• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    The invention relates to a constant volume combustion system (3) for a turbomachine, this system comprising: - a plurality of combustion chambers (11-14) regularly distributed around a longitudinal axis (AX); a collector (7) comprising a radially oriented outlet for supplying each combustion chamber with compressed air coming from a compressor; a toroidal exhaust duct (4) comprising a radially oriented inlet for collecting the combustion gases coming from the combustion chambers (11-14), the combustion chambers (11-14) being interposed radially between the outlet of the collector ( 7) and the inlet of the exhaust duct (4); - Timing means for each chamber (11-14) of the compressed air inlet from the outlet of the collector (7) and the ejection of combustion gas to the exhaust duct (4).
    公开号:FR3032781A1
    申请号:FR1551301
    申请日:2015-02-17
    公开日:2016-08-19
    发明作者:Guillaume Taliercio；Christophe Nicolas Henri Viguier
    申请人:Turbomeca SA；
    IPC主号:
    专利说明:

    [0001] TECHNICAL FIELD The invention relates to a constant volume combustion system, also known by the acronym CVC, or to the term "combustion according to the Humphrey cycle". system being intended to equip an aircraft engine turbomachine. STATE OF THE PRIOR ART The combustion chamber of the majority of current aircraft engines, of the turbojet type, operates according to the Brayton cycle which is a continuous combustion cycle at constant pressure. It is however known that the replacement of a constant pressure combustion system by a constant volume combustion system, that is to say implementing the Humphrey cycle, should bring a specific consumption gain of up to twenty percent. In general, the Humphrey cycle requires that the charge be kept in a physically closed volume during a certain part of the cycle, and it induces the implementation of a pulsed-type operating regime. In practice, a constant-volume combustion aircraft engine comprises a compressor, an exhaust duct and a combustion chamber connected to the compressor and the duct, respectively by injection and ejection valves. Each constant volume combustion cycle comprises a phase of admission and establishment in the combustion chamber of a mixture of compressed air and fuel, a phase of ignition by a controlled system and combustion of the mixture, and a phase of expansion and ejection of the combustion gas. Valves are controlled in a synchronized manner to implement these three phases of the Humprey cycle: they are in particular all closed during the combustion phase, after which the opening of the ejection valve (s) allows the expansion and the ejection of the combustion gases. In known constant volume combustion systems, hitherto it has been mainly sought to reduce the overall size of the system, in particular to integrate it into the thickness of the wing of the aircraft. The object of the invention is instead to provide a constant volume combustion system architecture that can be integrated in a simple manner to a current turbine engine architecture, having a generally cylindrical shape and large diameter.
    [0002] SUMMARY OF THE INVENTION The object of the invention is a constant volume combustion system for an aircraft turbomachine, this system comprising: a plurality of combustion chambers regularly distributed around a longitudinal axis; a compressed air collector extending around the longitudinal axis and comprising a radially oriented compressed air outlet for supplying each combustion chamber with compressed air coming from a compressor of the turbomachine; An exhaust duct extending around the longitudinal axis and comprising a radially oriented inlet for receiving the combustion gases from the combustion chambers and an axially oriented outlet, the combustion chambers being interposed radially between the combustion chamber; outlet of the manifold and the inlet of the exhaust duct; - Timing means of the admission in each compressed air combustion chamber from the outlet of the collector and the ejection out of each combustion chamber of combustion gas to the exhaust duct. With this arrangement, the combustion system extends radially over a small length along the longitudinal axis, which facilitates its integration with a current turbine engine, where it can be installed in place of a continuous combustion chamber, that is between the compression stages and the turbine stages. The invention also relates to a combustion system thus defined, comprising a combustion body carrying the combustion chambers, this combustion body comprising, at each combustion chamber, a radially oriented compressed air inlet opening and an opening. radially oriented exhaust gas exhaust, and a rotary distributor with rotary drive means of this rotary distributor, this rotary distributor comprising: an intake ring coaxial with the longitudinal axis and provided with 10 lumens, intake, this intake ring being interposed radially between the outlet of the collector and the combustion body; - An exhaust crown coaxial with the longitudinal axis and provided with exhaust ports, this exhaust ring being interposed radially between the inlet of the exhaust duct and the combustion body.
    [0003] The invention also relates to a combustion system thus defined, wherein the outlet of the collector extends around the combustion chamber and wherein the combustion chambers are located around the inlet of the exhaust duct. The invention also relates to a combustion system thus defined, wherein the inlet of the exhaust duct extends around the combustion chambers, and wherein the combustion chambers are located around the outlet of the collector. The invention also relates to a combustion system thus defined, wherein each combustion chamber comprises an intake port and an exhaust port, and wherein each combustion chamber is rotatably mounted about an axis which is central to be able to turn on itself, means for rotating the combustion chambers, each intake port for admission of compressed air into the chamber when this light is opposite the outlet of the collector compressed air, each exhaust port for exhausting combustion gases out of the combustion chamber when this exhaust port is opposite the inlet of the exhaust duct. The invention also relates to a combustion system thus defined, in which the means for rotating each combustion chamber 5 comprises a toothed wheel rotated about the longitudinal axis and for each combustion chamber a pinion geared in this toothed wheel being spaced radially from the longitudinal axis, each pinion being rigidly coupled to a corresponding combustion chamber. The invention also relates to a turbomachine comprising a constant volume combustion system thus defined. The invention also relates to an aircraft engine of the turbojet type comprising a turbomachine thus defined. BRIEF DESCRIPTION OF THE DRAWINGS Fig. 1 is a schematic side sectional view of a first embodiment of the system according to the invention comprising a fixed combustion chamber and which is integrated with a centrifugal compressor motor; Fig. 2 is a cross-sectional view showing the arrangement of the combustion chambers for the first or second embodiment of the invention; Figure 3 is an expanded view showing the arrangement of the intake and ejection ports in the first embodiment of the invention; FIG. 4 is a schematic partial side sectional view of a second embodiment of a system according to the invention also comprising a fixed combustion chamber and which is integrated with an axial compressor motor; Figure 5 is a schematic partial side sectional view of a third system embodiment according to the invention comprising a rotary combustion chamber and which is integrated with a centrifugal compressor motor.
    [0004] DETAILED DESCRIPTION OF PARTICULAR EMBODIMENTS In general, the invention applies to a turbomachine comprising a compressor that can be centrifugal or axial, and a turbine that can be centripetal or axial.
    [0005] In FIG. 1, a motor 1 equipped with the constant volume combustion system according to the invention has a general structure of revolution about a principal axis AX which corresponds to its longitudinal axis. This engine comprises upstream a compressor 2 which is here a centrifugal compressor, for supplying a constant volume combustion system 10 generally designated by the reference 3, ejecting combustion gases at the inlet of an exhaust duct 4 which is located downstream of this combustion system. The compressor 2, the combustion system 3 and the exhaust pipe 4 themselves have structures of revolution while being located one behind the other along the axis AX, the assembly being surrounded by a housing of 15 revolution 6 represented symbolically. The centrifugal compressor 2 is fed with air coming from the upstream of the engine and which is conveyed parallel to the longitudinal axis. When this air has passed through the centrifugal compressor, it is ejected radially in a centrifugal direction, that is to say away from the axis AX, to be received at the inlet of a manifold 7 in which it travels. first longitudinally downstream of the engine. Continuing its path in this manifold 7, the air is then directed radially in a centripetal direction, that is to say towards the axis AX, to exit the manifold 7 to enter the actual combustion system. 3. After being burned in the constant volume combustion system 3, the combustion gases are ejected from this system 3 radially in a centripetal direction by being admitted into the inlet of the exhaust duct 4. During their path in this duct exhaust, the gases are straightened to relax parallel to the axis AX. This expansion can, depending on the architecture chosen, be used to directly generate a thrust, or to drive a not shown turbine which is located downstream of the exhaust duct 4. As can be seen in FIG. 1, the combustion system 3 itself has a general toric structure. This system is surrounded by the outlet of the manifold 7, 5 and surrounds the inlet of the exhaust duct 4, while being located along the axis AX at the same level as the outlet of the manifold 7 and that the inlet This combustion system 3 comprises a fixed combustion body 8 having here four combustion chambers 11-14 regularly spaced from each other around the axis AX. Each combustion chamber 11-14 is a closed chamber delimited by one or more walls, but having an inlet opening 11a-14a at its outer periphery face, and an ejection opening 11e-14e at its face. internal device.
    [0006] The inlet openings 11a-14a allow the compressed air coming from the outlet of the manifold 7 to be admitted into the chambers 11-14 while the ejection openings make it possible to evacuate the combustion gases towards the inlet the exhaust duct. These admissions and ejections are conducted independently and coordinated for each of the chambers 11a-14a of the combustion body.
    [0007] The admissions and ejections of gas are ensured and synchronized by a rotary distributor 16 which comprises an intake ring 17 surrounding the combustion body 8 along its outer face, and an ejection ring 18 along the inner face of the body of the combustion 8 being surrounded by it. The intake ring 17 and the ejection ring 18 each have the shape of a cylinder trunk, centered on the axis AX, and they are joined by a bottom 19 of the distributor 16. This rotary distributor 16 thus has a shape general U-shaped ring channel which covers the upstream, internal and external faces of the combustion body 8. The intake ring 17 surrounds the combustion body 8 being interposed between the combustion body 8 and the outlet of the collector 7 Likewise, the ejection ring 18 is surrounded by the combustion body 8 by being interposed between this body and the inlet of the exhaust pipe 4. As can be seen in FIG. 17 comprises a series of four openings or intake ports marked 17a, regularly distributed along the inlet wall, that is to say regularly distributed around the axis AX. In the same way, the ejection wall 18 comprises four ejection openings or ejection eighteenth regularly distributed along this wall, that is to say around the axis of revolution AX.
    [0008] In operation, the distributor 16 is rotated about the axis AX, to sequence the admissions and gas ejections for the different chambers. More particularly, when a light 17a of the distributor 16 is vis-à-vis, at least partially, of the inlet opening 11a of the window 11, compressed air from the compressor is admitted into the chamber 11 via the outlet of the manifold 7. The distributor 16 continues its rotation, the light 17a deviates from the inlet opening 11a until it is closed. In this situation, the ejection opening 11e is also closed by the ejection wall 18, so that fuel can be injected into the chamber 11 by an injector 21 visible in FIG. 1. After injection of the fuel, the combustion in the closed chamber is triggered by a spark plug 22, or any other controlled ignition system. The distributor 16 continues to rotate about the axis AX, ejection ejection eigh 18e comes opposite the ejection opening 11e of the chamber 11, which allows the ejection of the combustion gases in the exhaust duct 4 via its inlet, to produce a thrust or to supply a turbine. The distributor 16 continues its rotation, a new window 17a coincides with the inlet opening 11a, which allows to start a new admission of compressed air. It should be noted that during the start of the compressed air intake, the gas ejection is still open because there is an overlap portion during which the intake and ejection ports are simultaneously open. This recovery allows to chase the combustion gases. On the other hand, the cycle just described for the combustion chamber 11 occurs in the same way for the other chambers, ie the chambers 12-14. As shown in Figure 1, the manifold 7 is defined by two walls of revolution, namely an inner wall 23 and an outer wall 24, the inner space of this manifold thus having a generally toric shape centered on the axis AX. The inner wall 23 can be fixed, or be rigidly secured to the rotary distributor 16 to rotate therewith, as is the case in the example of Figure 1. The outer wall 24 is here fixed by being example rigidly attached to the housing 6. It has an inner peripheral edge, located opposite the supply ring of the distributor 16 which is rotatable instead. A circular sealing means 27 is interposed between the inner edge of the outer wall 24 and the outer face of the supply wall 17 to ensure a satisfactory seal at this junction, when the distributor 16 is rotated relative to at the inner edge of the outer wall 24, that is to say when the engine is in use. The exhaust duct 4 is also delimited by an outer wall of revolution 28 and by an internal wall of revolution 29, this duct 4 also having a toric architecture around the longitudinal axis AX. The inner wall 29 is here fixed. It has an outer peripheral edge which is located vis-à-vis the ejection ring 18 that runs along. A sealing means 31 is interposed between this outer edge and the inner face of the ejection ring 18 to ensure a satisfactory seal of the junction of these two elements when the rotary distributor rotates, that is to say when the engine is in use. The outer wall 28 which is also fixed comprises an outer peripheral edge which is rigidly secured to an inner portion of the combustion body 8 which is also fixed.
    [0009] The sealing of the rotary distributor 8 with the combustion body is also optimized by four circular sealing means. Two circular sealing means 32 are interposed between the internal face of the intake ring 17, which is rotatable, and the external face of the combustion body 8 which is fixed, being arranged on either side of the lights of FIG. intake 17a and intake openings 11a-14a along the longitudinal axis AX. These two means are intended to limit or even cancel the amount of air admitted by an intake port 17a which leaks before reaching the corresponding intake opening. Similarly, two other circular sealing means 33 are also interposed between the outer face of the ejection ring 18 which is rotatable and the inner face of the combustion body 8 which is fixed, being arranged on both sides. Another ejection ports eighteenth and ejection openings 11e-14e along the longitudinal axis AX. According to the invention, the flow of compressed air and combustion gas 15 passing through the combustion chambers moves radially, that is to say perpendicular to the axis AX. In the example of FIG. 1, this flow is centripetal, that is to say it is directed towards the axis, which is appropriate for a centrifugal compressor architecture, that is to say delivering a radial flow of compressed air away from the axis, this flow can thus be deflected to be redirected to the axis for combustion. The invention also applies to an axial compressor motor architecture, as in the example of FIG. 4, in which the flow passes through the combustion chambers while being oriented centrifugally, contrary to the case of FIG. 1.
    [0010] In the example of FIG. 4, the motor, indicated by 41, comprises an axial compressor, not shown, which delivers compressed air into an axial manifold 42 delimited by a cylindrical inner wall 43 and an outer wall of revolution. which are both fixed. The compressed air first travels longitudinally through this manifold 42 and is thereafter radially deflected to exit the manifold in a centrifugal radial direction to enter the constant volume combustion system 46 surrounding it. the outlet of this collector 42. The combustion gases are then ejected radially from the system 46 in a centripetal direction to arrive at the inlet of an exhaust duct 47 which is also delimited by an inner wall of revolution 48 and by a outer wall of revolution 49. This exhaust pipe has a toroidal shape whose input surrounds the combustion system 46, and its inner wall and its outer wall are both fixed. The trajectory of the flue gases that are admitted radially into this exhaust duct 47 is rectified to make them run longitudinally, so that these gases relax in the direction AX so as to be able to feed a turbine not shown or to generate directly from the thrust oriented longitudinally. The constant volume combustion system 46 is quite similar to the combustion system 3 of the example of FIGS. 1 and 3. It comprises a combustion body 51 which is identical to the combustion body 8 and which comprises several chambers. of combustion regularly distributed around the axis AX. The admission and ejection of the gases is also synchronized by a rotary distributor 52 which is similar to the distributor 16 of the example of FIG. 1, this distributor also having a U-shaped ring-shaped channel shape which covers partially the combustion body. But the distributor 52 is here facing upstream, as opposed to that of Figure 1, that is to say, it covers the downstream face of the combustion body, and the outer and inner peripheral faces of this body.
    [0011] This rotary distributor 52 also has an outer ring, marked 53, and an inner ring marked 54 which is also cylindrical. Thus, the general structure of the distributor 52 is identical to that of the distributor 16, but it is its inner ring 54 which is equipped with intake ports to form the intake ring, and it is its outer ring 53 which 30 is provided with ejection lights to form the exhaust crown.
    [0012] Similarly, the inlet openings are located at the internal cylindrical wall of the combustion body 51, and the ejection openings are formed at the outer wall of the combustion body 51. The operation of this other engine 41 is similar to that of the engine 1: the admissions and exhausts being synchronized here also by a circular rotary distributor which surrounds the combustion body, but the admitted and ejected gases here follow a trajectory which is centrifugal instead of to be centripetal. The sealing of the rotary distributor 52 with the combustion body 51 is also optimized by four circular sealing means.
    [0013] Two circular sealing means are interposed between the outer face of the rotary intake ring and the inner face of the stationary combustion body, being arranged on either side of the openings and the openings of admission along the outside. AX axis. These two means are intended to limit or even cancel the amount of air admitted by a leaking admission port before reaching the corresponding intake opening 15. Similarly, two other circular sealing means are interposed between the inner face of the rotary ejection ring and the outer face of the fixed combustion body, being arranged along the axis AX on either side. lights and ejection openings.
    [0014] Complementarily, a circular sealing means is interposed between the outer edge of the inner wall 43 of the manifold 42 and the inner face of the feed ring to ensure a satisfactory seal for this junction, when the distributor rotates. Another circular sealing means is interposed between the inner edge of the inner wall 48 of the exhaust duct 47 and the outer face of the ejection ring to ensure a seal of the junction of these two elements when the rotary distributor turned. In the embodiment of FIGS. 1 to 4, the combustion body is stationary, and it is a rotary distributor that synchronizes the admissions and exhausts for each combustion chamber, these admissions and exhausts taking place along radially oriented trajectories. . However, the invention also relates to an architecture in which each combustion chamber is rotatably provided and rotated to synchronize the air intakes and the combustion gas exhausts. This is the case in the example of Figure 5 where this solution is applied to a motor 61 provided with a compressor which is centrifugal, the motor 61 thus having a general structure identical to that of the motor of Figure 1.
    [0015] This engine which appears in FIG. 5 comprises, like that of FIG. 1, a centrifugal compressor 2 at its upstream for supplying a constant volume combustion system 62 which ejects combustion gases at the inlet of an exhaust duct. downstream 4. The compressor 2, the combustion system 62 and the exhaust duct 4 themselves have structures of revolution while being distributed one behind the other along the axis AX, the assembly being surrounded by a casing 6. The compressor 2 delivers air that it ejects radially in a centrifugal direction, the latter being received at the inlet of the collector 7 in which it first travels longitudinally downstream before being straightened radially in a centripetal direction at the outlet of the manifold 7 to enter the system 62. After having been burned in the system 62, the gases are ejected radially in a centripetal direction to be admitted to the inlet of the condenser. 4 in which they are then straightened to relax parallel to the axis AX.
    [0016] The combustion system 62 is housed in a generally toroidal structure which is surrounded by the outlet of the manifold 7 and which surrounds the inlet of the exhaust duct 4, while being located along the axis AX at the same level as the outlet of the manifold 7 and that the inlet leads it 4.
    [0017] The constant-volume combustion system also comprises several separate combustion chambers, for example four, which are evenly distributed around the axis AX, one of these chambers appearing in the figure being indicated by 63.
    [0018] This combustion chamber 63 is surrounded by a fixed outer jacket 64 in which it is rotatably mounted so as to be pivotable about a longitudinal axis of rotation AR which is radially spaced from the axis AX. The engine is further equipped with means for rotating each internal combustion chamber envelope. These drive means here are a gear train 66 comprising, for example, a main wheel 67 of large diameter centered on the axis AX, and for each combustion chamber a pinion 68 driven by this main wheel and driving itself. the combustion chamber to which it is coupled being for example rigidly secured thereto. The fixed liner 64 has an inlet opening 69 which is located at the region of this liner which is furthest from the axis of revolution AX, this opening being thus opposite the exit of the 7. Similarly, this fixed liner 64 also has an ejection opening 71 which is instead located at its region closest to the axis AX, to lead directly into the inlet of the exhaust duct 4. The inlet and outlet openings 20 are advantageously spaced from each other along the axis AX. Complementarily, the rotary combustion chamber 63 has an intake port and an exhaust port, located respectively along the axis AX, at the height of the intake opening 69, and the ejection opening 71. These lights may be spaced apart from each other about the AR axis so as to optimize the timing of the compressed air intakes and the flue gas ejection. Thus, during the rotation of the combustion chamber 63 around its axis AR, when the intake port is opposite the opening 69, compressed air is admitted into the chamber, coming from the outlet of the manifold 7.
    [0019] When the intake port is no longer vis-à-vis the opening 69, the chamber 63 is completely closed, allowing the fuel to be injected and the combustion to be ignited by a controlled ignition. putting for example a candle. Then, the rotational movement of the chamber 63 leads to a situation in which the ejection lumen is vis-à-vis the exhaust opening 71, which allows the combustion gases to be ejected in the inlet of the exhaust duct 4 to be expanded in order to drive a turbine or to generate a thrust. The intake and exhaust ports may be located at the same level about the AR axis being spaced from each other along this axis, so that when the intake port is screwed to the opening 69, the exhaust port is closed by the remainder of the jacket. In the same way, when the exhaust port is opposite the opening 71, the intake port is closed by the remainder of the jacket in this region. In this case, the intake and exhaust openings are then also spaced from each other along the axis AX by a suitable value. As will be understood, the other combustion chambers have the same operation as the chamber 63, which allows these different chambers to deliver combustion gases at the inlet of the exhaust duct 4. In the example which has The invention is applied to an aircraft engine turbine engine, but the invention also applies to a turbomachine belonging to a different equipment, such as in particular a terrestrial equipment for producing electrical energy or other.
    权利要求:
    Claims (8)
    [0001]
    REVENDICATIONS1. A constant volume combustion system (3; 46; 62) for a turbomachine, this system comprising: - a plurality of combustion chambers (11-14) regularly distributed about a longitudinal axis (AX); a compressed air collector (7; 42) extending around the longitudinal axis (AX) and comprising a radially oriented compressed air outlet for supplying each combustion chamber with compressed air coming from a compressor of the turbomachine; an exhaust duct (4; 47) extending around the longitudinal axis (AX) and comprising a radially oriented inlet for receiving the combustion gases from the combustion chambers (11-14) and an outlet axially oriented, the combustion chambers (11-14) being radially interposed between the outlet of the manifold (7; 42) and the inlet of the exhaust duct (4; 47); means for timing the admission into each combustion chamber (11-14) of compressed air coming from the outlet of the collector (7; 42) and the ejection from each combustion chamber (11-14) of combustion gas to the exhaust duct (4; 47).
    [0002]
    2. System according to claim 1 comprising a combustion body (8; 51) carrying the combustion chambers (11-14) this combustion body having at each combustion chamber (11-14) an opening (11a-14a). ) radially oriented compressed air inlet, and a radially oriented exhaust gas outlet (11e-14e), and a rotary distributor (16; 52) with rotary drive means of said rotary distributor (16; 52), this rotary distributor (16; 52) comprising: - an intake ring (17) coaxial with the longitudinal axis (AX) and provided with inlet ports (17a), this intake ring (17) being radially interposed between the outlet of the manifold (7; 42) and the combustion body (8; 51); - an exhaust crown (18) coaxial with the longitudinal axis (AX) and provided with exhaust ports (18e), this exhaust crown being interposed radially between the inlet of the exhaust duct (4); ) and the combustion body (8; 51). 5
    [0003]
    3. System according to claim 1 or 2, wherein the outlet of the collector (7) extends around the combustion chamber (11-14) and wherein the combustion chambers (11-14) are located around the inlet of the exhaust duct (4).
    [0004]
    The system of claim 1 or 2, wherein the inlet of the exhaust duct (47) extends around the combustion chambers (11-14), and wherein the combustion chambers (11-14) are located around the outlet of the manifold (42).
    [0005]
    The system of claim 1, wherein each combustion chamber (63) has an intake port and an exhaust port, and wherein each combustion chamber (63) is rotatably mounted about an axis ( AR) which is central to it to rotate on itself, means (66) for rotating the combustion chambers (63), each intake port for admitting compressed air into the chamber (63). ) when this light is opposite the outlet of the compressed air manifold (7), each exhaust port allowing exhaust of combustion gases out of the combustion chamber (63) when this exhaust port is opposite the inlet of the exhaust duct (4).
    [0006]
    6. System according to claim 5, wherein the means for rotating each combustion chamber comprise a toothed wheel (67) rotated about the longitudinal axis (AX) and for each combustion chamber (63). ) a gear (68) geared in this gear wheel being spaced radially from the longitudinal axis (AX), each pinion being rigidly coupled to a corresponding combustion chamber (63).
    [0007]
    7. Turbomachine comprising a constant volume combustion system according to one of the preceding claims. 3032781 17
    [0008]
    8. Aircraft engine comprising a turbomachine according to claim 7.
    类似技术:
    公开号 | 公开日 | 专利标题
    EP3259461B1|2020-05-06|Constant-volume combustion system for a turbine engine of an aircraft engine
    EP3250858B1|2021-03-03|Constant-volume combustion module for a turbine engine
    EP2525070A1|2012-11-21|Ramjet engine with detonation chamber and aircraft comprising such a ramjet engine
    EP2034245A1|2009-03-11|Gas turbine combustion chamber with helicoidal air circulation
    FR2904663A1|2008-02-08|DOUBLE FLOW TURBOMACHINE WITH ARTIFICIAL VARIATION OF ITS COLLEGE SECTION
    EP3250859A1|2017-12-06|Constant-volume combustion module for a turbine engine, comprising communication-based ignition
    WO2014060656A1|2014-04-24|Jet pump for depressurizing lubrication chambers of a turbomachine, having independent double injectors
    EP2003399A2|2008-12-17|Turbomachine combustion chamber with helical air circulation
    EP1956226B1|2009-08-19|Discharge device for a jet engine, and jet engine comprising same
    EP2414652B1|2013-07-17|Supercharged internal combustion engine
    FR2696210A1|1994-04-01|System for adjusting the air supply conditions of a turbomachine, centrifugal compressor comprising an adjustment system and auxiliary power unit comprising such a compressor.
    EP3688294B1|2021-07-28|Constant volume combustion chamber and associated turbine engine combustion system
    FR2960259A1|2011-11-25|Turbocharger for use in e.g. turbojet engine of aircraft, has combustion chamber supplied with compressed air by opening that allows introduction of air in chamber, and compressor whose air outlets are opened in inner volume of reservoir
    FR3068075B1|2019-08-09|CONSTANT VOLUME COMBUSTION SYSTEM COMPRISING A SEGMENTED LIGHTING ROTATING ELEMENT
    FR3011583A1|2015-04-10|JET TRUMP FOR DEPRESSURIZING LUBRICATING ENCLOSURES OF A COAXIAL INDEPENDENT INJECTOR TURBOMACHINE
    EP2078822B1|2012-07-18|Gas-turbine engine with valve for connecting two enclosures
    FR3068076A1|2018-12-28|CONSTANT VOLUME COMBUSTION SYSTEM WITH BYPASS FLOW
    FR3068074B1|2019-08-09|CONSTANT VOLUME COMBUSTION SYSTEM WITH CLOISONNE EXHAUST MANIFOLD
    FR3097592A1|2020-12-25|Constant volume combustion system with synchronized injection
    CA2971988A1|2016-07-21|Turbine engine combustion assembly
    CH377588A|1964-05-15|Gas turbine engine
    CH287985A|1952-12-31|Gas turbine installation.
    同族专利:
    公开号 | 公开日
    CA2976148A1|2016-08-25|
    CN107250509B|2020-07-28|
    EP3259461B1|2020-05-06|
    WO2016132055A1|2016-08-25|
    EP3259461A1|2017-12-27|
    FR3032781B1|2018-07-06|
    RU2017132266A3|2019-08-29|
    PL3259461T3|2020-08-24|
    JP2018508694A|2018-03-29|
    US20180038278A1|2018-02-08|
    RU2017132266A|2019-03-18|
    RU2717473C2|2020-03-23|
    KR20170117570A|2017-10-23|
    CN107250509A|2017-10-13|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    FR346883A|1904-07-04|1905-02-13|Pierre Rambal|Gas turbine with explosion|
    DE387166C|1922-06-07|1923-12-21|Alfred Krone|Rotary valve control for explosion turbines|
    US2579321A|1948-04-09|1951-12-18|Nina K Guercken|Apparatus for producing gas under pressure|
    GB2035459A|1978-11-27|1980-06-18|Semery J|An intermittent combustion gas turbine plant|
    US5615548A|1995-07-26|1997-04-01|Lockheed Martin Corporation|Dual rotor pulse detonation apparatus|WO2018234698A1|2017-06-23|2018-12-27|Safran|Constant volume combustion system comprising a rotating closure element with segmented apertures|
    WO2020012112A1|2018-07-12|2020-01-16|Safran|Fuel injection system of a constant-volume combustion system for a turbomachine|US2675675A|1954-04-20|Muctlpefi combustion chamber jet |
    US861329A|1905-07-03|1907-07-30|Der Maschinenfabriken Von Escher Wyss & Co Ag|Explosion gas-turbine.|
    US1654119A|1925-12-05|1927-12-27|Enders Karl|Internal-combustion turbine with rotary slide valve|
    US2010823A|1930-12-11|1935-08-13|Holzwarth Gas Turbine Company|Method of and apparatus for supercharging explosion chambers|
    SU31718A1|1931-05-30|1933-08-31|Б.К. Штавеман|Reactive internal combustion turbine|
    FR772104A|1933-04-24|1934-10-23|Process for igniting combustible mixtures in explosion chambers, particularly combustion turbines|
    DE2232025A1|1972-06-30|1974-01-17|Motoren Turbinen Union|GAS TURBINE SYSTEM, IN PARTICULAR ENGINE WITH COUNTER-ROOM COMBUSTION|
    US4177638A|1975-06-24|1979-12-11|Deere & Company|Single shaft gas turbine engine with radial exhaust diffuser|
    SU1149688A1|1983-07-18|1997-01-20|Н.К. Рязанцев|Periodic combustion gas-turbine engine|
    US4693075A|1984-10-31|1987-09-15|Andrew Sabatiuk|Gas turbine engines employing fixed volume combustion|
    US4993220A|1989-07-24|1991-02-19|Sundstrand Corporation|Axial flow gas turbine engine combustor|
    US5237811A|1990-12-26|1993-08-24|Stockwell James K|Rotary internal combustion engine apparatus|
    US6983604B1|2004-07-30|2006-01-10|Samuel Barran Tafoya|Thermodynamic pressure generator|
    US8065881B2|2008-08-12|2011-11-29|Siemens Energy, Inc.|Transition with a linear flow path with exhaust mouths for use in a gas turbine engine|
    JP6086391B2|2011-08-22|2017-03-01|トクァン，マジェドＴＯＱＡＮ， Ｍａｊｅｄ|Annular cylindrical combustor with graded and tangential fuel-air nozzles for use in gas turbine engines|
    US9121302B2|2012-07-12|2015-09-01|Hamilton Sundstrand Corporation|Radial compressor blade clearance control system|
    CN203879631U|2014-06-04|2014-10-15|华能国际电力股份有限公司|Ground-based combustion gas turbine using pulse detonation combustion|CN109869241B|2019-03-07|2020-07-10|浙江理工大学|Hypergravity gas engine device and method|
    USD885438S1|2019-10-05|2020-05-26|Mountain Aerospace Research Solutions, Inc.|Engine|
    US11174817B2|2020-01-29|2021-11-16|Mountain Aerospace Research Solutions, Inc.|Air-Breathing rocket engine|
    US10961952B1|2020-01-29|2021-03-30|Mountain Aerospace Research Solutions, Inc.|Air-breathing rocket engine|
    US11002225B1|2020-01-29|2021-05-11|Mountain Aerospace Research Solutions, Inc.|Air-breathing rocket engine|
    US11220979B1|2020-11-10|2022-01-11|Mountain Aerospace Research Solutions, Inc.|Liquid-cooled air-breathing rocket engine|
    法律状态:
    2016-02-09| PLFP| Fee payment|Year of fee payment: 2 |
    2016-08-19| PLSC| Publication of the preliminary search report|Effective date: 20160819 |
    2017-02-10| PLFP| Fee payment|Year of fee payment: 3 |
    2017-09-01| CD| Change of name or company name|Owner name: SAFRAN HELICOPTER ENGINES, FR Effective date: 20170727 |
    2018-01-23| PLFP| Fee payment|Year of fee payment: 4 |
    2020-01-22| PLFP| Fee payment|Year of fee payment: 6 |
    2021-11-12| ST| Notification of lapse|Effective date: 20211005 |
    优先权:
    申请号 | 申请日 | 专利标题
    FR1551301A|FR3032781B1|2015-02-17|2015-02-17|CONSTANT VOLUME COMBUSTION SYSTEM FOR AIRCRAFT ENGINE TURBOMACHINE|
    FR1551301|2015-02-17|FR1551301A| FR3032781B1|2015-02-17|2015-02-17|CONSTANT VOLUME COMBUSTION SYSTEM FOR AIRCRAFT ENGINE TURBOMACHINE|
    KR1020177026152A| KR20170117570A|2015-02-17|2016-02-15|A constant-volume combustion system for turbine engines of aircraft engines|
    PL16713954T| PL3259461T3|2015-02-17|2016-02-15|Constant-volume combustion system for a turbine engine of an aircraft engine|
    JP2017542131A| JP2018508694A|2015-02-17|2016-02-15|Constant volume combustion system for aircraft engine turbine engine|
    RU2017132266A| RU2717473C2|2015-02-17|2016-02-15|Constant-volume combustion system for gas turbine engine of aircraft engine|
    EP16713954.2A| EP3259461B1|2015-02-17|2016-02-15|Constant-volume combustion system for a turbine engine of an aircraft engine|
    US15/551,419| US20180038278A1|2015-02-17|2016-02-15|Constant-volume combustion system for a turbine engine of an aircraft engine|
    PCT/FR2016/050337| WO2016132055A1|2015-02-17|2016-02-15|Constant-volume combustion system for a turbine engine of an aircraft engine|
    CN201680010670.9A| CN107250509B|2015-02-17|2016-02-15|Constant volume combustion system for a turbine engine of an aircraft engine|
    CA2976148A| CA2976148A1|2015-02-17|2016-02-15|Constant-volume combustion system for a turbine engine of an aircraft engine|
    [返回顶部]