slot having an "I" shape is shown in accordance with an embodiment of the present disclosure.

[0040] Figure 24B A schematic front view of an example driver slot having a wavy shape is shown in accordance with another embodiment of the present disclosure.

[0041] Figure 25A is a cross-sectional longitudinal cross-sectional view of an example driver hole having a conical shape in accordance with an embodiment of the present disclosure.

[0042] Figure 25B is a top lateral view of the driver hole shown in Figure 25A

[0043] Figure 26A is a cross-sectional longitudinal cross-sectional view of an example driver hole having a slot shape in accordance with another embodiment of the present disclosure.

[0044] Figure 26B is a top lateral view of the driver hole shown in Figure 26A

[0045] Figure 27A is a cross-sectional longitudinal cross-sectional view of an example driver hole having a rifling shape in accordance with another embodiment of the present disclosure.

[0046] Figure 27B is a top lateral view of the driver hole shown in Figure 27A DETAILED DESCRIPTION

[0047] ​​​The features, advantages, and embodiments of the present disclosure are illustrated or described in or by the detailed description, accompanying drawings, and claims. Moreover, the detailed description is exemplary and explanatory only and is not intended to limit the scope of the disclosure as claimed.

[0048] Various embodiments of the present disclosure are discussed in detail below. While specific embodiments are discussed, this is simply for illustration. Those skilled in the relevant art will recognize that other components and configurations can be used without departing from the present disclosure.

[0049] As used herein, the terms "first" and "second" can be used interchangeably to distinguish one component from another and are not intended to signify position or importance of the individual components.

[0050] The terms "upstream" and "downstream" refer to the relative direction with respect to the flow of fluid in a fluid path. For example, "upstream" refers to the direction from which fluid flows, and "downstream" refers to the direction to which fluid flows.

[0051] The terms "forward" and "aft" refer to relative positions within a turbine engine or vehicle and refer to the normal operating attitude of the turbine engine or vehicle. For example, with respect to a turbine engine, forward refers to a position on the turbine engine closer to a propeller or fan, and aft refers to a position on the turbine engine further from the propeller or fan.

[0052] As used herein, the term "axial" refers to a direction and orientation that extends substantially parallel to a centerline of a turbine engine. As used herein, the term "radial" refers to a direction and orientation that extends substantially perpendicular to a centerline of a turbine engine. Further, as used herein, the terms "circumferential" and "circumferentially" refer to a direction and orientation that extends arcuately about a centerline of a turbine engine.

[0053] "Top" as used herein refers to the highest or uppermost point, portion, or surface of a component in the orientation shown in the figures.

[0054] As used herein, the terms "low," "medium" (or "mid") and "high," or their respective comparative forms (e.g., "lower" and "higher," as applicable), when used in connection with a compressor, combustor, turbine, shaft, fan, or turbine engine component, unless otherwise specified, refer to relative pressure, relative speed, relative temperature, or relative power output within the engine. For example, a "low power" setting defines an engine or combustor configured to operate at a power output lower than a "high power" setting of the engine or combustor, and a "mid power" setting defines an engine or combustor configured to operate at a power output higher than the "low power" setting and lower than the "high power" setting. The terms "low," "medium" (or "mid"), or "high" in the above terms can additionally or alternatively be understood with respect to a minimum allowable speed, pressure, or temperature, or with respect to a minimum or maximum allowable speed, pressure, or temperature of normal, expected, steady state, or the like operation of the engine. A mission cycle of a turbine engine includes, for example, low power operation, mid power operation, and high power operation. Low power operation includes, for example, engine start, idle, taxi, and approach. Mid power operation includes, for example, cruise. High power operation includes, for example, takeoff and climb.

[0055] Various power levels of a turbofan engine are defined as a percentage of the sea level static (SLS) maximum engine rated thrust. Low power operation includes, for example, less than thirty percent (30%) of the SLS maximum engine rated thrust of the turbofan engine. Mid power operation includes, for example, thirty percent (30%) to eighty-five percent (85%) of the SLS maximum engine rated thrust of the turbofan engine. High power operation includes, for example, greater than eighty-five percent (85%) of the SLS maximum engine rated thrust of the turbofan engine. The thrust values for each of low power operation, mid power operation, and high power operation of a turbofan engine are exemplary only, and other thrust values can be used to define low power operation, mid power operation, and high power operation.

[0056] Unless otherwise specified herein, the terms "coupled," "fixed," "attached," "connected," and the like, refer to both direct and indirect coupling, fixation, attachment, or connection, through one or more intermediate components or features.

[0057] Unless the context clearly indicates otherwise, the singular forms "a," "an," and "the" include plural referents.

[0058] As used herein, a "turbocharged engine" includes a compressor section, a combustion section, and a turbine section.

[0059] As used herein, a "turbofan engine" includes a turbocharger engine and a fan that introduces air into the turbocharger engine, and is rated for a regional aircraft, a narrow-body aircraft, or a wide-body aircraft. A turbofan engine rated for a regional aircraft has a maximum takeoff thrust ranging from ten thousand pounds force to twenty thousand pounds force (10,000 1bf to 20,000 1bf). A turbofan engine rated for a narrow-body aircraft has a maximum takeoff thrust ranging from fifteen thousand pounds force to thirty thousand pounds force (15,000 1bf to 30,000 1bf). A turbofan engine rated for a wide-body aircraft has a maximum takeoff thrust ranging from forty thousand pounds force to one hundred and ten thousand pounds force (40,000 1bf to 110,000 1bf).

[0060] As used herein, the term "ducted engine" refers to a turbofan engine having a fan casing or nacelle that circumferentially surrounds the fan.

[0061] Hereafter, the term "turbofan engine" will refer to either a "ducted engine" or an "open fan engine."

[0062] As used herein, a Mach number is a ratio of a speed of a turbofan engine (of an aircraft) to a speed of sound in the surrounding airflow.

[0063] As used herein throughout the description and claims, approximate language is used to modify any quantitative representation that can permit variations without changing the basic function to which the representation is directed. Thus, a value modified by one or more terms or phrases such as "about," "approximately,” “substantially,” and “essentially” is not limited to the precise value stated following such term or phrase. In at least some instances, the approximate language can correspond to the precision of an instrument used to measure the value, or the precision of a method or machine used to construct a component and / or system, or to manufacture a component and / or system. For example, the approximate language can refer to being within a margin of 1%, 2%, 4%, 10%, 15%, or 20% in a single value, a range of values, and / or an endpoint defining a range of values.

[0064] Due to high maturation, providing a gas turbine engine with reduced length and weight while maintaining or improving combustion efficiency is a significant challenge. Reducing the length or combustion volume typically results in reduced efficiency and incomplete combustion in the combustor of the turbine engine.

[0065] Using a vortex combustor allows for reduced combustor length and volume while maintaining or improving combustion efficiency. For example, a conventional trapped vortex combustor has reduced length or volume while maintaining or even improving combustion efficiency. However, conventional trapped vortex combustors have limitations. In small scale combustors, the trap effect in a trapped vortex combustor is less effective. Alternatively, a non-trapped or partially trapped vortex combustor can be implemented. However, maintaining a stable annular vortex without a trap structure can be difficult to achieve.

[0066] The present disclosure uses driver air jet flow to provide non-stationary vortex stability and reduce the pattern factor. As used herein, "vortex stability" refers to the flow structure of the vortex such that the vortex remains unchanged at all power conditions from low to high and recirculates portions of the combustion gases from aft to forward in a circular type motion within the combustor. The term "pattern factor" is used herein to refer to the maximum circumferential temperature variation at the exit of the combustor. The pattern factor (PTF) is defined as the maximum combustor exit temperature per radial span (T4max,r-T3) divided by the bulk average combustor exit temperature (T4avg) (i.e., PTF = (T4max,r-T3) / T4avg) versus the radial span, where r ranges from 0% to 100% of the combustor exit height. High pattern factors can damage downstream turbine hardware. In a typical gas turbine combustor, it is difficult to maintain a low pattern factor due to the implementation of primary zone stabilization by many individual circumferentially adjacent swirlers, each having flow swirling around their respective axis. In a vortex combustor, the primary zone has a single vortex with a central axis extending circumferentially around the combustor, encouraging circumferential movement and mixing of fuel and air, which helps to reduce hot spots and high pattern factors compared to the current state of the art of individual vortex stabilized combustors. By implementing shaped driver holes or circumferential slots in the combustor, vortex stabilization can be improved while also reducing circumferential variation, fundamentally optimizing vortex combustor performance.

[0067] Further stabilization can be achieved by locally increasing the thickness of the liner, either with separate components or integrated into the liner of the combustor, to increase the L / D of the driver holes or slots, where L represents the length of the driver hole and D represents the diameter of the driver hole. Thin liners with crossflow on the inlet side cause the driver jets to lean more aft. The term "driver jet" is used throughout this document to describe the air jet flow used to drive the vortex within the combustion chamber of the combustor. A larger L / D can better align the jet normal to the liner, improving jet penetration to shut down the vortex. A larger L / D also reduces the sensitivity of the jet direction to inlet crossflow.

[0068] Increased L / D can also use vanes instead of holes. Therefore, more vanes than holes can be used, and the shape of the vanes can be designed to further optimize the vortex and adjacent flow field. Whether holes or vanes are used, a tangential component can be added, which is not possible with thin liners. The tangential component can then create an overall swirler vortex, which increases residence time and allows the same or higher combustion efficiency in shorter combustors with less volume. Overall swirl also allows for greater circumferential mixing and reduction in pattern factor.

[0069] In an embodiment, driver holes or driver slots can be used to induce annular vortices in the combustor. The driver holes and driver slots can have different sizes and shapes to optimize the balance between driving vortices and minimizing mode factor, where the driver holes or driver slots are drilled, machined, or grown into a constant or near constant thickness liner. The L / D ratio of the driver holes can be from about 0.05 to about 0.70.

[0070] In another embodiment, the driver holes or driver slots are located in a thicker section of the liner that is welded or otherwise attached to or integrated into the liner. The driver holes and driver slots can have an L / D ratio of 0.20 to 5.0 or greater. The driver slots can also include a tangential component, such as air coming out of the driver slots, to create a tangential air flow component to create an overall swirl in the combustor. Near-continuous slots can also be used to create driver air sheets to reduce the mode factor. For example, by utilizing long circumferential slots, a more continuous air sheet is provided than when using a series of driver holes, resulting in fewer gaps between the slots than holes used for the fuel rich streaks to pass through to the secondary zone. Improved air / fuel mixing and fewer or weaker rich streaks reduce the maximum peak temperature at the exit of the combustor, thereby reducing the mode factor.

[0071] In another embodiment, vanes can be used in a thicker section of the liner instead of driver slots or driver holes. The vanes can have a different leading edge angle than trailing edge angle compared to the radial line of the combustor. In addition, the vanes can have different angles from axially forward to axially aft. The vanes can create less wake to achieve a greater level of turbulence and also create an air sheet similar to a continuous driver slot. However, the vanes provide a structural connection between the forward and aft sections of the liner without having the larger gaps like holes or slots, further reducing the magnitude of the fuel / air rich streaks to reduce the mode factor or thermal NOx x .

[0072] Shorter combustors of smaller volume allow for shorter, lighter weight combustors and combustor casings, which can save fuel. Reducing the length of the combustor has additional benefits, such as reducing the length of the engine shaft between the fan / compressor and the LPT / HPT turbine, thereby reducing shaft dynamics, and can also allow for an increase in the volume and weight of the aircraft for carrying capacity.

[0073] In addition, increasing the mode factor provides an additional benefit of reducing the required cooling of the turbine, thereby reducing parasitic losses and improving specific fuel consumption (SFC).

[0074] Referring now to the drawings,Figure 1 is a schematic cross-sectional view of the turbine engine 10 taken along a longitudinal centerline axis 12 of the turbine engine 10 in accordance with an embodiment of the present disclosure. As shown, the turbine engine 10 defines an axial direction A (extending parallel to the longitudinal centerline axis 12 provided for reference) and a radial direction R orthogonal to the axial direction A. Generally, the turbine engine 10 includes a fan section 14 and a turbocharger engine 16 disposed downstream of the fan section 14. Figure 1

[0075] The turbocharger engine 16 includes, in serial flow relationship, a compressor section 21, a combustion section 26, and a turbine section 27. The turbocharger engine 16 is substantially enclosed within an outer casing 18, which is substantially tubular and defines a turbocharger engine inlet 20 annular about the longitudinal centerline axis 12. As shown, Figure 1 schematically shown, the compressor section 21 includes a booster or low pressure (LP) compressor 22 followed downstream by a high pressure (HP) compressor 24. The combustion section 26 is downstream of the compressor section 21. The turbine section 27 is downstream of the combustion section 26 and includes a high pressure (HP) turbine 28 followed downstream by a low pressure (LP) turbine 30. The turbocharger engine 16 also includes an injection exhaust nozzle section 32 downstream of the turbine section 27, a high pressure (HP) shaft 34 or spool, and a low pressure (LP) shaft 36. The HP shaft 34 drivingly connects the HP turbine 28 to the HP compressor 24. The HP turbine 28 and the HP compressor 24 are rotationally uniform via the HP shaft 34. The LP shaft 36 drivingly connects the LP turbine 30 to the LP compressor 22. The LP turbine 30 and the LP compressor 22 are rotationally uniform via the LP shaft 36. The compressor section 21, the combustion section 26, the turbine section 27, and the injection exhaust nozzle section 32 together define a turbocharger engine air flow path.

[0076] For the embodiment shown, Figure 1 The fan section 14, for the embodiment shown, includes a fan 38 (e.g., a variable pitch fan) having a plurality of fan blades 40 coupled to a disk 42 in a spaced apart manner. As shown in FIG. 1, the fan blades 40 generally extend outwardly from the disk 42 along the radial direction R. In the case of a variable pitch fan, the plurality of fan blades 40 are rotatable relative to the disk 42 about a pitch axis P by virtue of the fan blades 40 being operably coupled to an actuation member 44 configured to collectively and uniformly change the pitch of the fan blades 40. The fan blades 40, the disk 42, and the actuation member 44 are rotatable together about the longitudinal centerline axis 12 via a fan shaft 45, which is powered across a power gear box (also referred to as a gear box assembly 46) by the LP shaft 36. As such, the fan 38 is drivingly coupled to and powered by the turbocharger engine 16, and the turbine engine 10 is an indirect drive engine. The gear box assembly 46 is described in greater detail below.​Figure 1 The diagram is schematically shown. Gearbox assembly 46 is a reduction gearbox assembly used to regulate the speed of fan shaft 45 when power is transmitted from LP shaft 36 to fan shaft 45, thereby regulating the speed of fan 38 relative to LP shaft 36.

[0077] Still referencing Figure 1 In an exemplary embodiment, the disk 42 is covered by a fan hub 48 having an aerodynamic profile to facilitate airflow through a plurality of fan blades 40. Furthermore, the fan section 14 includes an annular fan housing or nacelle 50 circumferentially surrounding at least a portion of the fan 38 and the turbocharged engine 16. The nacelle 50 is supported relative to the turbocharged engine 16 by a plurality of outlet guide vanes 52 circumferentially spaced around the nacelle 50 and the turbocharged engine 16. Additionally, a downstream section 54 of the nacelle 50 extends above the outer portion of the turbocharged engine 16 and, together with the housing 18, defines a bypass airflow passage 56 therebetween.

[0078] During operation of the turbine engine 10, a volume of air 58 enters the turbine engine 10 through the nacelle 50 or the inlet 60 of the fan section 14. As the volume of air 58 passes through the fan blades 40, a first portion of the air (also referred to as bypass air 62) is directed into the bypass airflow passage 56, and a second portion of the air (also referred to as turbocharger air 64) is directed through the turbocharger inlet 20 of the LP compressor 22 into the upstream section of the turbocharger airflow path. The turbocharger air 64 then increases in pressure, producing compressed air 65. The compressed air 65 is directed through the HP compressor 24 and into the combustion section 26, where it is mixed with fuel and ignited to produce combustion gases 66.

[0079] Combustion gas 66 is directed into and expanded in HP turbine 28, where a portion of the thermal or kinetic energy from the combustion gas 66 is extracted via one or more stages of HP turbine stator blades 68 and HP turbine rotor blades 70 connected to HP shaft 34. This causes HP shaft 34 to rotate, thereby supporting the operation of HP compressor 24 (self-sustaining cycle). Thus, combustion gas 66 performs work on HP turbine 28. Combustion gas 66 is then directed into and expanded in LP turbine 30. Here, a second portion of the thermal or kinetic energy is extracted from combustion gas 66 via one or more stages of LP turbine stator blades 72 and LP turbine rotor blades 74 connected to LP shaft 36. This causes LP shaft 36 to rotate, thereby supporting the operation of LP compressor 22 (self-sustaining cycle) and the rotation of fan 38 via gearbox assembly 46. Thus, combustion gas 66 performs work on LP turbine 30.

[0080] The combustion gases 66 are then directed through the injection exhaust nozzle section 32 of the turbofan engine 16 to provide propulsive thrust. At the same time, the bypass air 62 is directed through the bypass airflow passage 56 before being exhausted from the fan nozzle exhaust section 76 of the turbine engine 10, also providing propulsive thrust. The HP turbine 28, the LP turbine 30, and the injection exhaust nozzle section 32 at least partially define a hot gas path 78 for directing the combustion gases 66 through the turbofan engine 16.

[0081] The controller 100 is in communication with the turbine engine 10 for controlling various aspects of the turbine engine 10. For example, the controller 100 is in two-way communication with the turbine engine 10 for receiving signals from various sensors and control systems of the turbine engine 10 and for controlling components of the turbine engine 10, as described in further detail below. The controller 100, or components thereof, can be located on the turbine engine 10, on the aircraft, or can be located remotely from each of the turbine engine 10 and the aircraft. The controller 100 can be a full authority digital engine control (FADEC) that controls various aspects of the turbine engine 10.

[0082] The controller 100 can be a standalone controller, or can be part of an engine controller to operate various systems of the turbine engine 10. In this embodiment, the controller 100 is a computing device having one or more processors and memory. The one or more processors can be any suitable processing device, including but not limited to a microprocessor, microcontroller, integrated circuit, logic device, programmable logic controller (PLC), application specific integrated circuit (ASIC), or field programmable gate array (FPGA). The memory can include one or more computer-readable media, including, but not limited to, non-transitory computer-readable media, computer-readable non-volatile media (e.g., flash memory), RAM, ROM, hard drives, flash drives, or other memory devices.

[0083] The memory can store information accessible to the one or more processors, including computer-readable instructions that can be executed by the one or more processors. The instructions can be any set of instructions, or sequence of instructions, that, when executed by the one or more processors, cause the one or more processors and controller 100 to perform operations. Controller 100, and more specifically the one or more processors, are programmed or configured to execute these operations, such as the operations discussed further below. In some embodiments, the instructions can be executed by the one or more processors to cause the one or more processors to complete any operations and functions for which controller 100 is configured, as will be further described below. The instructions can be software written in any suitable programming language or can be implemented in hardware. Additionally, or alternatively, the instructions can be executed in logically and virtually independent threads on processor(s). Memory can also store data that is accessible to the one or more processors.

[0084] The technology discussed herein makes reference to computer-based systems and actions performed by and information sent to and from computer-based systems. The manner in which the technology is implemented, including all of the tasks that make up the operations and functions referred to herein, contribute to the

[0085] Figure 1 Turbine engine 10 shown in FIG. 1 is by way of example only. In other example embodiments, turbine engine 10 can have any other suitable configuration. For example, in other example embodiments, fan 38 can be configured in any other suitable manner (e.g., as a fixed-pitch fan) and can also be supported using any other suitable fan frame configuration. Turbine engine 10 can also be a direct drive engine that does not have a power gear box. For a direct drive engine, the fan speed is the same as the LP shaft speed. Further, in other example embodiments, any other suitable number or configuration of compressors, turbines, shafts, or combinations thereof can be provided. In other example embodiments, aspects of the present disclosure can be incorporated into any other suitable turbine engine, such as a turbofan engine, a propfan engine, a turbojet engine, a turboprop engine, a turboshaft engine, or a land-based engine adapted for aviation.

[0086] Figure 2 is a cross-sectional side view of a combustor 206 in a combustion section 26 of a turbocharged engine 16 in accordance with embodiments of the present disclosure Figure 1 is a cross-sectional side view of a combustor 206 in a combustion section 26 of a turbocharged engine 16 in accordance with embodiments of the present disclosure Figure 2A longitudinal combustor centerline axis 112 is depicted, which can generally correspond to the longitudinal centerline axis 12 Figure 1 ). Figure 2 The combustor 206 defines a combustor longitudinal direction (L) corresponding to the longitudinal combustor centerline axis 112, a combustor radial direction (R) extending outward from the longitudinal combustor centerline axis 112, and a combustor circumferential direction (C) extending circumferentially about the longitudinal combustor centerline axis 112. The combustor 206 extends from an upstream end 253 of the combustor 206 to a downstream end 255 of the combustor 206. The upstream end 253 of the combustor 206 can be in airflow communication with a diffuser 257, which is in airflow communication with the HP compressor 24 Figure 1 (as shown in FIG. 4). In one aspect, the diffuser 257 can be disposed between an upstream end 263 of an outer housing 264 of the combustor 206 and an upstream end 265 of an inner housing 266 of the combustor 206. The downstream end 255 of the combustor 206 is in airflow communication with a turbine nozzle 272, which is in airflow communication with the HP turbine 28 Figure 1 (as shown in FIG. 4). The outer housing 264 can extend circumferentially about the longitudinal combustor centerline axis 112 and can extend longitudinally from the upstream end 253 of the combustor 206 to the downstream end 255 of the combustor 206. The inner housing 266 can also extend circumferentially about the longitudinal combustor centerline axis 112 and can extend longitudinally from the upstream end 253 of the combustor 206 to the downstream end 255 of the combustor 206.

[0087] The combustor 206 also includes a dome structure 256, which can include an inner dome portion 258 and an outer dome portion 260. The inner dome portion 258 and the outer dome portion 260 together define a turning portion 262, which is generally convexly curved, that forms a flow path for directing the flow of combustion products within the combustor 206. Further, the convexly curved shape of the dome structure 256 can help direct a portion 282A of the compressed airflow to flow to the outer flow passage 288 and help direct another portion 282B of the compressed airflow to flow to the inner flow passage 290. Thus, the convexly curved shape of the dome structure 256 can help reduce pressure losses in the flow of compressed air 282 that can otherwise occur if a more bluntly shaped dome structure were implemented.

[0088] The outer liner 252 can extend downstream from an outer end 261 of the dome structure 256, and the inner liner 254 can extend downstream from an inner end 259 of the dome structure 256. The outer liner 252 and the inner liner 254 can be integrally formed with the dome structure 256 (e.g., formed from a continuous structure of material, such as a shaped ceramic matrix composite (CMC) structure, additively manufactured or forged / cast as a single piece), or can be joined to the dome structure 256 via, for example, a mechanical connection (e.g., bolted), or via a weld or braze bond, for example. The inner liner 254, the outer liner 252, and the dome structure 256 form a liner 269 and define a combustion chamber 267. The inner liner 254 and the outer liner 252 extend longitudinally along the longitudinal combustor centerline axis 112 and extend circumferentially around the longitudinal combustor centerline axis 112. The inner liner 254 and the outer liner 252 are radially spaced apart from one another to define the combustion chamber 267 therebetween. The outer liner 252 is spaced apart from the outer shell 264 to define an outer flow passage 288 therebetween. The inner liner 254 is spaced apart from the inner shell 266 to define an inner flow passage 290 therebetween.

[0089] As used herein, CMC refers to a class of materials having reinforcing fibers in a ceramic matrix. Typically, the reinforcing fibers provide structural integrity to the ceramic matrix. Some examples of reinforcing fibers can include, but are not limited to, non-oxide silicon-based materials (e.g., silicon carbide, silicon nitride, or mixtures thereof), non-oxide carbon-based materials (e.g., carbon), oxide ceramics (e.g., silicon oxycarbide, silicon oxynitride, aluminum oxide (AI2O3), silicon dioxide (SiO2), aluminosilicates (e.g., mullite), or mixtures thereof, etc.), or mixtures thereof.

[0090] Some examples of ceramic matrix materials can include, but are not limited to, non-oxide silicon-based materials (e.g., silicon carbide, silicon nitride, or mixtures thereof), oxide ceramics (e.g., silicon oxycarbide, silicon oxynitride, aluminum oxide (AI2O3), silicon dioxide (SiO2), aluminosilicates, or mixtures thereof), or mixtures thereof. Optionally, ceramic particles (e.g., oxides of Si, Al, Zr, Y, and combinations thereof) and inorganic fillers (e.g., pyrophyllite, wollastonite, mica, talc, kyanite, and montmorillonite) can also be included in the ceramic matrix.

[0091] Generally, a particular CMC can refer to a combination of its fiber type / matrix type. For example, C / SiC denotes carbon fiber reinforced silicon carbide, SiC / SiC denotes silicon carbide fiber reinforced silicon carbide, SiC / SiN denotes silicon carbide fiber reinforced silicon nitride, SiC / SiC-SiN denotes silicon carbide fiber reinforced silicon carbide / nitride matrix hybrid, and the like. In other examples, a CMC can be composed of a matrix and reinforcing fibers including oxide-based materials such as alumina (AI2O3), silica (SiO2), aluminosilicates, and mixtures thereof. Aluminosilicates can include crystalline materials such as mullite (3AI2O3-2SiO2), as well as glassy aluminosilicates.

[0092] In certain non-limiting examples, the reinforcing fibers can be bundled (e.g., formed into fiber tows) and / or coated prior to being included in the matrix. The fiber tows can be impregnated with a slurry composition prior to forming the preform or after forming the preform. The preform can then undergo a heat treatment and subsequent chemical treatment to result in a component formed from a CMC material having a desired chemical composition. For example, the preform can undergo a cure or burn-out to produce a high carbon residue in the preform and subsequent melt infiltration with silicon, or a cure or pyrolysis to produce a silicon carbide matrix in the preform and subsequent chemical vapor infiltration with silicon carbide. Prior to or after the chemical vapor infiltration, an additional step can be taken to increase the densification of the preform by infusing the preform with a liquid resin or polymer followed by a heat treatment step to fill the voids with silicon carbide. The CMC materials as used herein can be formed using any known or later developed method, including but not limited to melt infiltration, chemical vapor infiltration, polymer impregnation pyrolysis (PIP), or any combination thereof.

[0093] Fuel nozzle assembly 274 may be connected to housing 264 and may extend through housing 264 and through outer bushing 252 to provide a flow of fuel 275 to combustion chamber 267. Compressed air 82 enters combustor 206 as inlet airflow via diffuser 257. A portion of compressed air 282 (schematically shown as compressed airflow 282A) flows into outer flow passage 288, while another portion of compressed air 282 (schematically shown as compressed airflow 282B) flows into inner flow passage 290. In an embodiment, compressed airflow 282A in outer flow passage 288 enters combustion chamber 267 through openings 256A (e.g., orifices, slots, or impellers) in dome structure 256 and outer bushing 252. Compressed airflow 282B in inner flow passage 290 enters combustion chamber 267 through openings (e.g., orifices, slots, or impellers) in dome structure 256 and inner bushing 254 to generate vortices 295 with compressed airflow 282A and mix with fuel 275. Furthermore, compressed airflow 282A in the outer flow passage 288 enters the combustion chamber 267 through openings (e.g., holes, slots, or impellers) in the dome structure 256 and the outer bushing 252. Compressed airflow 282B in the inner flow passage 290 enters the combustion chamber 267 through openings (e.g., holes, slots, or impellers) in the dome structure 256 and the inner bushing 254 to generate vortices 295 and 297 together with the compressed airflow 282A and to mix with fuel 275. In embodiments, as will be explained in further detail in the following paragraphs, the holes, slots, and / or impellers in the dome structure 256, the outer bushing 252, and / or the inner bushing 254 may be configured to direct the flow direction of compressed airflow 282A and the flow direction of compressed airflow 282B in order to generate vortices 295 and / or vortices 297.

[0094] Figure 3A This illustrates an arrangement according to an embodiment of the present disclosure, including a dome structure 256 ( Figure 2 ), outer bushing 252 ( Figure 2 ) and / or inner liner 254 ( Figure 2 A schematic diagram of the dimensions of the actuator bore 300 within the bushing 269. The upstream pressure P above the compressed airflow 282A. up Introduced through the actuator port 300 in the bushing 269, which includes the dome structure 256, the outer bushing 252, and / or the inner bushing 254, to form pressure P jet The jet of airflow below, at a downstream pressure P down It enters the combustion chamber 267. (As shown) Figure 3A As shown, the driver hole 300 has a thickness or length l1 and a diameter D.

[0095] Figure 3B This illustrates a configuration according to another embodiment of the present disclosure, including a dome structure 256 ( Figure 2 ), outer bushing 252 (Figure 2 ) and driver hole 302 within liner 269 of inner liner 254 Figure 2 ) at upstream pressure P up is introduced through driver hole 302 in liner 269 including dome structure 256, outer liner 252, and / or inner liner 254 to form a jet of air flow at pressure P jet downstream at pressure P down into combustion chamber 267. As shown in Figure 3B , driver hole 302 has a thickness or length l2 and a diameter D. As shown in Figure 3A and Figure 3B , length l2 of driver hole 302 is greater than length l1 of driver hole 300. Driver hole 302 and driver hole 300 have approximately the same diameter D.

[0096] Conventional liners have a length to diameter (L / D) ratio that is relatively small, e.g., less than 0.5. However, in a driver hole having a relatively small length to diameter (L / D) ratio, e.g., driver hole 300, air flow separation F occurs, as indicated by the converging profile line indicating flow separation from the sidewall of the driver hole, resulting in a reduction in effective area and potential injection of hot gases, as shown in Figure 3A . By increasing the length (thickness) of the driver hole, thereby increasing the length to diameter (L / D) ratio, the air flow within the hole reattaches and more air pressure (P jet ) is recovered at the exit of driver hole 302, Figure 3B as shown in Figure 3A , with a relatively small L / D ratio, a contraction vein (waist of the narrowest portion of the air flow) occurs within combustion chamber 267, resulting in a reduction in effective area and potential injection of hot gases. On the other hand, as shown in Figure 3B , with a relatively large L / D ratio, a contraction vein (waist of the narrowest portion of the air flow) occurs within the driver hole, resulting in a more uniform air flow at the exit of the driver jet, thereby improving the discharge coefficient, as shown in Figure 3B .

[0097] Figure 3C is a schematic diagram showing the dimensions of driver hole 304 disposed within liner 269 including dome structure 256 Figure 2 , outer liner 252 Figure 2 , and inner liner 254 Figure 2 , according to embodiments of the present disclosure. As shown in Figure 3C , driver hole 304 has a thickness or length L TAnd diameter D. In an embodiment, the driver hole 304 may include an inlet ramp 304A or an inlet curvature 304B having a radius R. The inlet ramp 304A extends from a depth c or depth L of the wall 306 of the driver hole 304. c An angle θ is formed relative to wall 306. Depth c and depth L c The sum equals the length L T The inlet curvature 304B can also be obtained from the depth L of the wall 306 of the driver hole 304. c An arc with radius R is formed. The inlet ramp 304A and / or inlet curvature 304B can improve pressure recovery. However, the deeper the inlet ramp 304A or the larger the radius R of the inlet curvature 304B, the greater the depth L. c The smaller the ratio to the diameter d, the lower the emission coefficient Cd of the air jet. Therefore, the emission coefficient Cd of the air jet may be sensitive to manufacturing tolerances. d The variation in flow rate can be increased by increasing the flow rate variation from driver orifice to driver orifice. Increasing the length (thickness) of the driver orifice and thus increasing the length-to-diameter ratio L / D improves the discharge coefficient, resulting in a more consistent flow rate.

[0098] Figure 4A The emission coefficient and inlet curvature 304B according to embodiments of this disclosure Figure 3C The radius of curvature R of the driver hole 304 is greater than that of the driver hole 304. Figure 3C A graph showing the ratio (R / D) of the diameter D of the inlet curvature 304B to the diameter D of the driver orifice 304. The x-axis represents the ratio (R / D) of the radius of curvature R of the inlet curvature 304B to the diameter D of the driver orifice 304. The y-axis represents the emission coefficient C. d .like Figure 4A As shown, the emission factor C d It increases at a lower R / D ratio, and then gradually decreases to a roughly constant level at a relatively large r / d ratio.

[0099] Figure 4B The distance L between the emission coefficient and the inlet curvature 304B according to an embodiment of this disclosure. c The ratio of the diameter D of the driver hole 304 to (L) c The graph of / D). The x-axis represents the distance L at the entrance curvature of 304B. c The ratio of the diameter D of the driver hole 304 to (L) c / D). The y-axis represents the emission factor C. d .like Figure 4B As shown, the emission factor C d At lower L c Increase at a / D ratio, then at a relatively large L c The / D ratio decreases at a constant rate. At box 404, the actuator orifice 304 has a higher emission coefficient C. dnearby with a relatively small L c / D ratio. However, at block 406, the conventional driver hole operates at a smaller L c / D ratio and a smaller discharge coefficient C d . At block 408, the driver hole 304 operates at a larger L c / D with a higher and more stable C d . This means that the effective area of the driver hole 304 is less sensitive to manufacturing tolerances of the hole diameter and length. The longer L c / D also makes the exit angle of the driver hole 304 less sensitive to changes in the passage cross-flow on the inlet side of the driver hole 304. With less variation in C d due to manufacturing, and less variation in exit angle due to cross-flow, both of these mean that the flow from one hole to another is more consistent, reducing rich or lean streaks downstream of the driver hole, reducing pattern factor and thermal NO x .

[0100] Figure 4C is a plot of discharge coefficient versus the ratio of the distance c of the inlet ramp 304A Figure 3C to the diameter D of the driver hole 304 (c / D) according to embodiments of the disclosure. The x-axis represents the ratio of the distance c of the inlet ramp 304A to the diameter D of the driver hole 304 (c / D). The y-axis represents the discharge coefficient C d . As shown in Figure 4C , the discharge coefficient C d increases at lower c / D ratios, and then gradually decreases to a constant level at relatively larger c / D ratios. However, it is notable that increasing the angle Θ of the inlet ramp 304A decreases the discharge coefficient C d , while decreasing the angle Θ of the inlet ramp 304A increases the discharge coefficient C d . At block 400, the conventional driver hole operates at a relatively wide range of c / D ratios with a constant discharge coefficient. Alternatively, at block 402, the driver hole 304 can have a larger L / D, allowing for smaller hole sizes, allowing operation at a moderate c / D ratio with a constant discharge coefficient C d and c / D, where the discharge coefficient of the driver hole 304 is less sensitive to variations in ramp depth due to manufacturing tolerances. With less variation in C d due to manufacturing, this means that the flow from one hole to another is more consistent, resulting in more rich or lean streaks at the combustor outlet, which helps to reduce pattern factor and thermal NO x .

[0101] Figure 5This is a schematic cross-sectional view of a bushing 269 defining a combustion chamber 267 according to an embodiment of the present disclosure. The bushing 269 includes a first segment 502 and a second segment 504. The first segment 502 is connected to an outer bushing 252, and the second segment 504 is connected to an inner bushing 254. Although Figure 5 Two segments are depicted, but one or more segments may also be used. Typically, multiple segments can be spatially distributed across the entire surface of bushing 269. The first segment 502 and the second segment 504 are configured to increase the thickness of bushing 269 at the locations of drive holes 502A and 504A, respectively, to improve the emission coefficient C. d And it also makes the emission factor C d To reach a more stable region, for example, as in Figure 4B Box 404 and Figure 4C As shown in box 402, this is to reduce flow variation from driver orifice to driver orifice. Bushing 269 (e.g., outer bushing 252 and / or inner bushing 254, Figure 2 The increase in thickness at the locations of actuator orifices 502A and 504A (as shown) includes an increase in the length of actuator orifices 502A and 504A, and therefore an overall increase in the length-to-diameter (L / D) ratio of actuator orifices 502A and 504A. The term "actuator orifice" is used herein to refer to one or more actuator orifices. For example, the first segment 502 may include one or more actuator orifices 502A, and the second segment 504 may include one or more actuator orifices 504A. Emission factor C d The increase can reduce the total pressure difference ΔP and / or increase the outlet pressure of the airflow jet. Increasing the length-to-diameter ratio (L / D) of the driver orifices 502A and 504A compared to those with a conventional L / D ratio also ensures that the velocity of the airflow jets exiting the driver orifices 502A and 504A within the combustion chamber 267 is at an increased angle (e.g., between 30° and 150°) relative to the surfaces of the bushings 269 (e.g., the surfaces of the outer bushing 252 and / or the inner bushing 254) to drive the vortex 506 and / or vortex 508, regardless of the upstream crossflow (e.g., Figure 2 The compressed airflows 282A and 282B shown are as follows. In conventional burner bushings, the length-to-diameter (L / D) ratio of the actuator orifice is relatively smaller than the L / D ratio of actuator orifices 502A and 504A. In conventional burner bushings, the upstream crossflow adds a significant component velocity parallel to the upstream crossflow. As a result, the airflow jet is inclined tangentially to bushing 269 to generate less efficient vortices 506 and / or vortices 508.

[0102] Figure 6A This is a partial schematic cross-sectional view showing details of a second segment 504 and one or more driver holes 504A according to an embodiment of the present disclosure.Figure 6A As shown in FIG. 5, the second section 504 includes a geometric ramp 600 coupled to the liner 269. An upstream crossflow 602 flows substantially tangentially to the liner 269 and is represented by the arrow. The upstream crossflow 602 has a pressure P up . A gas flow portion 604 of the upstream crossflow 602 passes through a driver hole 504A disposed within the geometric ramp 600 of the second section 504. The driver hole 504A traverses the entire thickness of the geometric ramp 600. The gas flow portion 604 is directed by the driver hole 504A to create a gas flow jet 606 within the combustion chamber 267 Figure 5 As shown in FIG. 5, the second section 504 includes a geometric ramp 600 coupled to the liner 269. An upstream crossflow 602 flows substantially tangentially to the liner 269 and is represented by the arrow. The upstream crossflow 602 has a pressure P down . A gas flow portion 604 of the upstream crossflow 602 passes through a driver hole 504A disposed within the geometric ramp 600 of the second section 504. The driver hole 504A traverses the entire thickness of the geometric ramp 600. The gas flow portion 604 is directed by the driver hole 504A to create a gas flow jet 606 within the combustion chamber 267 Figure 5 As shown in FIG. 5, the second section 504 includes a geometric ramp 600 coupled to the liner 269. An upstream crossflow 602 flows substantially tangentially to the liner 269 and is represented by the arrow. The upstream crossflow 602 has a pressure P jet . A gas flow portion 604 of the upstream crossflow 602 passes through a driver hole 504A disposed within the geometric ramp 600 of the second section 504. The driver hole 504A traverses the entire thickness of the geometric ramp 600. The gas flow portion 604 is directed by the driver hole 504A to create a gas flow jet 606 within the combustion chamber 267

[0103]

[0104] Jet Penetration ∝ FCN(d, 2ΔP, θ jet ) (2)

[0105] As shown in expression (1), FCN is a function that depends on the diameter D of the driver hole 504A, the pressure P jet and the square of the velocity u jet 2 , and the angle θ jet that the gas flow jet makes with respect to the relatively flat interior surface 600A of the geometric ramp 600 of the second section 504. As shown in expression (2), FCN is a function that depends on the diameter D of the driver hole 504A, the angle θ jet that the gas flow jet makes with respect to the flat interior surface 600A of the geometric ramp 600 of the second section 504, and twice the pressure difference (2ΔP). ΔP represents the pressure difference or differential. U ∞ represents the free stream crossflow velocity on the downstream side of the liner 269.

[0106] Generally, an increase in the length-to-diameter (L / D) ratio of the driver hole 504A reduces the driver jet angle θ jet to the backside velocity u jetsensitivity. In embodiments, to limit the backside velocity kick, a driver hole with an L / D ratio greater than or equal to 1 can be preferred. This provides improved stability and increased jet angle Θ jet The resulting jet penetration is increased, crossing more than half the radial span of the combustor, supporting closure of the vortex on the downstream side by limiting the amount of flow that escapes the vortex region without recirculating. Thus, the overall stability of the vortex is improved.

[0107] In embodiments, as shown in Figure 6A , the geometric ramp 600 has a trapezoidal shape. In embodiments, the geometric ramp 600 has a groove 600B for coupling with the liner 269. As shown in Figure 6A , the geometric ramp 600 has an opposing flat interior surface 600A facing the combustion chamber 267( Figure 5 ), and has a protrusion or ledge 600C opposite the opposing flat interior surface 600A. The protrusion or ledge 600C provides the ability to increase the thickness or length of the driver hole 504A disposed within the geometric ramp 600.

[0108] Figure 6B is a partial schematic cross-sectional view showing details of the second segment 504 and one or more driver holes 504A according to another embodiment of the present disclosure. As shown in Figure 6B , the second segment 504 includes a geometric ramp 601 coupled to the liner 269. Similar to the embodiment shown in Figure 6A , an upstream crossflow 602 flows substantially tangentially to the liner 269 and is represented by the arrow. The upstream crossflow 602 has a pressure P up . A gas flow portion 604 of the upstream crossflow 602 passes through the driver hole 504A in the geometric ramp 601 of the second segment 504. The gas flow portion 604 is directed by the driver hole 504A to create a gas flow jet 606 within the combustion chamber 267( Figure 5 ). The combustion chamber 267 is at a pressure P down . The gas flow jet 606 forms an angle Θ jet relative to an interior surface 601A of the geometric ramp 601 of the second segment 504 facing the combustion chamber 267( Figure 5 ). The gas flow jet 606 enters the combustion chamber 267 under a pressure P jet .

[0109] In embodiments, as shown in Figure 6B , the geometric ramp 601 has a diamond shape. In embodiments, the geometric ramp 601 has a groove and / or an edge 601B for coupling with the liner 269. As shown in Figure 6B , the geometric ramp 601 has an opposing flat interior surface 601A facing the combustion chamber 267( Figure 6AIn contrast to geometric ramp 600, geometric ramp 601 has a face towards combustion chamber 267 ( Figure 5 The inner surface 601A (shown in the diagram) has a curved shape and also has a protrusion or bulge 601C opposite to the inner surface 601A. The inner surface 601A, together with the protrusion or bulge 601C, further increases the thickness or length of the driver hole 504A disposed within the geometric ramp 601.

[0110] Geometric ramps (e.g., geometric ramp 600 or geometric ramp 601) can be added to bushing 269 to provide cooling and free-flow airflow to bushing 269, aligning it with the airflow jet angle to further enhance vortex stability. Geometric ramps 600 and 601 can be flush with the downstream side of bushing 269 while still having an inner surface 601A that curves on the upstream side to increase the L / D of the driver orifice. Figure 6B As shown, the curved inner surface 601A on the upstream side can help deflect the bushing cooling flow and near-wall combustion gases upward in a direction more parallel to the airflow jet 606 (driver jet), further contributing to increased penetration of the airflow jet 606 (driver jet) and the generation of appropriate vortices. The ramp configuration may be driven by various requirements, such as the burner pitch angle, adjacent bushing shapes, durability requirements, etc.

[0111] Figure 7A and Figure 7B This is a partial schematic cross-sectional view showing details of a first segment 502 and one or more driver holes 502A according to an embodiment of the present disclosure. Figure 7A and Figure 7B The stereoscopic diagrams shown are presented from different stereoscopic angles. For example... Figure 7A and Figure 7B As shown, the first segment 502 includes a geometric ramp 700 coupled to the bushing 269. The geometric ramp 700 includes a fuel conduit 702 for allowing fuel to flow into the combustion chamber 267. Figure 5 (As shown in the diagram). A fuel conduit 702 is disposed within the body 700A (air-fuel block) of the geometric ramp 700. The fuel conduit 702 is shown as having a rectangular shape. However, the fuel conduit 702 can have any desired shape (circular, elliptical, polygonal, etc.). The fuel conduit 702 is configured to communicate with the combustion chamber 267 via a fuel channel 702A to generate a fuel jet, which exits through a nozzle 702B of the fuel channel 702A. The fuel jet exiting through the nozzle 702B mixes with the airflow vortex 701. The geometric ramp 700 includes one or more first actuator holes 704 and corresponding actuator holes 502A (…). Figure 5One or more second actuator holes 706 (as shown in the diagram). One or more first actuator holes 704 communicate with an airflow path 704A disposed within the body 700A of the geometric ramp 700 to guide a first airflow jet 704B into the combustion chamber 267. One or more second actuator holes 706 traverse the entire thickness of a portion 706A of the body 700A of the geometric ramp 700 to guide the airflow jet 706B into the combustion chamber 267 (as shown in the diagram). Figure 5 (as shown in the image).

[0112] The geometric ramp 700 also includes a link section 708A ( Figure 7B (As shown more clearly in the image) A shroud 708 is connected to the body 700A of the geometric ramp 700. A connecting rod portion 708A extends from the shroud 708 to the body 700A of the geometric ramp 700. The shroud 708 is spaced apart from the body 700A by the connecting rod portion 708A to define an airflow channel 708B. The shroud 708 is slightly curved to form an upstream curved portion 708C. The upstream curved portion 708C is spaced apart from the body 700A of the geometric ramp 700 and follows the contour of the body 700A of the geometric ramp 700 to define an inlet 708D. The shroud 708 is configured to guide airflow with pressure P. up A portion of the upstream crossflow 710 passes through the airflow channel 708B. A portion of the upstream crossflow 710 is captured by the upstream curved section 708C, enters through the inlet 708D, and is guided through the airflow channel 708B.

[0113] The cover 708 is also slightly curved to form a downstream curved portion 708E. The downstream curved portion 708E is spaced apart from the body 700A of the geometric ramp 700 and follows the contour of the body 700A of the geometric ramp 700 at the interface between the geometric ramp 700 and the bushing 269 to define the outlet 708F. A portion of the upstream crossflow 710 that enters through the inlet 708D and is guided through the airflow channel 708B is split into a first airflow portion and a second airflow portion. The first airflow portion enters through one or more second actuator holes 706 and is converted into an airflow jet 706B (actuator jet). The second airflow portion exits the airflow channel 708B through the outlet 708F. The ratio of the first airflow portion converted into the airflow jet 706B to the second airflow portion exiting through the outlet 708F can be selected to provide an airflow jet 706B that is conducive to driving the vortex 701, thereby increasing the stability of the vortex 701.

[0114] Figure 8A and Figure 8B This is a partial schematic cross-sectional view showing details of a second segment 504 and one or more driver holes 504A according to another embodiment of the present disclosure. Figure 8A and Figure 8B The views shown are presented from different perspectives. For example...Figure 8A and Figure 8B As shown, the second segment 504 includes a geometric ramp 800 coupled to the bushing 269. The geometric ramp 800 includes corresponding to one or more drive holes 504A. Figure 5 One or more actuator holes 804 (as shown in the diagram). One or more actuator holes 804 traverse the entire thickness of a portion 800A of the body 800B of the geometric ramp 800 to guide the airflow jet 806 into the combustion chamber 267 (as shown in the diagram). Figure 5 As shown in the diagram, the body 800B of the geometric ramp 800 is shown having a trapezoidal cross-sectional shape, and one or more actuator holes 804 are disposed in the thicker portion of the trapezoidal cross-sectional shape. However, the body 800B of the geometric ramp 800 can have any shape, including rounded shapes or other polygonal shapes. In an embodiment, the body 800B of the geometric ramp 800 is provided with a groove 800C, which is arranged for engagement with the bushing 269.

[0115] The geometric ramp 800 also includes one or more spoon portions 808. For example, in an embodiment, such as Figure 8A and Figure 8B As shown, the geometric ramp 800 includes a plurality of scoops 808. Each of the one or more scoops 808 is configured to communicate with one or more actuator holes 804. The one or more scoops are located in proximity to each of the one or more actuator holes 804. Thus, one of the one or more scoops 808 is associated with an actuator hole in one or more actuator holes 804. The one or more scoops 808 extend from the body 800B of the geometric ramp 800 at the location of the one or more actuator holes 804. In an embodiment, the one or more scoops 808 are configured to intercept a first portion of an upstream crossflow 810 to guide the first portion through the one or more actuator holes 804, thereby generating an airflow jet 806. The airflow jet 806 may be a plurality of spaced-apart airflow jets (actuator jets) generated using the plurality of actuator holes 804. Each of the plurality of airflow jets 806 is generated by a corresponding actuator hole in the plurality of actuator holes 804. A second portion of the upstream crossflow 810 is not intercepted by the one or more scoops 808, but passes between or over the one or more scoops 808. In one embodiment, one or more spoons 808 are configured to convert more pressure than static pressure in the total pressure of the upstream crossflow 810 to increase the pressure supply to one or more airflow jets 806, thereby increasing the momentum of one or more airflow jets 806. This increased momentum of the one or more airflow jets 806 provides a driving vortex ( Figure 8A and Figure 8B The ability (not shown in the image) to simultaneously increase the penetration of one or more air jets 806 to close the vortex, thereby increasing vortex stability.

[0116] Figure 8C and Figure 8D is a partial schematic cross-sectional view showing details of the second segment 504 and one or more driver holes according to another embodiment of the present disclosure. Figure 8C and Figure 8D The views shown in Figure 8C and Figure 8D are similar in many respects to the embodiment shown in Figure 8A and Figure 8B . Accordingly, the description of similar features will not be repeated and the same reference numerals are used herein to refer to similar features. Figure 8A and Figure 8B The main difference between the embodiment shown in Figure 8C and Figure 8D is that instead of providing multiple scoops 808( Figure 8A and Figure 8B ), a single scoop 818 is used that forms a single ridge that extends 360° around the circumference of the inner liner 254( Figure 2 ). The one or more driver holes 804 (corresponding to driver holes 504A) end proximate the single scoop 818. In this embodiment, the single scoop 818 is not confined to each of the one or more driver holes 804. Rather, the single scoop 818 is associated with all of the one or more driver holes 804. In embodiments, the single scoop 818 is configured to intercept a first portion of the upstream crossflow 810 to direct the first portion of the upstream crossflow 810 through the one or more driver holes 804 to produce the airflow jet 806. The airflow jet 806 can be multiple spaced apart airflow jets produced using multiple driver holes 804. A second portion of the upstream crossflow 810 is not intercepted by the single scoop 818 but passes over the single scoop 818. One benefit of providing a single scoop 818 instead of multiple scoops 808 can be to facilitate manufacturing. However, this can come at the expense of reduced control over the airflow jet 806.

[0117] Figure 9A is a partial schematic cross-sectional view showing details of coupling the second segment 504 having one or more driver holes to the liner 269 according to an embodiment of the present disclosure. As shown in Figure 5 , the second segment 504 includes a geometric ramp 900 coupled to the liner 269. The geometric ramp 900 includes one or more driver holes 504A( Figure 9Aone or more driver holes 904 (shown in FIG. 9B). The one or more driver holes 904 traverse the entire thickness of a portion 900A of the body 900B of the geometric ramp 900. The body 900B of the geometric ramp 900 is shown as having a trapezoidal cross-sectional shape. However, the body 900B of the geometric ramp 900 can have any shape, including a rounded shape or other polygonal shape. As shown in FIG. 9B, the body 900B of the geometric ramp 900 is provided with a recess 900C disposed at opposite ends of the body 900B and configured for coupling the body 900B with the bushing 269. In embodiments, the body 900B of the geometric ramp 900 is further welded or brazed to the bushing 269 at the recess 900C (e.g., as shown in FIG. 9B). Figure 2 As shown in FIG. 9B, the body 900B of the geometric ramp 900 is provided with a recess 900C disposed at opposite ends of the body 900B and configured for coupling the body 900B with the bushing 269. In embodiments, the body 900B of the geometric ramp 900 is further welded or brazed to the bushing 269 at the recess 900C (e.g., as shown in FIG. 9B). Figure 9B As shown in FIG. 9B, the body 900B of the geometric ramp 900 is provided with a recess 900C disposed at opposite ends of the body 900B and configured for coupling the body 900B with the bushing 269. In embodiments, the body 900B of the geometric ramp 900 is further welded or brazed to the bushing 269 at the recess 900C (e.g., as shown in FIG. 9B).

[0118] Figure 9B is a partial schematic cross-sectional view showing details of coupling a second segment 504 having one or more driver holes to a bushing 269 according to another embodiment of the present disclosure. Figure 9A the embodiment shown in FIG. 9B is similar in many respects to the embodiment shown in FIG. 8B. Figure 9B the embodiment shown in FIG. 9B is similar in many respects to the embodiment shown in FIG. 8B. Figure 2 In the embodiment shown in FIG. 9B, instead of or in addition to brazing or welding at the recess 900C, fasteners 909 (e.g., pins) can be used to attach or mount the body 900B of the geometric ramp 900 to the bushing 269 at the interface of the bushing 269 and the recess 900C (e.g., as shown in FIG. 9B). Figure 9C As shown in FIG. 9B, the body 900B of the geometric ramp 900 is provided with a recess 900C disposed at opposite ends of the body 900B and configured for coupling the body 900B with the bushing 269. In embodiments, the body 900B of the geometric ramp 900 is further welded or brazed to the bushing 269 at the recess 900C (e.g., as shown in FIG. 9B).

[0119] Figure 9B is a top view of a second segment 504 coupled to a bushing 269 using fasteners 909 according to an embodiment of the present disclosure. Figure 9C As shown in FIG. 9B, the body 900B of the geometric ramp 900 is provided with a recess 900C disposed at opposite ends of the body 900B and configured for coupling the body 900B with the bushing 269. In embodiments, the body 900B of the geometric ramp 900 is further welded or brazed to the bushing 269 at the recess 900C (e.g., as shown in FIG. 9B). Figure 9D As shown in FIG. 9B, the body 900B of the geometric ramp 900 is provided with a recess 900C disposed at opposite ends of the body 900B and configured for coupling the body 900B with the bushing 269. In embodiments, the body 900B of the geometric ramp 900 is further welded or brazed to the bushing 269 at the recess 900C (e.g., as shown in FIG. 9B).

[0120] Figure 9D is a partial schematic cross-sectional view showing details of coupling a second segment 504 having one or more driver holes to a bushing 269 according to another embodiment of the present disclosure. Figure 9A the embodiment shown in FIG. 9B is similar in many respects to the embodiment shown in FIG. 8B. Figure 9B and Figure 9D the embodiment shown in FIG. 9B is similar in many respects to the embodiment shown in FIG. 8B. Figure 9D In the embodiment shown in FIG. 9B, the body 900B of the geometric ramp 900 includes a plurality of flanges 900D. In embodiments, as shown in FIG. 9B, the plurality of flanges 900D are disposed at opposite ends of the body 900B of the geometric ramp 900. Figure 2As shown in FIG. 9D, the plurality of flanges 900D are disposed at an angle of about 90° relative to the body of the geometric ramp 900. The plurality of flanges 900D of the body 900B of the geometric ramp 900 are coupled to the plurality of arm extensions 910 of the liner 269. The plurality of arm extensions 910 are disposed at an angle of about ninety degrees relative to the liner 269 to match the angle of the flanges 900D. A plurality of fasteners 912 (e.g., bolted screws or pins, etc.) can be used to attach the plurality of flanges 900D of the body 900B of the geometric ramp 900 to the plurality of arm extensions 910 of the liner 269 (e.g., inner liner 254, Figure 10A As shown in FIG. 9D, the plurality of flanges 900D are disposed at an angle of about 90° relative to the body of the geometric ramp 900. The plurality of flanges 900D of the body 900B of the geometric ramp 900 are coupled to the plurality of arm extensions 910 of the liner 269. The plurality of arm extensions 910 are disposed at an angle of about ninety degrees relative to the liner 269 to match the angle of the flanges 900D. A plurality of fasteners 912 (e.g., bolted screws or pins, etc.) can be used to attach the plurality of flanges 900D of the body 900B of the geometric ramp 900 to the plurality of arm extensions 910 of the liner 269 (e.g., inner liner 254,

[0121] Figure 5 is a partial schematic cross-sectional view of a second segment 504 having one or more driver holes that is integrally formed with the liner 269 according to an embodiment of the present disclosure. In embodiments, the second segment 504 includes a geometric ramp 900 that is coupled to the liner 269. The geometric ramp 900 includes one or more driver holes 904 that correspond to one or more driver holes 504A Figure 10B As shown in FIG. 9D, the plurality of flanges 900D are disposed at an angle of about 90° relative to the body of the geometric ramp 900. The plurality of flanges 900D of the body 900B of the geometric ramp 900 are coupled to the plurality of arm extensions 910 of the liner 269. The plurality of arm extensions 910 are disposed at an angle of about ninety degrees relative to the liner 269 to match the angle of the flanges 900D. A plurality of fasteners 912 (e.g., bolted screws or pins, etc.) can be used to attach the plurality of flanges 900D of the body 900B of the geometric ramp 900 to the plurality of arm extensions 910 of the liner 269 (e.g., inner liner 254,

[0122] Figure 10B is a partial schematic cross-sectional view of a second segment 504 having one or more driver holes that is integrally formed with the liner 269 according to another embodiment of the present disclosure. In this embodiment, the body 900B of the geometric ramp 900 is also integrally formed from the same material as the liner 269. In this embodiment, as Figure 2 As shown in FIG. 9D, the plurality of flanges 900D are disposed at an angle of about 90° relative to the body of the geometric ramp 900. The plurality of flanges 900D of the body 900B of the geometric ramp 900 are coupled to the plurality of arm extensions 910 of the liner 269. The plurality of arm extensions 910 are disposed at an angle of about ninety degrees relative to the liner 269 to match the angle of the flanges 900D. A plurality of fasteners 912 (e.g., bolted screws or pins, etc.) can be used to attach the plurality of flanges 900D of the body 900B of the geometric ramp 900 to the plurality of arm extensions 910 of the liner 269 (e.g., inner liner 254, Figure 11 As shown in FIG. 9D, the plurality of flanges 900D are disposed at an angle of about 90° relative to the body of the geometric ramp 900. The plurality of flanges 900D of the body 900B of the geometric ramp 900 are coupled to the plurality of arm extensions 910 of the liner 269. The plurality of arm extensions 910 are disposed at an angle of about ninety degrees relative to the liner 269 to match the angle of the flanges 900D. A plurality of fasteners 912 (e.g., bolted screws or pins, etc.) can be used to attach the plurality of flanges 900D of the body 900B of the geometric ramp 900 to the plurality of arm extensions 910 of the liner 269 (e.g., inner liner 254,

[0123] Figure 5 is a schematic cross-sectional view of a liner 269 of a combustor 206 including a first segment 502 and a second segment 504 according to an embodiment of the present disclosure. This embodiment is similar in many respects to the embodiment shown in FIG. 9A Figure 5 In this embodiment, the first segment 502 has driver vanes 1002 instead of driver holes 502A Figure 5The second segment 504 has driver vanes 1004 instead of driver holes 504A (shown in FIG. 10B). The driver vanes 1002 and the driver vanes 1004 will be described in detail in the following paragraphs. Figure 12

[0124] Figure 12 is a partial schematic cross-sectional view of a portion of the first segment 502 having one or more driver vanes 1002 according to embodiments of the present disclosure. In this embodiment, the first segment 502 includes a geometric ramp 1202. The geometric ramp 1202 includes a body 1202B having one or more driver vanes 1002. In this embodiment, the body 1202B of the geometric ramp 1202 is shown as having a single driver vane 1002. Figure 12 In the embodiment shown in FIG. 12A, the body 1202B of the geometric ramp 1202 is shown as having a plurality of driver vanes 1002. The plurality of driver vanes 1002 are similar in some respects to the driver holes described in the above paragraphs. In comparison to one or more driver holes, the one or more driver vanes 1002 provide the additional benefit of filling more openings in a small area, allowing more airflow to penetrate through the openings of the one or more driver vanes 1002 and more evenly spread the airflow to create a nearly continuous sheet of airflow. The nearly continuous sheet of airflow drives the formation and stability of a vortex (or multiple vortices) within the combustion chamber 267. As shown in FIG. 12B, the plurality of driver vanes 1002 are distributed circumferentially within the body 1202B of the geometric ramp 1202 around the liner 269. As shown in FIG. 12C, the plurality of driver vanes 1002 define a plurality of openings 1202C between the plurality of driver vanes 1002. The plurality of openings 1202C have a central axis 1204 that forms an angle a with respect to a local tangent 1205 of a surface of the liner 269. The term “local tangent” is used to denote a tangent taken at the location of an opening in the plurality of openings 1202C. In embodiments, the angle a can vary from 30° to 150°. The angle a can vary between a rearward direction and a forward direction. Figure 12 Figure 13

[0125] Figure 13 is a partial schematic cross-sectional view of a portion of the second segment 504 having one or more driver vanes 1004 according to embodiments of the present disclosure. In this embodiment, the second segment 504 includes a geometric ramp 1302. The geometric ramp 1302 includes a body 1302B having one or more driver vanes 1002. In this embodiment, the body 1302B of the geometric ramp 1302 is shown as having a single driver vane 1004. Figure 12 In the embodiment shown in FIG. 13A, the body 1302B of the geometric ramp 1302 is shown as having a plurality of driver vanes 1004. The plurality of driver vanes 1004 are similar in some respects to the driver holes described in the above paragraphs. In comparison to one or more driver holes, the plurality of driver vanes 1004 are similar to the one or more driver vanes 1002 in that they provide the additional benefit of filling more openings in a small area, allowing more airflow to penetrate through the openings of the plurality of driver vanes 1004 and more evenly spread the airflow to create a nearly continuous sheet of airflow. The nearly continuous sheet of airflow drives the formation and stability of a vortex (or multiple vortices) within the combustion chamber 267. Figure 13 ​​​One or more drive vanes 1004 provide the additional benefit of compressing more openings in a small area, thereby allowing more airflow to penetrate through the openings between the one or more drive vanes 1004 and generating near-continuous airflow vanes to distribute the airflow more evenly, thereby driving the formation and stability of vortices (or multiple vortices) within the combustion chamber 267. Figure 13 As shown, multiple drive blades 1004 are circumferentially distributed around bushing 269 within the body 1302B of geometric ramp 1202. Figure 14 As shown, a plurality of drive blades 1004 define a plurality of openings 1302C between the plurality of drive blades 1004. The plurality of openings 1302C have a central axis 1304 that forms an angle φ with respect to a local tangent 1305 on the surface of the bushing 269. The term "local tangent" is used to refer to a tangent taken at an opening location among the plurality of openings 1302C. In an embodiment, the angle φ can vary from 30° to 150°. The angle φ can be swept to vary between a rearward and a forward direction.

[0126] Figure 11 According to embodiments of this disclosure Figure 12 The diagram shows a partial schematic cross-sectional view of the first segment 502 of the geometric ramp, taken by line 14-14. As discussed in the preceding paragraphs, the body 1202B of the geometric ramp 1202 has one or more drive blades 1002. For example, as... Figure 14 and Figure 12 As shown, the body 1202B of the geometric ramp 1202 has a plurality of drive blades 1002. The plurality of drive blades 1002 surround a bushing 269 within the body 1202B of the geometric ramp 1202. Figure 14 Circumferential distribution. Multiple drive blades 1002 define multiple openings 1202C between the multiple drive blades 1002. (e.g.) Figure 2 As shown, multiple drive blades 1002 have relative to the burner 206 ( Figure 2 The radial line 1405 (as shown in the diagram) forms the first angle β. L The first transverse axis 1404A and relative to the burner 206 ( Figure 15 The radial line 1405 (as shown in the diagram) forms the second angle β. T The second lateral axis 1404B. The plurality of drive blades 1002 have two lateral axes (first lateral axis 1404A and second lateral axis 1404B) because the plurality of drive blades 1002 are curved relative to the radial line 1405. Consequently, the plurality of openings 1202C also resemble the curvature of the plurality of drive blades 1002. In the embodiment, angle β... L and β TThe angle can vary from -60° to +60°. Multiple drive blades 1002 can have different leading edge angles β. L To the exit angle β T To improve inlet feed in crossflow. Multiple drive blades 1002 can be radially swept at different blade angles β. L and / or β T .

[0127] Figure 11 According to embodiments of this disclosure Figure 13 The diagram shows a partial schematic cross-sectional view of the geometric ramp 504, taken by line 15-15. As discussed in the preceding paragraphs, the body 1302B of the geometric ramp 1302 has one or more drive blades 1004. For example, as... Figure 15 and Figure 15 As shown, the body 1302B of the geometric ramp 1302 has a plurality of drive blades 1004. The plurality of drive blades 1004 are circumferentially distributed around the bushing 269 within the body 1302B of the geometric ramp 1302. The plurality of drive blades 1004 define a plurality of openings 1302C between the plurality of drive blades 1004. Figure 2 As shown, multiple drive blades 1004 have relative to the burner 206 ( Figure 2 The radial line 1505 (as shown in the diagram) forms the first angle ψ. L The first transverse axis 1504A and relative to the burner 206 ( Figure 16 The radial line 1505 (as shown in the diagram) forms the second angle ψ. T The second lateral axis 1504B. The plurality of drive blades 1004 have two lateral axes (first lateral axis 1504A and second lateral axis 1504B) because the plurality of drive blades 1004 are curved relative to the radial line 1505. Consequently, the plurality of openings 1302C also resemble the curvature of the plurality of drive blades 1004. In the embodiment, the angle ψ L and ψ T It can vary from -60° to +60°. Multiple drive blades 1004 can have different leading edge angles ψ. L Angle ψ at the exit T To improve inlet feed in crossflow. Multiple drive blades 1004 can be radially swept to have different blade angles ψ. L and / or ψ T .

[0128] Figure 16is a partial schematic cross-sectional close-up view of a portion of a first segment 502 having one or more driver holes according to embodiments of the present disclosure. In this embodiment, the first segment 502 includes a geometric ramp 1602. The geometric ramp 1602 includes a body 1602B having one or more driver holes 1602A. In Figure 16 In the embodiment shown in FIG. 16, the body 1602B of the geometric ramp 1602 is shown having a plurality of driver holes 1602A. The plurality of driver holes 1602A are similar in some respects to the driver holes described in the paragraphs above. The plurality of driver holes 1602A can have the same or different diameters. By providing a plurality of driver holes 1602A having different diameters (e.g., smaller and larger diameters), the dynamics of the airflow jet can be tuned to increase the formation and driving of a vortex or multiple vortices. In addition, the ratio L / D of the driver holes can be increased to improve the C d magnitude and C d consistency, thereby improving the pattern factor. The increased ratio L / D also makes the driver airflow jet angle less sensitive to inlet crossflow, which can result in an increase in the penetration of the airflow jet to improve the performance of the driven vortex or multiple vortices. The increased ratio L / D also provides the flexibility to provide a tangential component to the airflow jet to drive an overall rotational flow, thereby increasing the residence time to improve combustion efficiency. As shown in Figure 16 In the embodiment shown in FIG. 16, the body 1602B of the geometric ramp 1602 is shown having a plurality of driver holes 1602A. The plurality of driver holes 1602A are similar in some respects to the driver holes described in the paragraphs above. The plurality of driver holes 1602A can have the same or different diameters. By providing a plurality of driver holes 1602A having different diameters (e.g., smaller and larger diameters), the dynamics of the airflow jet can be tuned to increase the formation and driving of a vortex or multiple vortices. In addition, the ratio L / D of the driver holes can be increased to improve the C Figure 12 In the embodiment shown in FIG. 16, the body 1602B of the geometric ramp 1602 is shown having a plurality of driver holes 1602A. The plurality of driver holes 1602A are similar in some respects to the driver holes described in the paragraphs above. The plurality of driver holes 1602A can have the same or different diameters. By providing a plurality of driver holes 1602A having different diameters (e.g., smaller and larger diameters), the dynamics of the airflow jet can be tuned to increase the formation and driving of a vortex or multiple vortices. In addition, the ratio L / D of the driver holes can be increased to improve the C Figure 17 In the embodiment shown in FIG. 16, the body 1602B of the geometric ramp 1602 is shown having a plurality of driver holes 1602A. The plurality of driver holes 1602A are similar in some respects to the driver holes described in the paragraphs above. The plurality of driver holes 1602A can have the same or different diameters. By providing a plurality of driver holes 1602A having different diameters (e.g., smaller and larger diameters), the dynamics of the airflow jet can be tuned to increase the formation and driving of a vortex or multiple vortices. In addition, the ratio L / D of the driver holes can be increased to improve the C

[0129] Figure 17 is a partial schematic cross-sectional close-up view of a portion of a second segment 504 having one or more driver holes according to embodiments of the present disclosure. In this embodiment, the second segment 504 includes a geometric ramp 1702. The geometric ramp 1702 includes a body 1702B having one or more driver holes 1702A. In Figure 17In the embodiment shown in FIG. 17, the body 1702B of the geometric ramp 1702 is shown as having a plurality of driver holes 1702A. The plurality of driver holes 1702A are similar in some respects to the driver holes described in the paragraphs above. The plurality of driver holes 1702A can have the same or different diameters. For example, by providing a plurality of driver holes 1702A having different diameters (e.g., smaller and larger diameters), the dynamics of the airflow jet can be adjusted to increase the formation and driving of a vortex or multiple vortices. In addition, the ratio L / D of the driver holes can be increased to improve the C d magnitude and C d consistency, thereby improving the pattern factor, the increased ratio L / D can also make the driver jet angle less sensitive to inlet crossflow, which can result in an increase in the penetration of the airflow jet to improve the performance of the driven vortex or multiple vortices. The increased ratio L / D also provides flexibility to provide a tangential component to the airflow jet to drive the overall vortex, thereby increasing the residence time to improve combustion efficiency. As Figure 13 shown in FIG. 17, the plurality of driver holes 1702A are circumferentially distributed within the body 1702B of the geometric ramp 1702 around the liner 269. The plurality of driver holes 1702A have a central axis 1704 that forms an angle φ with respect to a local tangent 1705 of the surface of the liner 269. Similar to the Figure 18 embodiment shown in FIG. 16, the term “local tangent” is used to denote a tangent taken at the location of the opening of the plurality of driver holes 1702A. In embodiments, the angle φ can vary from 30° to 150°.

[0130] Figure 16 is a partial schematic cross-sectional view of a geometric ramp of a first segment 502 taken along line 18-18 in Figure 16 FIG. 17, in accordance with an embodiment of the present disclosure. As discussed in the paragraphs above, the body 1602B of the geometric ramp 1602 has one or more driver holes 1602A. For example, as Figure 18 and Figure 18 shown in FIG. 16, the body 1602B of the geometric ramp 1602 has a plurality of driver holes 1602A. The plurality of driver holes 1602A are circumferentially distributed within the body 1602B of the geometric ramp 1602 around the liner 269. As Figure 2 shown in FIG. 16, the plurality of driver holes 1602A have a transverse axis 1804 that forms an angle β with respect to a radial line 1805 of the combustor 206 Figure 19 shown in FIG. 16). In embodiments, the angle β can vary from -60° to +60°. The plurality of driver holes 1602A can have different angles β to improve inlet feed in crossflow.

[0131] Figure 17 is a partial schematic cross-sectional view of a geometric ramp of a first segment 502 taken along line 18-18 in Figure 17The diagram shows a partial schematic cross-sectional view of the geometric ramp 504, taken by line 19-19. As discussed in the preceding paragraphs, the body 1702B of the geometric ramp 1702 has one or more actuator holes 1702A. For example, as... Figure 19 As shown, the body 1702B of the geometric ramp 1702 has a plurality of actuator holes 1702A. The plurality of actuator holes 1702A are circumferentially distributed around the bushing 269 within the body 1702B of the geometric ramp 1702. Figure 20 As shown, the plurality of driver holes 1702A have a transverse axis 1904, which forms an angle ψ with respect to the tangent 1905. In an embodiment, the angle ψ can vary from 30° to 150°.

[0132] Figure 20 This is a schematic diagram of a driver hole 1602A having various sizes according to an embodiment of the present disclosure. (See diagram) Figure 21 As shown, the driver hole 1602A has a diameter D h and thickness or length L h The actuator hole 1602A can have a funnel shape with a tapered end. The tapered end can have a thickness x and can diverge or open at an angle γ relative to the surface 2000 of the body 1602B of the geometric ramp 1602. The angle γ can be from 10° to 90°. The thickness x is related to the length L. h The ratio (x / L) h The value can range from 0.04 to 0.80, and the diameter D h With length L h The ratio (D) h / L h The value can range from 0.20 to 6.0.

[0133] Figure 21 This is a schematic diagram of a driver hole 1702A having various sizes according to an embodiment of the present disclosure. Figure 22A As shown, the driver hole 1702A has a diameter D h and thickness or length L h The driver hole 1702A can also have a funnel shape with rounded ends. The rounded ends can have a radius r. i Radius r i With length L h The ratio (r) i / L h The value can range from 0.04 to 0.70, and the diameter D of the driver hole... h With the length L of the driver hole h The ratio (D) h / L h The value can range from 0.20 to 6.0.

[0134] Figure 22B A schematic front view of an example driver hole having a circular or rounded shape according to an embodiment of the present disclosure is shown. Figure 22A A schematic front view of an example driver hole having a circular or rounded shape with different radii, according to another embodiment of this disclosure, is shown. Figure 22B and Figure 22A As shown, multiple actuator holes 2200 or multiple actuator holes 2202 can be provided within the geometric ramps of the first and / or second segments described in the preceding paragraphs. The multiple actuator holes can have a circular shape. The multiple actuator holes can have the same diameter or different diameters (or radii), such as... Figure 22B As shown in the diagram. For example, multiple driver holes 2200 have the same diameter (or radius). Multiple driver holes 2202 have different diameters (or radii), such as... Figure 22B As shown in the illustration. For example, among the multiple driver holes 2202, some driver holes have a radius R1, while other driver holes have a radius R2 that is different from the radius R1. In an embodiment, the ratio of radius R2 to radius R1 (R2 / R1) can be from 0.2 to 5.0. In an embodiment, the driver holes can be distributed around the circumference of the burner to optimize the mode factor. In an embodiment, as... Figure 23A As shown, one or more driver holes 2202 with radius R2 are positioned between driver holes 2202 with radius R1.

[0135] Figure 23B A schematic front view of an example driver hole having an elliptical shape according to an embodiment of the present disclosure is shown. Figure 22A A schematic front view of an example driver hole having an egg-shaped shape according to another embodiment of this disclosure is shown. In addition to or alternatively selecting the radius of the driver hole, such as... Figure 22B and Figure 23A As shown, the shape of the driver hole can also be selected, such as... Figure 23B and Figure 23A As shown in the diagram. For example, the multiple driver holes 2300 can have an elliptical shape, such as... Figure 23B As shown in the diagram, the elliptical shape of the plurality of driver holes 2300 can have a first dimension W and a second dimension L. For example, as Figure 2 As shown, the plurality of actuator holes 2302 can have an egg-shaped form, such that one end of the egg-shaped form can have a first radius R1, and the opposite end of the egg-shaped form can have a second radius R2 different from the first radius R1. The egg-shaped form can also have a dimension L in the elongated direction of the egg-shaped form. In an embodiment, the ratio of the second radius R2 to the first radius R1 (R2 / R1) can be from 0.2 to 5.0. In an embodiment, the egg-shaped form can also be relative to the axis 112 corresponding to the longitudinal burner centerline (Figure 24A The axis 2304 of the driver hole (shown in FIG. 23B) is oriented at an angle Θ. In embodiments, the angle Θ can be from -60° to 60°. Various shapes of the driver hole can be used to further improve the airflow jet penetration and mode factor.

[0136] Figure 24B A schematic front view of an example driver slot having an “I” shape is shown in accordance with an embodiment of the disclosure. Figure 22A A schematic front view of an example driver slot having a wavy shape is shown in accordance with another embodiment of the disclosure. Instead of or in addition to providing a driver hole as shown in Figure 22B 、 Figure 23A 、 Figure 23B and Figure 24A A plurality of annular slots 2400 and / or a plurality of annular slots 2402 can also be used in addition to the driver hole as shown in Figure 2 The plurality of annular slots 2400 can have an “I” shape as shown in FIG. 23A along the circumference C of the combustor 206 (shown in FIG. 23B) with a width W selected to be a portion of the circumference C of the combustor 206. For example, the width W can be from one-third of the circumference C (i.e., W = C / 3) to one-thirtieth of the circumference C (i.e., W = C / 30). Further, the plurality of annular slots 2402 can have a wavy shape as shown in FIG. 23B. The wavy shape of the plurality of annular slots 2402 can have a thickness that can be the same along the width W of the wavy shape or can vary along the width W of the wavy shape. For example, a portion of the wavy shape of the plurality of annular slots 2402 can have a first thickness ti, while another portion of the wavy shape of the plurality of annular slots 2402 can have a second thickness t2. In embodiments, the ratio of the second thickness t2 to the first thickness ti (t2 / ti) can be from 0.25 to 4.0. The plurality of annular slots 2400 and / or the plurality of annular slots 2402 can be used along the circumference C of the combustor 206 (shown in FIG. 23B) to create a more complete airflow curtain to drive the vortex and reduce the mode factor. The shape of the plurality of annular slots 2402 can be designed to vary the slot thickness and / or direction around the circumference C of the combustor 206 (shown in FIG. 23B) to align with the fuel-rich streaks from the vortex to reduce the mode factor. Figure 24B Figure 2 Figure 2 The plurality of annular slots 2400 and / or the plurality of annular slots 2402 can be used along the circumference C of the combustor 206 (shown in FIG. 23B) to create a more complete airflow curtain to drive the vortex and reduce the mode factor. The shape of the plurality of annular slots 2402 can be designed to vary the slot thickness and / or direction around the circumference C of the combustor 206 (shown in FIG. 23B) to align with the fuel-rich streaks from the vortex to reduce the mode factor. Figure 25A

[0137] Figure 25B is a cross-sectional longitudinal cross-sectional view of an example of a driver hole 2500 having a conical shape in accordance with an embodiment of the disclosure. Figure 25A is a top transverse view of the driver hole 2500 shown in Figure 25A FIG. 25B. An airflow jet 2502 passes through the driver hole 2500. As shown in Figure 25A and 25B ​​​As shown, the actuator orifice 2500 can have a conical or funnel shape. The conical shape gradually tapers from upstream of the airflow jet 2502 within the actuator orifice 2500 to downstream of the airflow jet 250 within the actuator orifice 2500. The first diameter 2504A of the actuator orifice 2500 at the upstream inlet 2506 is larger than the second diameter 2504B of the actuator orifice 2500 at the downstream outlet 2508. Although the actuator orifice 2500 is in... Figure 25B and Figure 26A The actuator orifice 2500 is shown as having a circular cross-section, but it is not limited to a circular shape; for example, it may have other rounded shapes, such as an elliptical cross-section. In an embodiment, the actuator orifice is configured to increase the flow rate of the driven jet by reducing the pressure drop of the airflow jet 2502 at the upstream inlet 2506 and focusing the pressure drop at the downstream outlet 2508. In an embodiment, the actuator orifice 2500 is also configured to generate a higher, more favorable pressure gradient in the direction of the airflow jet 2502, which helps to stabilize the airflow jet 2502 passing through the actuator orifice 2500.

[0138] Figure 26B This is a longitudinal cross-sectional view of an example of a drive hole 2600 having a slot shape according to another embodiment of the present disclosure. Figure 26A yes Figure 26A The image shows a top horizontal view of the actuator aperture 2600. An airflow jet 2602 passes through the actuator aperture 2600. Figure 26B and Figure 26A As shown, the actuator orifice 2600 may have a conical groove shape. The groove shape 2604 includes a wavy surface 2606, which is clearly shown at the upstream inlet 2608 and downstream outlet 2609 of the actuator orifice 2600. Although the groove shape 2604 is shown as having a wavy surface 2606, it may also have other surface shapes, such as polygonal (triangle, rectangle, etc.) shapes. The radius 2610 of the groove shape 2604 of the actuator orifice 2600 varies along the circumference of the actuator orifice 2600. Although the actuator orifice 2600... Figure 26B and Figure 5 The actuator orifice 2600 is shown as having a generally circular cross-section, but the actuator orifice 2600 is not limited to a circular shape; for example, it may also have other rounded shapes, such as an elliptical cross-section. In an embodiment, the actuator orifice 2600 having a slotted shape 2604 can further improve the penetration of the airflow jet 2602 (actuator jet) by locally thickening the airflow jet 2602 within the actuator orifice 2600 at the outlet of the downstream outlet 2609, thereby enhancing the airflow jet 2602 and generating and / or maintaining, for example, vortices 506 and vortices 508. Figure 5(As shown in the diagram). In an embodiment, the driver orifice 2600 having a groove shape 2604 can improve local mixing around the airflow jet 2602 (driver jet), thereby potentially reducing the mode factor or reducing the thermal gradient within the combustion chamber 267. Figure 27A As shown in the image.

[0139] Figure 27B This is a longitudinal cross-sectional view of an example of a driver bore 2700 having a rifling shape according to another embodiment of the present disclosure. Figure 27A yes Figure 27A The image shows a top lateral view of the actuator aperture 2700. An airflow jet 2702 passes through the actuator aperture 2700. Figure 27B and Figure 27A As shown, the driver bore 2700 may have a rifling shape 2704. The rifling shape 2704 includes a wavy surface 2706, which is clearly shown at the upstream inlet 2708 and downstream outlet 2709 of the driver bore 2700. The wavy surface 2706 is also twisted in the circumferential direction Ci of the driver bore 2700 to form the rifling shape 2704. Although the rifling shape 2704 is shown as having a wavy surface 2706, the rifling shape 2704 may also have other surface shapes, such as polygonal (triangular, rectangular, etc.) shapes. The radius 2710 of the rifling shape 2704 of the driver bore 2700 varies along the circumferential direction Ci of the driver bore 2700. Although the driver bore 2700 in Figure 27B and Figure 5 The actuator bore 2700 is shown as having a generally circular cross-section, but the actuator bore 2700 is not limited to a circular shape and may have other rounded shapes, such as an elliptical cross-section. In an embodiment, the actuator bore 2700 with a rifling shape 2704 can induce a torsion effect on the airflow jet 2702, which helps in the combustion chamber 267 (e.g., Figure 26A (As shown) the ratio generated within Figure 26B and Figure 5 The actuator aperture 2600 with a groove shape 2604 shown (which has no distortion effect on the airflow jet 2602) provides more turbulence. The balance between the desired airflow jet turbulence and the desired airflow jet penetration can be adjusted as needed.

[0140] For example, driver holes 2500, 2600, and / or 2700 may be located in, for example, the first segment 502 in the outer bushing 252 and / or the second segment 504 in the inner bushing 254. Figure 25A As shown in the image.

[0141] ​ , 25BFIGS. 26A, 26B, 27A, and 27B show various examples of driver holes with various shapes. Similar shapes (e.g., conical shapes, slot shapes, and / or rifling shapes) can also be used for the slots. For example, the above-described plurality of annular slots 2400 and / or the above-described plurality of annular slots 2402 can also have conical or tapered shapes, slot shapes, and / or rifling shapes.

[0142] The present disclosure uses driver air flow jets to stabilize non-stationary or partially stationary vortices and improve the mode factor. By implementing shaped, circumferentially distributed driver holes and / or driver slots in the combustor, vortex stabilization can be improved by reducing circumferential variation.

[0143] Further, vortex stabilization can be achieved by locally increasing the thickness of the liner by using a separate piece or integral piece on the combustor liner to increase the ratio L / D of the driver holes or slots, where L represents the length of the driver hole or slot and D represents the diameter of the driver hole or the thickness or width of the slot. Using a thin liner with crossflow on the inlet side causes the driver air flow jet to tilt more rearward. A larger L / D ratio can better align the air flow jet normal to the liner, thus improving jet penetration to shut down the vortex. A larger L / D ratio also reduces the sensitivity of the air flow jet direction to the inlet crossflow.

[0144] An increased L / D ratio also enables the use of vanes instead of holes, as vanes are more elongated in shape than driver holes, and thus have a larger length L. More vanes than driver holes can be used, and the shape of the vanes can be designed to further optimize the vortex and adjacent flow field. Either using driver holes or using vanes, a tangential component can be added, which is not possible with a thin liner. The tangential component can then create an overall swirler, which increases the residence time and enables the same or higher combustion efficiency in a shorter combustor with a smaller volume.

[0145] Driver holes or driver slots can be used to induce annular vortices in the combustor. Driver holes and driver slots can have different sizes and shapes to optimize the balance between driving the vortex and minimizing the mode factor, where the driver holes or driver slots are drilled, machined, or grown into a liner of constant or near-constant thickness.

[0146] Driver holes or driver slots can be provided in thicker sections of the liner that are welded or otherwise attached to or integrated into the liner. Driver slots can also include a tangential component so that the air coming out of the driver slot creates a tangential air flow component to create an overall swirl within the combustor. Near-continuous slots can also be used to create driver air sheets to reduce the mode factor.

[0147] The vanes can be used for the thicker section of the liner, instead of the driver slots or driver holes. The vanes can have a different leading edge angle than the trailing edge angle compared to the radial line of the combustor. Further, the vanes can have different angles from the axial forward to the axial aft. The vanes can create less wake flow to get a higher level of turbulence and also create air flow sheets similar to continuous driver slots. Further, the vanes can also provide a structural connection between the forward section and the aft section of the liner.

[0148] The smaller volume shorter combustor allows for a lighter weight combustor, which can reduce the shaft dynamics and save fuel. Further, this can also allow for more aircraft volume and weight for payload capacity. Increasing the mode factor provides an additional benefit of reducing the required cooling of the turbine, reducing parasitic losses and improving specific fuel consumption (SFC).

[0149] Further aspects are provided by the subject matter of the following clauses.

[0150] A combustor having driver jets to drive a vortex flow within a combustion chamber of the combustor. The combustor includes a dome structure, an inner liner and an outer liner connected to the dome structure to define a combustion chamber, and a first section coupled to the outer liner and a second section coupled to the inner liner, the first section including a first geometric ramp and the second section including a second geometric ramp. The first geometric ramp and the second geometric ramp have one or more driver holes, one or more driver slots, or a plurality of driver vanes, or any combination thereof. The one or more driver holes, the one or more driver slots, or the plurality of driver vanes are configured and arranged such that an upstream crossflow enters the one or more driver holes, the one or more driver slots, or the plurality of driver vanes to produce air flow jets having an increased angle relative to a surface of the inner liner or a surface of the outer liner at an exit of the one or more driver holes, the one or more driver slots, or the plurality of driver vanes and to enhance penetration into the combustion chamber to produce and drive a vortex flow within the combustion chamber.

[0151] The combustor according to the preceding clause, wherein a ratio of a diameter of the one or more driver holes to a length of the one or more driver holes is from 0.20 to 5.0.

[0152] The combustor according to any preceding clause, wherein a ratio of a length of the one or more driver holes to a diameter of the one or more driver holes is increased to reduce a sensitivity of the air flow jets to a backside velocity of the upstream crossflow.

[0153] The combustor of any preceding clause, wherein the one or more driver holes, the one or more driver slots, or the plurality of driver vanes define an angle with respect to a tangent of the surface of the inner liner or the outer liner, and the angle varies from 30° to 150°.

[0154] The combustor of any preceding clause, wherein the first geometric ramp has a body and a conduit disposed within the body, the conduit configured to flow fuel into the combustion chamber, wherein the conduit communicates with the combustion chamber via a fuel channel disposed in the body to produce a fuel jet through a nozzle of the fuel channel.

[0155] The combustor of any preceding clause, wherein the one or more driver holes include an inlet bevel or an inlet curvature or both.

[0156] The combustor of any preceding clause, wherein the inlet bevel forms an angle with a sidewall of the one or more driver holes, and the angle opens from a bevel depth of the one or more driver holes to an outlet of the one or more driver holes.

[0157] The combustor of any preceding clause, wherein a ratio of the bevel depth of the one or more driver holes to a diameter of the one or more driver holes is selected to maximize a discharge coefficient of the gas flow jet.

[0158] The combustor of any preceding clause, wherein the first geometric ramp has a body and a shroud coupled to the body, the shroud spaced apart from the body to define a gas flow channel.

[0159] The combustor of any preceding clause, wherein the shroud is curved to form an upstream curved portion, the upstream curved portion spaced apart from the body and contoured to the body to define an inlet, wherein the shroud is configured to direct a portion of the upstream crossflow captured by the upstream curved portion through the gas flow channel.

[0160] The combustor of any preceding clause, wherein the shroud is curved to form a downstream curved portion, the downstream curved portion spaced apart from the body at an interface of the first geometric ramp and the outer liner to define an outlet, the portion of the upstream crossflow entering the inlet and directed through the gas flow channel split into a first gas flow portion entering the one or more driver holes and a second gas flow portion exiting the gas flow channel through the outlet.

[0161] The combustor of any preceding clause, wherein the second geometric ramp has a body, and the one or more driver holes traverse an entire thickness of the body, the one or more driver holes configured to direct the jet of airflow into the combustion chamber.

[0162] The combustor of any preceding clause, wherein the body comprises a single scoop forming a single ridge extending 360° around a circumference of the inner liner, the one or more driver holes ending proximate the single scoop, the single scoop configured to intercept a first portion of the upstream crossflow to direct the first portion through the one or more driver holes to produce the jet of airflow, and a second portion of the upstream crossflow passing over the single scoop.

[0163] The combustor of any preceding clause, wherein the body has a trapezoidal cross-sectional shape, and the one or more driver holes are disposed in a thicker portion of the trapezoidal cross-sectional shape.

[0164] The combustor of any preceding clause, wherein the body comprises one or more scoops, each of the one or more scoops located proximate each of the one or more driver holes, the one or more scoops configured to intercept a first portion of the upstream crossflow to direct the first portion through the one or more driver holes to produce the jet of airflow, and a second portion of the upstream crossflow passing between or over the one or more scoops.

[0165] The combustor of any preceding clause, wherein the one or more scoops are configured to convert more of a total pressure of the upstream crossflow to increase a pressure supply to the one or more jets of airflow, and to increase a momentum of the one or more jets of airflow to increase a penetration of the one or more jets of airflow to drive the vortex.

[0166] The combustor of any preceding clause, wherein the body comprises a recess at opposite ends of the body, the recesses configured to couple the body with the inner liner.

[0167] The combustor of any preceding clause, wherein the body is brazed or welded to the inner liner at the recesses.

[0168] The combustor of any preceding clause, wherein the body is attached to the inner liner using fasteners at an interface of the inner liner and the recesses.

[0169] The combustor of any preceding clause, wherein the body comprises a plurality of flanges configured to couple to a plurality of arm extensions of the inner liner.

[0170] According to any of the foregoing clauses, the plurality of flanges are connected to the plurality of arm extensions of the inner liner using a plurality of fasteners.

[0171] According to any of the foregoing clauses, the body of the second geometric ramp is integrally formed with the inner liner as one piece.

[0172] According to any of the preceding clauses of the burner, the body of the second geometric ramp includes voids to reduce the weight of the body of the second geometric ramp.

[0173] According to any of the preceding clauses, the first geometric ramp includes a body and a plurality of drive blades circumferentially distributed within the body, wherein the plurality of drive blades define a plurality of openings, each opening having a central axis forming an angle α with a tangent to the surface of the outer bushing, wherein the angle α between the central axis and the tangent to the surface of the outer bushing is from 30° to 150°.

[0174] According to any of the preceding clauses, the first geometric ramp includes a body and a plurality of drive blades circumferentially distributed within the body, the plurality of drive blades defining a plurality of openings, each of the plurality of drive blades having a first angle β forming with the radial line of the burner. L The first transverse axis and the radial line relative to the burner form a second angle β. T The second transverse axis causes the plurality of openings to bend relative to the radial line, the first angle β L and the second angle β T It changes from -60° to +60°.

[0175] According to any of the preceding clauses, the second geometric ramp includes a body and a plurality of drive blades circumferentially distributed within the body, the plurality of drive blades defining a plurality of openings, each drive blade having a central axis forming an angle φ with a tangent to the surface of the inner liner, and the angle φ between the central axis and the tangent to the surface of the inner liner being from 30° to 150°.

[0176] According to any of the preceding clauses, the burner wherein the second geometric ramp comprises a body and a plurality of drive blades circumferentially distributed within the body, the plurality of drive blades defining a plurality of openings, each of the plurality of drive blades having a first angle ψ forming with the radial line of the burner. L The first transverse axis and the radial line relative to the burner form a second angle ψ Ta second transverse axis, such that the plurality of openings are curved relative to the radial line, and the first angle ψ L and the second angle ψ T varying from -60° to +60°.

[0177] The combustor of any preceding clause, wherein the first geometric ramp comprises a body and a plurality of driver holes distributed circumferentially within the body, each driver hole having a central axis forming an angle a with a tangent to a surface of the outer liner, and the angle a of the central axis with the tangent to the surface of the outer liner is from 30° to 150°.

[0178] The combustor of any preceding clause, wherein the first geometric ramp comprises a body and a plurality of driver holes distributed circumferentially within the body, each driver hole of the plurality of driver holes having a transverse axis forming an angle β with a radial line of the combustor, such that the plurality of openings are curved relative to the radial line, the angle β varying from -60° to +60°.

[0179] The combustor of any preceding clause, wherein the second geometric ramp comprises a body and a plurality of driver holes distributed circumferentially within the body, each driver hole of the plurality of driver holes having a central axis forming an angle φ with a tangent to a surface of the inner liner, the angle φ of the central axis with the tangent to the surface of the inner liner is from 30° to 150°.

[0180] The combustor of any preceding clause, wherein the second geometric ramp comprises a body and a plurality of driver holes distributed circumferentially within the body, each driver hole of the plurality of driver holes having a transverse axis forming an angle ψ with a radial line of the combustor, such that the plurality of openings are curved relative to the radial line, the angle ψ varying from -60° to +60°.

[0181] The combustor of any preceding clause, wherein the first geometric ramp or the second geometric ramp has a plurality of driver holes having a circular shape with different radii.

[0182] The combustor of any preceding clause, wherein the first geometric ramp or the second geometric ramp has a plurality of driver holes having an elliptical shape or an egg shape.

[0183] The combustor of any preceding clause, wherein the first geometric ramp or the second geometric ramp has a plurality of driver slots having an “I” shape or a wave shape.

[0184] The combustor of any preceding clause, wherein a width of a driver slot of the plurality of driver slots is from one-third of a circumference of the combustor to one-thirtieth of the circumference of the combustor.

[0185] The combustor of any preceding clause, wherein a portion of the wave shape of the plurality of driver slots has a first thickness ti, and another portion of the wave shape of the plurality of driver slots has a second thickness t2, a ratio of the second thickness t2 to the first thickness ti is from 0.20 to 5.0, and the plurality of driver slots are distributed along a circumference of the combustor to produce a curtain of airflow to drive the vortex and increase a pattern factor.

[0186] The combustor of any preceding clause, wherein the one or more driver holes have a conical shape tapering from upstream of the airflow jet within the one or more driver holes to downstream of the airflow jet within the one or more driver holes, such that a first diameter of the one or more driver holes at an upstream entrance of the one or more driver holes is greater than a second diameter of the one or more driver holes at a downstream exit of the one or more driver holes.

[0187] The combustor of any preceding clause, wherein the conical shape is configured to increase a driving jet momentum by reducing a pressure drop of the airflow jet at the upstream entrance and focusing a pressure drop at the downstream exit in order to create a higher favorable pressure gradient in a direction of the airflow jet to help stabilize the airflow jet through the driver hole.

[0188] The combustor of any preceding clause, wherein the one or more driver holes have a slot shape comprising a wave shape surface such that a radius of the slot shape varies along a circumference of the one or more driver holes.

[0189] The combustor of any preceding clause, wherein the one or more driver holes are configured to improve a penetration of the airflow jet by surrounding a local thickening of the airflow jet within the one or more driver holes at an exit of a downstream exit of the one or more driver holes to enhance the airflow jet to create and / or maintain the vortex with the combustion chamber.

[0190] The combustor of any preceding clause, wherein the one or more driver holes have a rifling shape comprising a wave shape surface twisted in a circumferential direction Ci of the one or more driver holes, wherein a radius of the rifling shape of the driver hole varies along a circumference of the one or more driver holes.

[0191] The combustor of any preceding clause, wherein the one or more driver holes are configured to induce a twist effect on the gas stream jet to increase turbulence within the combustion chamber.

[0192] A method of operating a combustor according to any preceding clause, the method comprising flowing an upstream crossflow through the one or more driver holes, the one or more driver slots, or the plurality of driver vanes.

[0193] The method of any preceding clause, further comprising generating a gas stream jet having an increased angle relative to a surface of the inner liner or a surface of the outer liner at an exit of the one or more driver holes, the one or more driver slots, or the plurality of driver vanes, and increasing penetration of the combustion chamber.

[0194] The method of any preceding clause, further comprising using the gas stream jet to drive a vortex within the combustion chamber.

[0195] The method of any preceding clause, further comprising selecting a ratio of a diameter of the one or more driver holes to a length of the one or more driver holes from 0.20 to 5.0.

[0196] The method of any preceding clause, further comprising increasing a ratio of a length of the one or more driver holes to a diameter of the one or more driver holes.

[0197] The method of any preceding clause, further comprising decreasing a sensitivity of the gas stream jet to a backside velocity of the upstream crossflow.

[0198] The method of any preceding clause, further comprising defining an angle relative to a tangent of a surface of the inner liner or the outer liner, and the angle varies from 30° to 150°.

[0199] The method of any preceding clause, further comprising distributing a plurality of driver holes circumferentially within the body, each driver hole having a central axis that forms an angle a with a tangent of a surface of the outer liner, and the angle a of the central axis with the tangent of the surface of the outer liner varies from 30° to 150°.

[0200] The method of any preceding clause, further comprising distributing a plurality of driver holes circumferentially within the body, each driver hole of the plurality of driver holes having a transverse axis that forms an angle b with a radial line of the combustor such that the plurality of openings are curved relative to the radial line, the angle b varying from -60° to +60°.

[0201] The method of any preceding clause, further comprising distributing the plurality of driver holes circumferentially within the body, each driver hole of the plurality of driver holes having a central axis that forms an angle φ with a tangent to a surface of the inner liner, the angle φ of the central axis with the tangent to the surface of the inner liner being from 30° to 150°.

[0202] The method of any preceding clause, further comprising distributing the plurality of driver holes circumferentially within the body, each driver hole of the plurality of driver holes having a transverse axis that forms an angle ψ with a radial line of the combustor such that the plurality of openings are curved relative to the radial line, the angle ψ varying from -60° to +60°.

[0203] The method of any preceding clause, further comprising selecting a ratio of the bevel depth of the one or more driver holes to a diameter of the one or more driver holes to maximize a discharge coefficient of the gas stream jet.

[0204] The method of any preceding clause, further comprising flowing a fuel into the combustion chamber and generating a fuel jet through a nozzle of the fuel channel disposed in the body of the geometric ramp.

[0205] The method of any preceding clause, further comprising directing a portion of the upstream crossflow captured by the upstream curved portion through the gas stream channel.

[0206] The method of any preceding clause, further comprising flowing a portion of the upstream crossflow through the inlet and being directed through the gas stream channel.

[0207] The method of any preceding clause, further comprising splitting into a first gas stream portion that enters the one or more driver holes and a second gas stream portion that exits the gas stream channel through the outlet.

[0208] The method of any preceding clause, further comprising directing the gas stream jet into the combustion chamber.

[0209] The method of any preceding clause, further comprising intercepting a first portion of upstream crossflow using a single scoop.

[0210] The method of any preceding clause, further comprising directing the first portion through the one or more driver holes; and generating the gas stream jet.

[0211] The method of any preceding clause, further comprising intercepting a first portion of upstream crossflow using the one or more scoops.

[0212] The method of any preceding clause, further comprising directing the first portion through the one or more driver holes.

[0213] The method of any preceding clause, further comprising generating the gas flow jet and flowing a second portion of the upstream crossflow between or above the one or more scoops.

[0214] The method of any preceding clause, further comprising converting more pressure in total pressure of the upstream crossflow through the one or more scoops.

[0215] The method of any preceding clause, further comprising increasing pressure supply to the one or more gas flow jets to increase momentum of the one or more gas flow jets and increasing penetration of the one or more gas flow jets to drive the vortex flow.

[0216] The method of any preceding clause, further comprising converting more pressure in total pressure of the upstream crossflow to increase pressure supply to the one or more gas flow jets and increase momentum of the one or more gas flow jets to increase penetration of the one or more gas flow jets to drive the vortex flow.

[0217] The method of any preceding clause, further comprising distributing a plurality of driver vanes circumferentially within the body, the plurality of driver vanes defining a plurality of openings, each opening having a central axis forming an angle a with a tangent to a surface of the outer bushing, wherein the angle a of the central axis with the tangent to the surface of the outer bushing is from 30° to 150°.

[0218] The method of any preceding clause, further comprising increasing driver jet momentum by using one or more driver holes having a conical shape and decreasing pressure drop of the gas flow jet at the upstream inlet and focusing pressure drop at the downstream outlet so as to create a higher favorable pressure gradient in the direction of gas flow jet to help stabilize the gas flow jet through the driver hole.

[0219] The method of any preceding clause, further comprising improving penetration of the gas flow jet and enhancing the gas flow jet to create and / or maintain the vortex flow with the combustion chamber by using one or more driver holes having a slot shape around a local thickening of the gas flow jet within the one or more driver holes at an exit of a downstream outlet of the one or more driver holes.

[0220] The method of any preceding clause, further comprising inducing a twist effect to the gas flow jet to increase turbulence within the combustion chamber by using one or more driver holes having a rifling shape.

[0221] A turbine engine comprising a combustor having driver jets to drive a vortex flow within a combustion chamber of the combustor. The combustor comprises a dome structure; an inner liner and an outer liner connected to the dome structure to define a combustion chamber; and a first segment coupled to the outer liner and a second segment coupled to the inner liner, the first segment comprising a first geometric ramp and the second segment comprising a second geometric ramp. The first geometric ramp and the second geometric ramp have one or more driver holes, one or more driver slots, or a plurality of driver vanes, or any combination thereof. The one or more driver holes, the one or more driver slots, or the plurality of driver vanes are configured and arranged such that an upstream crossflow enters the one or more driver holes, the one or more driver slots, or the plurality of driver vanes to produce a jet flow of airflow having an increased angle relative to a surface of the inner liner or a surface of the outer liner at an exit of the one or more driver holes, the one or more driver slots, or the plurality of driver vanes, and to enhance penetration of the combustion chamber to produce and drive a vortex flow within the combustion chamber.

[0222] The turbine engine according to the preceding clause, wherein a ratio of a diameter of the one or more driver holes to a length of the one or more driver holes is from 0.20 to 5.0.

[0223] The turbine engine according to any preceding clause, wherein a ratio of a length of the one or more driver holes to a diameter of the one or more driver holes is increased to reduce a sensitivity of the jet flow of airflow to a backside velocity of the upstream crossflow.

[0224] The turbine engine according to any preceding clause, wherein the one or more driver holes, the one or more driver slots, or the plurality of driver vanes define an angle relative to a tangent of the surface of the inner liner or the outer liner, and the angle varies from 30° to 150°.

[0225] The turbine engine according to any preceding clause, wherein the first geometric ramp has a body and a conduit disposed within the body, the conduit configured to flow fuel into the combustion chamber, wherein the conduit is in communication with the combustion chamber via a fuel channel disposed in the body to produce a jet flow of fuel through a nozzle of the fuel channel.

[0226] The turbine engine according to any preceding clause, wherein the one or more driver holes comprise an inlet ramp or an inlet curvature, or both.

[0227] The turbine engine according to any preceding clause, wherein the inlet ramp forms an angle with a sidewall of the one or more driver holes, and the angle opens from a ramp depth of the one or more driver holes to an outlet of the one or more driver holes.

[0228] The turbine engine according to any preceding clause, wherein a ratio of the ramp depth of the one or more driver holes to a diameter of the one or more driver holes is selected to maximize a discharge coefficient of the airflow jet.

[0229] The turbine engine according to any preceding clause, wherein the first geometric ramp has a body and a shroud coupled to the body, the shroud being spaced apart from the body to define an airflow channel.

[0230] The turbine engine according to any preceding clause, wherein the shroud is curved to form an upstream curved portion that is spaced apart from the body and contours the body to define an inlet, wherein the shroud is configured to direct a portion of the upstream crossflow captured by the upstream curved portion through the airflow channel.

[0231] The turbine engine according to any preceding clause, wherein the shroud is curved to form a downstream curved portion that is spaced apart from the body at an interface of the first geometric ramp and the outer bushing to define an outlet, the portion of the upstream crossflow that enters the inlet and is directed through the airflow channel being split into a first airflow portion that enters the one or more driver holes and a second airflow portion that exits the airflow channel through the outlet.

[0232] The turbine engine according to any preceding clause, wherein the second geometric ramp has a body, and the one or more driver holes traverse an entire thickness of the body, the one or more driver holes being configured to direct the airflow jet into the combustion chamber.

[0233] The turbine engine according to any preceding clause, wherein the body includes a single scoop that forms a single ridge that extends 360° around a circumference of the inner bushing, the one or more driver holes ending proximate the single scoop, the single scoop being configured to intercept a first portion of an upstream crossflow to direct the first portion through the one or more driver holes to produce the airflow jet, and a second portion of the upstream crossflow passes over the single scoop.

[0234] The turbine engine according to any preceding clause, wherein the body has a trapezoidal cross-sectional shape, and the one or more driver holes are disposed in a thicker portion of the trapezoidal cross-sectional shape.

[0235] The turbine engine according to any preceding clause, wherein the body comprises one or more scoops, each of the one or more scoops located proximate each of the one or more driver holes, the one or more scoops configured to intercept a first portion of the upstream crossflow to direct the first portion through the one or more driver holes to produce the jet of airflow, and a second portion of the upstream crossflow to pass between or over the one or more scoops.

[0236] The turbine engine according to any preceding clause, wherein the one or more scoops are configured to convert more pressure in total pressure of the upstream crossflow to increase a pressure supply to the one or more jets of airflow and to increase a momentum of the one or more jets of airflow to increase a penetration of the one or more jets of airflow to drive the vortex flow.

[0237] The turbine engine according to any preceding clause, wherein the body comprises a recess at opposite ends of the body, the recess configured to couple the body with the inner liner.

[0238] The turbine engine according to any preceding clause, wherein the body is brazed or welded to the inner liner at the recess.

[0239] The turbine engine according to any preceding clause, wherein the body is attached to the inner liner using fasteners at an interface of the inner liner and the recess.

[0240] The turbine engine according to any preceding clause, wherein the body comprises a plurality of flanges configured to couple to a plurality of arm extensions of the inner liner.

[0241] The turbine engine according to any preceding clause, wherein the plurality of flanges are coupled to the plurality of arm extensions of the inner liner using a plurality of fasteners.

[0242] The turbine engine according to any preceding clause, wherein the body of the second geometric ramp is integrally formed as one piece with the inner liner.

[0243] The turbine engine according to any preceding clause, wherein the body of the second geometric ramp comprises voids to reduce a weight of the body of the second geometric ramp.

[0244] The turbine engine according to any preceding clause, wherein the first geometric ramp comprises a body and a plurality of driver vanes circumferentially distributed within the body, wherein the plurality of driver vanes define a plurality of openings, each opening having a central axis that forms an angle a with a tangent to a surface of the outer liner, wherein the angle a of the central axis with the tangent to the surface of the outer liner varies from 30° to 150°.

[0245] The turbine engine according to any preceding clause, wherein the first geometric ramp comprises a body and a plurality of driver vanes circumferentially distributed within the body, the plurality of driver vanes defining a plurality of openings, each driver vane of the plurality of driver vanes having a first transverse axis forming a first angle b L with a radial line of the combustor and a second transverse axis forming a second angle b T with the radial line of the combustor, such that the plurality of openings are curved with respect to the radial line, the first angle b L and the second angle b T varying from -60° to +60°.

[0246] The turbine engine according to any preceding clause, wherein the second geometric ramp comprises a body and a plurality of driver vanes circumferentially distributed within the body, the plurality of driver vanes defining a plurality of openings, each driver vane having a central axis that forms an angle f with a tangent to a surface of the inner liner, and the angle f of the central axis with the tangent to the surface of the inner liner varies from 30° to 150°.

[0247] The turbine engine according to any preceding clause, wherein the second geometric ramp comprises a body and a plurality of driver vanes circumferentially distributed within the body, the plurality of driver vanes defining a plurality of openings, each driver vane of the plurality of driver vanes having a first transverse axis forming a first angle y L with a radial line of the combustor and a second transverse axis forming a second angle y T with the radial line of the combustor, such that the plurality of openings are curved with respect to the radial line, and the first angle y L and second angle y T varying from -60° to +60°.

[0248] The turbine engine according to any preceding clause, wherein the first geometric ramp comprises a body and a plurality of driver holes distributed circumferentially within the body, each driver hole having a central axis that forms an angle a with a tangent to a surface of the outer liner, and the angle a of the central axis with the tangent to the surface of the outer liner is from 30° to 150°.

[0249] The turbine engine according to any preceding clause, wherein the first geometric ramp comprises a body and a plurality of driver holes distributed circumferentially within the body, each driver hole of the plurality of driver holes having a transverse axis that forms an angle b with a radial line of the combustor such that the plurality of openings are curved relative to the radial line, the angle b varying from -60° to +60°.

[0250] The turbine engine according to any preceding clause, wherein the second geometric ramp comprises a body and a plurality of driver holes distributed circumferentially within the body, each driver hole of the plurality of driver holes having a central axis that forms an angle f with a tangent to a surface of the inner liner, the angle f of the central axis with the tangent to the surface of the inner liner is from 30° to 150°.

[0251] The turbine engine according to any preceding clause, wherein the second geometric ramp comprises a body and a plurality of driver holes distributed circumferentially within the body, each driver hole of the plurality of driver holes having a transverse axis that forms an angle y with a radial line of the combustor such that the plurality of openings are curved relative to the radial line, the angle y varying from -60° to +60°.

[0252] The turbine engine according to any preceding clause, wherein the first geometric ramp or the second geometric ramp has a plurality of driver holes having a circular shape with different radii.

[0253] The turbine engine according to any preceding clause, wherein the first geometric ramp or the second geometric ramp has a plurality of driver holes having an elliptical shape or an egg shape.

[0254] The turbine engine according to any preceding clause, wherein the first geometric ramp or the second geometric ramp has a plurality of driver slots having an “I” shape or a wave shape.

[0255] The turbine engine according to any preceding clause, wherein a width of a driver slot of the plurality of driver slots is from one-third of a circumference of the combustor to one-thirtieth of the circumference of the combustor.

[0256] The turbine engine according to any preceding clause, wherein a portion of the wave shape of the plurality of driver slots has a first thickness ti and another portion of the wave shape of the plurality of driver slots has a second thickness t2, a ratio of the second thickness t2 to the first thickness ti is from 0.20 to 5.0, and the plurality of driver slots are distributed along a circumference of the combustor to produce a curtain of airflow to drive the vortex and increase a mode factor.

[0257] The turbine engine according to any preceding clause, wherein the one or more driver holes have a conical shape that tapers from upstream of the airflow jet within the one or more driver holes to downstream of the airflow jet within the one or more driver holes, such that a first diameter of the one or more driver holes at an upstream entrance of the one or more driver holes is greater than a second diameter of the one or more driver holes at a downstream exit of the one or more driver holes.

[0258] The turbine engine according to any preceding clause, wherein the conical shape is configured to increase a driving jet momentum by reducing a pressure drop of the airflow jet at the upstream entrance and focusing a pressure drop at the downstream exit in order to create a higher favorable pressure gradient in a direction of the airflow jet to help stabilize the airflow jet through the driver hole.

[0259] The turbine engine according to any preceding clause, wherein the one or more driver holes have a slot shape that includes a wave-shaped surface such that a radius of the slot shape varies along a circumference of the one or more driver holes.

[0260] The turbine engine according to any preceding clause, wherein the one or more driver holes are configured to improve a penetration of the airflow jet by surrounding a local thickening of the airflow jet within the one or more driver holes at an exit of a downstream exit of the one or more driver holes to enhance the airflow jet to create and / or maintain the vortex with the combustion chamber.

[0261] The turbine engine according to any preceding clause, wherein the one or more driver holes have a rifling shape that includes a wave-shaped surface that twists in a circumferential direction Ci of the one or more driver holes, wherein a radius of the rifling shape of a driver hole varies along a circumference of the one or more driver holes.

[0262] The turbine engine according to any preceding clause, wherein the one or more driver holes are configured to induce a twist effect on the airflow jet to increase a turbulence within the combustion chamber.

[0263] A method of operating a turbine engine according to any preceding clause, the method comprising directing a portion of a compressed airflow through a dome structure of the combustor to an outer flow passage and directing another portion of the compressed airflow to an inner flow passage.

[0264] The method according to the preceding clause, further comprising flowing the upstream crossflow through the one or more driver holes, the one or more driver slots, or the plurality of driver vanes.

[0265] The method according to any preceding clause, further comprising generating a jet of airflow at an exit of the one or more driver holes, the one or more driver slots, or the plurality of driver vanes having an increased angle relative to a surface of the inner liner or a surface of the outer liner and increasing penetration into the combustion chamber.

[0266] The method according to any preceding clause, further comprising using the jet of airflow to drive a vortex within the combustion chamber.

[0267] The method according to any preceding clause, further comprising selecting a ratio of a diameter of the one or more driver holes to a length of the one or more driver holes from 0.20 to 5.0.

[0268] The method according to any preceding clause, further comprising increasing a ratio of a length of the one or more driver holes to a diameter of the one or more driver holes.

[0269] The method according to any preceding clause, further comprising decreasing a sensitivity of the jet of airflow to a backside velocity of the upstream crossflow.

[0270] The method according to any preceding clause, further comprising defining an angle relative to a tangent of the surface of the inner liner or the outer liner and the angle varying from 30° to 150°.

[0271] The method according to any preceding clause, further comprising distributing a plurality of driver holes circumferentially within the body, each driver hole having a central axis forming an angle a with a tangent of a surface of the outer liner and the angle a of the central axis with the tangent of the surface of the outer liner varying from 30° to 150°.

[0272] The method according to any preceding clause, further comprising distributing a plurality of driver holes circumferentially within the body, each driver hole of the plurality of driver holes having a transverse axis forming an angle b with a radial line of the combustor such that the plurality of openings are curved relative to the radial line, the angle b varying from -60° to +60°.

[0273] The method of any preceding clause, further comprising distributing the plurality of driver holes circumferentially within the body, each driver hole of the plurality of driver holes having a central axis that forms an angle φ with a tangent to a surface of the inner liner, the angle φ of the central axis with the tangent to the surface of the inner liner being from 30° to 150°.

[0274] The method of any preceding clause, further comprising distributing the plurality of driver holes circumferentially within the body, each driver hole of the plurality of driver holes having a transverse axis that forms an angle ψ with a radial line of the combustor such that the plurality of openings are curved relative to the radial line, the angle ψ varying from -60° to +60°.

[0275] The method of any preceding clause, further comprising selecting a ratio of the bevel depth of the one or more driver holes to a diameter of the one or more driver holes to maximize a discharge coefficient of the gas stream jet.

[0276] The method of any preceding clause, further comprising flowing fuel into the combustion chamber and producing a fuel jet through a nozzle of the fuel channel disposed in the body of the geometric ramp.

[0277] The method of any preceding clause, further comprising directing a portion of the upstream crossflow captured by the upstream curved portion through the gas stream channel.

[0278] The method of any preceding clause, further comprising flowing a portion of the upstream crossflow through the inlet and being directed through the gas stream channel.

[0279] The method of any preceding clause, further comprising splitting into a first gas stream portion that enters the one or more driver holes and a second gas stream portion that exits the gas stream channel through the outlet.

[0280] The method of any preceding clause, further comprising directing the gas stream jet into the combustion chamber.

[0281] The method of any preceding clause, further comprising using the single scoop to intercept a first portion of upstream crossflow.

[0282] The method of any preceding clause, further comprising directing the first portion through the one or more driver holes; and producing the gas stream jet.

[0283] The method of any preceding clause, further comprising intercepting a first portion of the upstream crossflow by implementing one or more scoop portions.

[0284] The method of any preceding clause, further comprising directing the first portion through the one or more driver holes.

[0285] The method of any preceding clause, further comprising generating the jet of airflow and flowing a second portion of the upstream crossflow between or above the one or more scoop portions.

[0286] The method of any preceding clause, further comprising converting more of the total pressure of the upstream crossflow through the one or more scoop portions.

[0287] The method of any preceding clause, further comprising increasing the pressure supply to the jet of airflow to increase the momentum of the jet of airflow and increasing the penetration of the jet of airflow to drive the vortex.

[0288] The method of any preceding clause, further comprising converting more of the total pressure of the upstream crossflow to increase the pressure supply to the jet of airflow and increase the momentum of the jet of airflow to increase the penetration of the jet of airflow to drive the vortex.

[0289] The method of any preceding clause, further comprising distributing a plurality of driver vanes circumferentially within the body, the plurality of driver vanes defining a plurality of openings, each opening having a central axis that forms an angle a with a tangent to a surface of the outer bushing, wherein the angle a of the central axis to the tangent of the surface of the outer bushing is from 30° to 150°.

[0290] The method of any preceding clause, further comprising increasing the driving jet momentum by using one or more driver holes having a conical shape and decreasing the pressure drop of the jet of airflow at the upstream inlet and focusing the pressure drop at the downstream outlet so as to create a higher favorable pressure gradient in the direction of the jet of airflow to help stabilize the jet of airflow through the driver holes.

[0291] The method of any preceding clause, further comprising improving the penetration of the jet of airflow and enhancing the jet of airflow to create and / or maintain the vortex with the combustion chamber by using one or more driver holes having a slot shape around a local thickening of the jet of airflow within the one or more driver holes at an exit of a downstream outlet of the one or more driver holes.

[0292] The method according to any preceding clause, further comprising inducing a twist effect to the airflow jet by using one or more driver holes having a rifled shape to increase turbulence within the combustion chamber.

[0293] While the foregoing description has been directed to the preferred embodiments of the present disclosure, other variations and modifications will be apparent to those skilled in the art and can be made without departing from the disclosure. Furthermore, features described in conjunction with one embodiment can be used with other embodiments.

Claims

1. A combustor having driver jets to drive vortices within a combustion chamber of the combustor, characterized by, The combustor comprises: a dome structure; an inner liner and an outer liner connected to the dome structure to define a combustion chamber; and a first section coupled to the outer liner and a second section coupled to the inner liner, the first section comprising a first geometric ramp and the second section comprising a second geometric ramp, wherein the first geometric ramp and the second geometric ramp have one or more driver holes, one or more driver slots, or a plurality of driver vanes, or any combination thereof, and wherein the one or more driver holes, the one or more driver slots, or the plurality of driver vanes are configured such that an upstream crossflow enters the one or more driver holes, the one or more driver slots, or the plurality of driver vanes to produce a gas flow jet at an outlet of the one or more driver holes, the one or more driver slots, or the plurality of driver vanes having an increased angle relative to a surface of the inner liner or a surface of the outer liner and to enhance penetration of the combustion chamber to produce and drive a vortex flow within the combustion chamber.

2. The burner of claim 1, wherein wherein a ratio of a diameter of the one or more driver holes to a length of the one or more driver holes is from 0.20 to 5.

0.

3. The burner of claim 1, wherein wherein a ratio of the length of the one or more driver holes to the diameter of the one or more driver holes increases to reduce sensitivity of the gas flow jet to a backside velocity of the upstream crossflow.

4. The burner of claim 1, wherein wherein the one or more driver holes, the one or more driver slots, or the plurality of driver vanes define an angle relative to a tangent of the surface of the inner liner or the outer liner, and the angle varies from 30° to 150°.

5. The burner of claim 1, wherein wherein the first geometric ramp has a main body and a fuel conduit disposed within the main body, the fuel conduit configured to flow fuel into the combustion chamber, wherein the fuel conduit is in communication with the combustion chamber via a fuel channel disposed in the main body to produce a fuel jet through a nozzle of the fuel channel.

6. The burner of claim 1, wherein wherein the first geometric ramp comprises a main body and a plurality of driver holes distributed circumferentially within the main body, each driver hole of the plurality of driver holes having a central axis forming an angle a with a tangent of a surface of the outer liner, and the angle a of the central axis with the tangent of the surface of the outer liner is from 30° to 150°.

7. The burner of claim 1, wherein wherein the first geometric ramp comprises a main body and a plurality of driver holes distributed circumferentially within the main body, each driver hole of the plurality of driver holes having a transverse axis forming an angle b with a radial line of the combustor such that the plurality of driver holes are curved relative to the radial line, the angle b varying from -60° to +60°.

8. The burner of claim 1, wherein wherein the second geometric ramp comprises a main body and a plurality of driver holes distributed circumferentially within the main body, each driver hole of the plurality of driver holes having a central axis forming an angle f with a tangent of a surface of the inner liner, the angle f of the central axis with the tangent of the surface of the inner liner is from 30° to 150°.

9. The burner of claim 1, wherein wherein the second geometric ramp comprises a body and a plurality of driver holes distributed circumferentially within the body, each driver hole of the plurality of driver holes having a transverse axis that forms an angle ψ with a radial line of the combustor such that the plurality of driver holes are curved relative to the radial line, the angle ψ varying from -60° to +60°.

10. The burner of claim 1, wherein wherein the first geometric ramp, the second geometric ramp, or both comprise a body having a trapezoidal cross-sectional shape, and the one or more driver holes are disposed in a thicker portion of the trapezoidal cross-sectional shape.

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