Patent Application
20190128523
The application relates generally to gas turbine engines and, more particularly, to combustors used in such engines.
In a combustor of a gas turbine engine, fuel is mixed with air and ignited to generate hot combustion gases. In order to minimize heat-imparted wear, a portion of the combustor is provided with holes through which cooling air passes to remove heat from the combustor by convection. The turbulence of combustion gases within the combustor leads to rapid degradation of the air film cooling adjacent the hot combustor walls. Particularly where the hot combustion gases are being redirected as in a large exit duct of a reverse flow combustor, an interaction between turbulent combustion gases and the cool air film along the hot combustor wall leads to rapid deterioration of the cooling air film. As a result, it is generally necessary to increase the volume and flow rate of cooling air in such critical areas. Introduction of cooling air may not be optimally efficient for the completion of combustion nor for the presentation of hot combustion gases to the turbines. However, for lack of a better solution, designers have conventionally accepted a degree of inefficiency caused by excessive use of cooling air film as a necessary part of combustor design. One solution is to typically lined the inner hot skin with casted tiles which are to be attached to the cold skin with stud and nut arrangements. These arrangements are complicated, heavy, expensive and the studs or nuts may come loose and fall through the hot end causing excessive engine damage or even in flight shut down. The large peripheral of the tiles are also gaps of leakages which waste valuable coolant, causing combustion in-efficiency.
In accordance with a general aspect there is provided a double skin combustor for a gas turbine engine, comprising: a radially inner liner and a radially outer liner extending from a combustor dome to a combustor outlet to define a combustion chamber, the radially inner liner and the radially outer liner each having a hot skin and a cold skin spaced-apart to define a cooling cavity therebetween, the cold skin of both the radially inner liner and of the radially outer liner comprising a plurality of segments extending from the combustor dome to the combustor outlet and connected by sliding joints configured to allow relative sliding movement between adjacent segments of the cold skin.
In accordance with another general aspect there is provided a combustor skin assembly for a gas turbine engine, the assembly comprising: a radially inner liner and a radially outer liner extending from a combustor dome to a combustor outlet and defining therebetween a combustion chamber, the radially outer liner having a hot skin and a cold skin defining a cooling cavity therebetween, the cold skin comprising a plurality of segments and sliding joints between the plurality of segments of the cold skin, wherein the cooling cavity is divided into individual sub-cavities from the combustor dome to the combustor outlet, each of the individual sub-cavities being bordered on at least one end thereof by one of the sliding joints.
In accordance with a further general aspect there is provided a method of assembling a double skin combustor having a radially inner liner and a radially outer liner both having a hot skin and a cold skin, comprising: joining segments of the cold skin of the radially outer liner to the hot skin of the radially outer liner via sliding joints; joining segments of the cold skin of the radially inner liner to the hot skin of the radially inner liner via sliding joints; and attaching the radially inner liner to the radially outer liner to define an annular combustion chamber of the double skin combustor.
Reference is now made to the accompanying figures in which:
Referring now to
Circumferentially spaced-apart fuel nozzles such as the one shown at 54 in
The outer liner 22 extends from the combustor dome 24 to an end of the LED 30, referred to herein as LED end 34, which is adjacent the turbine section 18. Similarly, the radially inner liner 20 extends from the combustor dome 24 to an end of the SED 32, referred to herein as SED end 36, which is adjacent the turbine section 18. The LED end 34 and the SED end 36 correspond to the outlet end 25 of the combustor 16.
Because of the high temperature of the combustion gases, it might be necessary to protect the radially inner and outer liners 20, 22 against heat-imparted wear. In the embodiment shown, the radially inner liner and the radially outer liner 20, 22 have a double walled construction. More particularly, the radially inner liner and the radially outer liner 20, 22 include each an inner, or hot skin 38, 40 and an outer, or cold skin 42, 44 over all the extent thereof (i.e. from the combustor dome 24 to the combustor outlet 25). The inner skins 38, 40 are directly exposed to the combustion gases whereas the outer skins 42, 44 are spaced apart from the inner skins 38, 40 by a cooling cavity or air gap 50 defined therebetween. The gap 50 extends an entire length of both the inner and outer liners 20, 22. Stated otherwise, the outer skins 42, 44 are spaced from the inner skins 38, 40 by the gap 50 all around the combustion chamber 26 between the combustor dome 24 and the combustor outlet 25. As will be discussed herein below, the gap 50 is configured for receiving compressed air from the plenum 17 for cooling purposes. The inner and outer skins 38, 40, 42, 44 are made of sheet metal material known in the art as being resistant to the conditions of use in a combustor, such as nickel-chromium, or cobalt based super alloys manufactured under the trademark INCONEL or HAYNES 214, 188, or 230, for instance. For the sake of clarity, the inner and outer skins 40, 44 of the radially outer liner 22 are referred herein as the outer liner inner skin 40 and the outer liner outer skin 44, respectively. Similarly, the inner and outer skins 38, 42 of the radially inner liner 20 are referred herein above as the inner liner inner skin 38 and the inner liner outer skin 42, respectively.
However, a problematic might arise by having the gap 50 extending all around the combustor 16 from the dome to the outlet end. Indeed, having the inner skins 38, 40 of the inner and outer liners 20, 22 directly exposed to the hot combustion gases and the outer skins 42, 44 separated from the hot combustion gases by the inner skins 38, 40 and by the gap 50 might generate thermal fight between the inner and outer skins. Stated otherwise, a thermal dilatation of the inner skins 38, 40 might be different than that of the outer skins 42, 44. Such a difference in the thermal growth might induce thermal stress between the inner and outer skins, which may be detrimental to the combustor 16. This problematic is addressed by segmenting at least the outer skins 42, 44 into segments that may move relative to one another following thermal expansion.
Referring more particularly to
In the embodiment shown, the outer liner outer skin 44 includes a dome segment 44a, an upstream LED segment 44b, and a downstream LED segment 44c. The upstream and downstream LED segments 44b, 44c are located at the large exit duct 30. The inner liner outer skin 42 includes a connecting segment 42a and a SED segment 42b. The latter defines the small exit duct 32. The different segments of the inner and outer liners outer skins 42, 44 are separated from each other by sliding joints to cater to the difference in thermal dilatation of the outer skins 42, 44 relative to the inner skins 38, 40. The different outer skin sliding joint constructions used to account for the mounting of various features, such as ignitor and dilutions bosses, on the combustor shell and, thus, allow for a fully double skin combustor with a cold skin slip assembly will be introduced and described in further details herein below.
A double skin sheet metal combustor dome construction can be achieved with the exemplary features illustrated
The combustor 16 further includes a dome inner skin 52 attached to the dome segment 44a of the outer liner outer skin 44. Apertures 52a are defined through the dome inner skin 52 and through the dome segment 44a of the outer liner outer skin 44 for receiving therein a fuel nozzle 54. The fuel nozzle 54 is configured for injecting fuel in the combustion chamber 26. It is understood that although only one fuel nozzle is illustrated in
Studs 56 are brazed on the dome inner skin 52 or are integral parts of the inner skin 52 (e.g. by additive manufacturing) and extend therefrom toward the outer liner outer skin 44. The studs 56 are received within the registering apertures 42c, 44d defined through the outer skin segments 44a, 42a where they overlap. Nuts 58 are screwed on the studs 56 to attach the outer liner 22, the dome inner skin 52, and the inner liner 20 together. In the embodiment shown, the apertures 42c defined through the inner liner outer skin 42 are elongated to allow the dome inner skin 52 to slide with thermal variations relative to the inner liner outer skin 42.
The dome inner skin 52 is axially spaced apart from the dome segment 44a by annular inner and outer rails 60a, 60b each radially spaced apart and extending circumferentially around the central axis 11. The annular outer rail 60b is welded on the dome segment 44a of the outer liner outer skin 44 for attachment. The annular inner rail 60a sealingly abuts on the connecting segment 42a of the inner liner outer skin 42, but may slide relatively therewith to cater to the thermal expansion difference between the inner and outer skins. As illustrated, the gap 50 includes a seal cavity 50a that is defined between the dome inner skin 52 and the dome segment 44a of the outer liner outer skin 44 for protection against thermal imparted wear.
In the embodiment shown, a circular rail 62 extends circumferentially around the flow nozzle 54 and is welded or brazed to the dome inner skin 52 and is in abutment against the dome segment 44a of the outer liner outer skin 44. The circular rail 62 may be made by a suitable additive manufacturing process. The circular rail 62 defines inner bounds of the seal cavity 50a of the gap 50. In other words, the seal cavity 50a is fluidly disconnected from the plenum 17 by the circular rail 62. In the embodiment shown, the combustor 16 further includes a floating collar 64 attached to the circular rails 62. The floating collar 64 is configured for receiving therein the fuel nozzle 54. The ID of the floating collar closely corresponds to the OD of the nozzle.
In a particular embodiment, the circular rails 62 abut tightly against the dome segment 44a of the outer liner outer skin 44 such that air leakage from the gap 50 is minimized. In this area, air leakage is not only wasteful but might impact the stability of the combustion process, the lean blow out and the altitude re-light envelope. It might affect the engine overall fuel consumption. Therefore, it is of a particular importance to limit air leakage from the gap especially near the fuel nozzle where a primary combustion zone is located. To reinforce the above, the air within the gap 50 comes from a high-pressure section of the compressor 14. Therefore, the air in the gap 50 is very expensive to produce and as such leakages must be limited.
The dome inner skin 52 defines two lips 52b at radially outer and inner ends. Each of the two lips 52b of the dome inner skin 52 discontinued from the inner skins 38, 40 to define annular gaps 66 with the free ends 38a, 40a of the inner skins 38, 40. The annular gaps 66 provide fluid communication between the combustion chamber 26 and the gap 50 to provide film cooling of the inner side of the inner and outer liners inner skins 38, 40. As illustrated, the annular gaps 66 define exit flow axis 66a aligned substantially parallel to the inner skins 38, 40 and oriented axially rearward relative to the central axis 11. Compressed air circulating in the combustion chamber 26 from the annular gaps 66 flows in a direction substantially parallel to the combustion gases.
The combustor 16 further includes ignitors for igniting a mixture of air and fuel. The ignitors can be integrated to the combustor skin assembly 16′ with the exemplary features illustrated in
The ignitor boss 68 has a cylindrical shape having an inner end 68a spaced apart from an outer end 68b relative to a longitudinal axis L oriented toward the central axis 11. A diameter of the ignitor boss 68 proximate the inner end 68a is less than that proximate the outer end 68b thereby defining an annular abutting surface 68c. The ignitor boss 68 is received in the corresponding aperture 72a such that an inner opening 68d is coplanar with the inner side of the outer liner inner skin 40. Once inserted in the aperture 72a, the annular abutting surface 68c abuts against of the outer liner inner skin 40 within the gap 50. In the embodiment shown, the ignitor boss 68 is welded to outer liner inner skin 40 via the annular abutting surface 68c. The floating collar assembly 70 is welded on the ignitor boss 68. The floating collar assembly defines an annular abutting surface 70a created by two sections of different diameters.
At the outer end 68b, the ignitor boss 68 defines an annular grooved surface 68e that defines a groove 68f circumferentially extending about the longitudinal axis L of the ignitor boss 68. This groove 68f is a double seal. The leak air has to contract-expend-contract before leaking through the boss/shell gap. Applicant has found that such contraction-expansion-contraction provide more resistance than a normal constant cross-section sealing gap. The annular grooved surface 68e is configured to contact the outer liner outer skin 44 that may slidably move relative to the ignitor boss 68 to cater to the thermal displacement. The annular grooved surface 68e is oriented radially outward relative to the central axis 11.
In a particular embodiment, thermal displacements of the outer liner outer skin 44 relative to the outer liner inner skin 40 are permitted via an interaction between the outer skin 44 and the annular grooved surface 68e of the ignitor boss 68.
The dome, upstream LED, and downstream LED segments 44a, 44b, 44c, should be able to move relative to the outer liner inner skin 40 to account for the variation in thermal dilatation. These segments may be integrated within the combustor skin assembly 16′ with the exemplary features illustrated in
Apertures 30a are defined through the upstream and downstream LED segments 44b, 44c of the outer liner outer skin 44 for fluidly connecting the plenum 17 with the gap 50. The apertures 30a allow compressed air form the compressor 16 to be injected in the gap 50 for cooling purposes. The compressed air from the compressor 16 may provide convection cooling when circulating through the apertures 30a, impingement cooling when entering the gap 50 via the apertures 30a and impinging the inner skin 40, and film cooling when circulating within the gap 50 substantially parallel to the inner and outer skins 40, 44.
The compressed air that is now in the gap 50 may be used to further cool, or protect, the inner skin 40 of the radially outer liner 22 at least at the large exit duct 30. In the embodiment shown, the inner skin 40, at the large exit duct 30, defines a plurality of alternating steps 40b and risers 40c, five steps 40b and five risers 40c in the embodiment shown. First, second, third, fourth, and fifth series of air holes 40d, 40e, 40f, 40g, 40h are each defined through a respective one of the five risers 40c to provide fluid flow communication between the gap 50 and the combustion chamber 26.
As illustrated, each of the air holes has an exit flow axis A aligned substantially parallel to one of the steps 40b that is downstream therefrom. Flows of air exiting the gap 50 via the holes 40d, 40e, 40f, 40g, 40h hence flow substantially parallel to the inner skin 40, inside the combustion chamber 26, in a downstream direction relative to the combustion gases, to create a film that might protect said inner skin 40 from the hot combustion gases. Hence, at the large exit duct 30, the compressed air is used four times for cooling the combustor: 1) impingement cooling against the outer liner inner skin 40, 2) backside convection cooling of the outer liner inner skin possibly through trip strips pin fins or any suitable turbulent promoters formed by additive manufacturing, 3) transpiration cooling through the effusion holes along the outer liner inner skin 40, and 4) film cooling along the outer liner inner skin 40 in the combustion chamber 26.
In the embodiment shown, the upstream and downstream LED segments 44b, 44c of the outer liner outer skin 44 define protrusions 44e that extend between the inner and outer skins 40, 44 of the radially outer liner 22 and that extend circumferentially around the axis 11. In the depicted embodiment, the protrusions 44e are monolithic with the outer liner outer skin 44 and are welded to the outer liner inner skin 40, such that, at these locations, the outer liner outer skin 44 moves integrally with the outer liner inner skin 40. Other configurations are contemplated. The protrusions 44e are disposed on both sides of the double sliding joint 76 and are spaced apart therefrom to define first 50b, second 50c, third 50d, and fourth 50e sub-cavities of the gap 50. The second, third, and fourth sub-cavities 50c, 50d, 50e extend along the large exit duct 30. Each of the sub-cavities 50b, 50c, 50d, 50e extends circumferentially around the axis 11.
Each of the five series of the air sub-cavities 50b, 50c, 50d, 50e are fed by arrays of impingement holes on the LED cold skins 30. Through these holes the air from annulus 17 impinge onto the LED hot skin 40. The spent flow travels along the cavities hot skin, which may been roughened with trip strips, pins or other turbulent promoters, cooling the skin. This flow then leave the cavities through effusion holes on the hot skin 40d 40e, 40f and 40g. and film cool the hot skin. The first series 40d is fluidly connected to the first cavity 50b, the second and third series 40e, 40f are fluidly connected to the second cavity 50c, the fourth series 40g is fluidly connected to the third cavity 50d, and the fifth series 40h is fluidly connected to the fourth cavity 50e.
In the embodiment shown, a sixth series of apertures 40i extend through the outer liner inner skin 40 and are located at the LED end 34. The fourth cavity 50e of the gap 50 is fluidly connected to the combustion chamber 26 through the fifth and sixth series of apertures 40h, 40i.
In a particular embodiment, compartmentalizing the gap in cavities allows individually optimizing the pressure differential between each of the cavities 50b, 50c, 50d, 50e and the combustion chamber 26. In the embodiment shown, the velocity of the combustion gases increases drastically through the passage between the LED 30 and SED 32 because a cross-sectional area between the LED and SED decreases toward the turbine section 18. Hence, the pressure of the hot combustion gases decreases as its velocity increases. The variation of the gas pressure within the combustion chamber 26 might lead to hot gas ingestion that impairs the inner skin 40 of the outer liner 22 at the large exit duct 30, ultimately, impairing the durability of the LED. In a particular embodiment, compartmentalizing the gap 50 in the three sub-cavities 50c, 50d, 50e at the LED 30 allows the pressure drop between each compartment and the combustion chamber to be optimized and avoid the hot gas ingestion. Having the series of air inlets 40d, 40e, 40f, 40g, 40h, 40i fluidly connected to sub-cavities 50c, 50d, 50e whose pressure differ from each other might allow optimizing the cooling along the outer liner inner skin 40 at the large exit duct 30. Another method of avoiding, or limiting, the hot gas ingestion would be to design the LED 30 with a higher pressure drop. However, this would reduce the combustor 16 and engine 10 overall performance, which is not desirable. The splitting of the gap 50 in multiple sub-cavities within the LED 30 might eliminate the need of a higher combustor pressure.
The outer sliding joint 74 is configured to allow the LED upstream segment 44b to move relative to the outer liner inner skin 40. The outer sliding joint 74 can be defined by the exemplary features illustrated in
The fore tab 74c is disposed radially inward of the outer liner outer skin 44 whereas the aft tab 74b is disposed radially outward of the outer liner outer skin 44. In the embodiment shown, the aft tab 74b is welded on the outer liner outer skin 44. The outer sliding joint 74 further includes a joint outer 74e disposed radially outward of the joint body 74a and welded on the joint body such as to define an annular slot 74f between the joint outer 74e and the fore tab 74c of the joint body 74a. The annular slot 74f extends circumferentially around the central axis 11. The upstream LED segment 44b of the outer liner outer skin 44 is slidably received within the annular slot 74f to be able to axially move with respect to the annular slot 74f.
The combustor 16 further includes an inner sliding joint 78 (
The combustor 16 further includes dilution bosses 80, 82 that may be integrated to the combustor skin assembly 16′ with the exemplary features of
Referring more particularly to
At the outer end 80b, the outer dilution boss 80 defines an annular grooved surface 80e that defines a groove 80f circumferentially extending about the longitudinal axis L′ of the outer dilution boss 80. The annular grooved surface 80e is configured to contact the outer liner outer skin 44 that may slidably move relative to the outer dilution boss 80 to cater to the thermal displacement. The groove may house a metal C seal. The annular grooved surface 80e is oriented radially outward relative to the central axis 11.
In the embodiment shown, in operation, the outer liner inner skin 40 tends to move radially outward whereas the outer liner outer skin 44 tends grows at a thermal growth rate less than that of the outer liner inner skin 40. Hence, an interference fit is created when the combustor 16 is in used. Stated otherwise, the outer liner inner skin 40 expands more than the outer liner outer skin 44 thereby radially compressing the ignitor and outer dilution bosses 70, 80 between the outer liner inner and outer skins 40, 44. In a particular embodiment, such a created interference fit decreases leaks from the combustion chamber 26 to the plenum 17. The annular abutting surface 70a of the ignitor boss floating collar assembly 70 abuts against the outer liner outer skin 44 and similarly creates an interference fit when the combustor 16 is in used.
Referring more particularly to
The configuration of the inner dilution boss 82 is different than that of the outer dilution boss 80 because the thermal growth for the inner liner 20 is different than for the outer liner 22. In operation, the inner liner inner skin 38 moves radially outward and hence away from the inner liner outer skin 42 that grows at a thermal growth rate less than that of the inner liner inner skin 38. An interference fit is therefore created by having the inner dilution boss 82 moving radially outward with the inner liner inner skin 38. This movement increases a contacting force between the annular tab 82a of the inner dilution boss 81 and the inner liner outer skin 42. In a particular embodiment, such a created interference fit decreases leaks from the combustion chamber 26 to the plenum 17.
The double sliding joint 76 (
The outer and inner skins 38, 40, 42, 44 end at the LED and SED ends 34, 36 (
In the embodiment shown, the attachment portions 34a, 36a define sliding end joints 34b, 36b between the inner and outer skins. More specifically, the attachment portion 34a of the LED end 34 defines a tab 34c disposed radially inward of the outer liner outer skin 44 and on which the outer liner outer skin 44 abuts. Similarly, the attachment portion 36a of the SED end 36 defines a tab 36c disposed radially outward of the inner liner inner skin 38 and on which the inner liner inner skin 38 abuts. The tabs 34c, 36c and the skins 44, 38 overlap each other and are able to slide relative to one another to define the sliding end joints 34b, 36b. It is understood that a dimension of the overlap may vary depending on the temperatures of the inner and outer skins.
In operation, the outer liner inner skin 40 moves radially outward relative to the central axis 11 and pushes the outer liner outer skin 44 with the tab 34c to create a radial interference fit. Similarly, the inner liner inner skin 38 moves radially outward and pushes the inner liner outer skin 42 via the tab 36c to create a radial interference fit. Hence, leaks at the LED and SED ends 34, 36 might be limited or avoided.
In a particular embodiment, the problematic of thermal fighting discussed herein above is overcome by the use of the sliding joints. The sliding joints are configured to allow thermal dilation of the inner skins without imparting load to, or receiving load from, the outer skins.
All the above joints described joints are used to cater for the difference in thermal dilatation between the inner skins 38, 40 and the outer skins 42, 44. In a particular embodiment, thermal growth of the inner skins 38, 40 is not limited by the outer skins 42, 44 because the above described joints. In a particular embodiment, thermal fights between the inner and outer skins are avoided because of the joints.
The joints described herein above can be implemented in other ways by using, for instance, the exemplary features illustrated in
The first double sliding joint 102 is composed of a first piece 102a extending circumferentially around the central axis 11. The first piece 102a is welded on the outer liner inner skin 40, or may be monolithically formed therewith. The first piece 102a defines two axially opposed annular slots 102b extending around axis 11 and configured for slidably receiving each a respective one of the first and second segments 144a, 144b of the outer liner outer skin 144.
A section of the second segment 144b of the outer liner outer skin 144 is directly welded on the outer liner inner skin 40. An annular slot 104a is defined between the second segment 144b and the outer liner inner skin 40. The annular slot 104a slidably receives therein the third segment 144c of the outer liner outer skin 144. This weld joint can be film cooled by the film cooling holes shown as black arrows 104h. Other sliding joint such as 106 can also be cooled with effusion holes 106h
The double sliding joint 106 is composed of a strip 106a made of sheet metal extending circumferentially around the central axis 11. The strip 106a is welded to the outer liner inner skin 40 and defines two annular slots 106b with the outer liner inner skin 40. The third and fourth segments 144b, 144c are slidably received in the annular slots 106b to allow movements caused by a difference in the thermal growth of the outer liner inner and outer skins 140, 144. In the embodiment shown, the strip 106a is cooled by effusion holes 106c defined therethrough and circumferentially distributed about axis 11.
Turning now to the inner liner 20, the inner liner outer skin 142 includes three segments 142a, 142, 142c and a third 110 and a fourth 112 double sliding joints of the combustor, which are disposed on opposite sides of the inner dilution boss. The first segment 142a is welded on the inner liner inner skin 38 at the combustor dome 24 and extends therefrom to the third double sliding joint 110. The second segment 142b extends from the third double sliding joint 110 to the fourth double sliding joint 112. The third segment 142c extends form the fourth double sliding joint to the SED end 36.
The third and fourth double sliding joints 110, 112 are identical, as such, only the third sliding joint 110 is described. The third sliding joint 110 includes a metal strip 110a having a “T”-shape cross-section. The metal strip 110a is welded on the inner liner inner skin 38 and defines two annular gaps 110b between the inner liner outer and inner skins 38, 142. The first and second segments 142a, 142b of the inner liner outer skin 142 are slidably received each within a respective one of the two annular gaps 110b.
A radial interference fit is created when in used because the inner liner inner skin 38 moves radially inward and entrain the same movement to the metal strip 110a which thereby pushes the inner liner outer skin 142 radially outwardly. The interference fit created by the third and fourth double sliding joints 110, 112 might reduce leaks of combustion gases. This sliding joint is a simpler, lighter and less costly design.
The joints described herein above can be implemented in further other ways by using, for instance, the exemplary features illustrated in
The first double sliding joint 202 is identical to the double sliding joint 102 of the combustor 100 of
The first segment 244a of the outer liner outer skin 244 is welded to the outer liner inner skin 40 at its upstream extremity near the dome 24 and extends therefrom to the first double sliding joint 202. Downstream ends of the second, third, and fourth segments 244b, 244c, 244d are welded on the outer liner inner skin 40 to define the first, second, and third single sliding joints 204, 206, 208.
In the embodiment shown, the first segment 242a of the inner liner outer skin 242 is welded to the inner liner inner skin near the combustor dome 24 and extends therefrom to the second double sliding joint 210. The second double sliding joint 210 is substantially identical to the second double sliding joint 106 described in reference to
In a particular embodiment, the gap 50, 108, 212 between the outer and inner skins 38, 40, 42, 44 provide sufficient cooling to avoid using heat shields. Hence, less pieces are susceptible to break during operation and the probabilities of damaging downstream components of the engine 10 might be reduced. Therefore, in a particular embodiment, substantial weight savings might be possible by the removal of the heat shields and by the associated studs and nuts required to attach the heat shields to the outer skins. Hence, performance of the gas turbine engine 10 might be improved. Moreover, as aforementioned, the compressed air from the compressor 14 is used four times. In a particular embodiment, using the compressed air four times increases performances of the gas turbine engine 10 because less air from the compressor 14 is required, hence more air is available for energy extraction in the turbine section 18. Furthermore, splitting the gap in a plurality of cavities allows the gap to cover a greater length of the combustor compared to a configuration where the gap is not split. This also allows the inside pressure of each cavity to be optimized for the changing combustor internal pressure.
Referring to all figures, to assemble the double skin combustor 16 having the radially inner liner 20 and the radially outer liner 22, the segments 44a, 44b, 44c of the outer liner outer skin 44 are joined to the outer liner inner skin 40 via the sliding joints 74, 76. Segments 42a, 42b of the inner liner outer skin 42 are joined to the inner liner inner skin 38 via the inner sliding joint 78. The radially inner liner 20 is attached to the radially outer liner 22 to define an annular combustion chamber 26 of the double skin combustor 16. In the embodiment shown, the dilution bosses 80, 82 are welded to the inner skin 38, 40 and the outer skins 42, 44 are abutted against the dilution bosses 80, 82. In the embodiment shown, the upstream and downstream LED segments 44b, 44c are slidably inserted in annular slots 76e of the double sliding joints 76; the upstream LED segment 44b is inserted in the annular slot 74f of the outer sliding joint; and the SED segment 42b is slidably inserted in the annular slot of the inner sliding joint 78.
The above description is meant to be exemplary only, and one skilled in the art will recognize that changes may be made to the embodiments described without departing from the scope of the invention disclosed. Any modifications which fall within the scope of the present invention will be apparent to those skilled in the art, in light of a review of this disclosure, and such modifications are intended to fall within the appended claims.
