The present invention relates to the field of combustion chambers for aircraft, specifically the injectors for such combustion chambers.

STATE OF THE ART

The injectors used in aircraft combustion chambers are typically configured to provide optimized performance for the different operating modes.

These different combustion regimes but have very distinct characteristics, sometimes involving conflicting constraints, which requires a compromise between different room performance.

Therefore, current injectors offer a significant margin in terms of optimization.

PRESENTATION DE L'INVENTION

The present invention thus aims at providing a system that meets at least partially this problem.

To this end, the present invention provides an injector for gas turbine combustion chamber comprising

- a fluid supply system,

- an injector body extending along a longitudinal axis,

- an injection head disposed on the injector body, configured to project said fluid in a direction inclined relative to the longitudinal axis

said injector further comprises an actuator configured to selectively drive the injector in rotation along the longitudinal axis, so as to change the projection direction of the fluid, the actuator being configured to allow modification of the orientation of injector by rotation about the longitudinal axis of an amplitude less than or equal to 90 °.

The fluid supply system typically comprises a flexible or a rigid ramp ramp provided with a watertight joint at the injector.

The invention also relates to a combustion chamber including at least one injector as defined above.

The combustion chamber is, for example a combustion chamber gyratory technology, and wherein said at least one injector is disposed in outer ring of the combustion chamber.

The actuator typically comprises a control system configured to change the orientation of the injector in accordance with a combustion chamber bypass pressure and / or a fuel pressure.

The invention further relates to a turbomachine comprising a combustion chamber as defined above.

The invention further relates to an aircraft comprising such a turbomachine.

PRESENTATION DES FIGURES

Other features, objects and advantages of the invention appear from the following description, which is purely illustrative and non-limiting and should be read with reference to the accompanying drawings, in which Figure 1 shows schematically an injector according to an aspect of

the invention, and Figures 2A and 2B schematically illustrate the operation.

On all figures, the common elements are identified by like reference numerals.

DETAILED DESCRIPTION

FIG 1 shows schematically an injector according to an aspect of the invention, and Figures 2A and 2B schematically illustrate the operation.

Is shown in Figure 1 a view of a nozzle 1 mounted in a wall 2 of combustion chamber 3, typically a combustion chamber gyratory technology, which may for example be incorporated in a turbine engine of an aircraft.

In the case where the combustion chamber 3 is gyratory technology, the injector 1 is then e.g. disposed outer shell of the combustion chamber 3.

The injector 1 as shown comprises a body 4 having one end 41 projecting into the internal volume of the combustion chamber 3. The body 4 of injector 1 extends in a longitudinal direction defining a longitudinal axis ZZ .

5 a fluid supply system is integrated in the body 4 of injector 1, so as to allow the feeding of an injection head 6 disposed in the end 41 of the body 4. The injection head 6 is typically formed by an injection nozzle.

In the example shown, the five fluid supply system is a conduit extending substantially along the longitudinal axis ZZ in the body 4.

The fluid supply system 5 may comprise a ramp, having for example a flexible portion, or a rigid boom fitted with a sealed joint at the injector.

The end 41 as shown has a generally hemispherical shape, part of which is recessed to allow the introduction of the injection head 6. The injection head 6 defines an injection direction that are identified by injecting axis XX in Figs. This injection axis XX is inclined relative to the longitudinal axis ZZ, an angle strictly ranging between 0 and 90 °.

During operation of the combustion chamber 3, the injector 1 is operated to perform a fuel injection according to an injection direction defined by the orientation of the injection head 6.

In order to enable to optimize the injection regardless of the operating mode of the combustion chamber 3, the system as proposed also comprises an actuator 7 connected to the body 4 of injector 1 via the rotary drive means 71, here a toothed wheel.

The actuator 7 comprises for example means for driving by toothed rack, by rod or any other suitable drive means. The body 4 of injector 1 is connected to the walls 2 of the combustion chamber 3 via bearings 83 and 84, configured to allow a degree of freedom in rotation about the longitudinal axis ZZ.

In the example shown, a first bearing 83 is disposed near the end 41 of the body 4, and a second bearing 84 is disposed on a further back part of the body 4 further away from the combustion chamber 3.

An insulating member 85 is typically disposed between the body 4 of injector 1 and the wall 2 of the combustion chamber 3 in order to isolate and protect the first bearing 83 of the combustion chamber 3.

The actuator 7 makes it possible to rotate the injector 1 about the longitudinal axis ZZ. The amplitude of this pivot is typically limited; for example up to 180 ° or to a maximum of 90 °.

2A and 2B are two views in the direction A marked on Figure 1 and is represented schematically in both Figures 2A and 2B an example of changing the orientation of the injector 1, the injection direction from the axis XX to the axis XX ', forming an angle of 90 ° with the axis XX.

Such a change in the orientation of the injector 1, and thus the fluid injection direction of the injection head 6 allows to optimize the injection according to the operating conditions of the combustion chamber 3.

Indeed, conventional injectors for combustion chamber are fixed, and thus do not allow to adapt the injection mode of operation of the combustion chamber, resulting in increased fuel consumption during certain modes of operation, eg at low speed.

The proposed structure allows to optimize the operation of the combustion chamber 3, whatever their mode of operation, and therefore improves the robustness of the combustion system, while improving part-load consumption.

A rotation of an amplitude of the order of 90 ° is typically sufficient to allow to optimize the operation of the combustion chamber in its various operating modes.

For example, in a combustion chamber 3 comprising a plurality of injectors, each of these injectors can then be controlled independently to optimize the operation of the combustion chamber 3.

The orientation of the injectors can be carried out actively, for example by the combination of a computer and an actuator, or via a passive control via the air pressure in the combustion chamber 3 and / or pressure in the fluid supply system 5.

As an example for the realization of a steering of the passive type, a pressure transplanting in the combustion chamber 3 and / or within the fluid supply system 5 can be made to the control of a system such as a jack or a piston driving the drive means 71 in rotation and thus achieving the orientation of the injector 1.

A control pressure can thus be taken in the combustion chamber 3 and / or within the fluid supply system 5, and oppose one such thrust force exerted by a biasing means such as a spring defining an actuator default orientation 1. the pressure change within the combustion chamber 3 and / or within the fluid supply system 5 therefore causes a change in the orientation of the injector 1 thereby optimizing injection. The combination of the cylinder or piston and pressure transplanting means then form a passive actuator 7 to perform a continuous control of the orientation of the injector 1.

As an example for the realization of a steering of the active type, the actuator 7 may for example be configured to control the orientation of the injector considered depending on a pressure detected in the chamber combustion 3, a bypass air circuit of the combustion chamber, or as a function of the pressure in the fluid supply system 5. More generally, the actuator driver 7 typically the orientation of the injector considered as a function of the engine load including the combustion chamber. In the example illustrated in Figure 1, schematically shows a sensor 72 configured to measure the

fluid pressure in the fluid supply system 5, the actuator 7 can thus control the orientation of the injector 1 according to this measurement.

The actuator 7 is typically configured to perform a continuous control of the orientation of the injector 1, which in particular enables to avoid the occurrence of transients that might damage the combustion chamber.

claims

An injector (1) of gas turbine combustor comprising

- a fluid supply system (5),

- an injector body (4) extending along a longitudinal axis (ZZ),

- an injection head (6) disposed on the nozzle body (4) configured to project said fluid in a direction (XX) inclined relative to the longitudinal axis (ZZ)

- an actuator (7) configured to selectively drive the injector (1) in rotation about the longitudinal axis (ZZ), so as to change the fluid jet direction (XX),

characterized in that the actuator (7) is configured to allow modification of the orientation of the injector (1) by rotation about the longitudinal axis (ZZ) of a magnitude less than or equal to 90 °.

2. An injector (1) according to claim 1, wherein said fluid supply system (5) comprises a flexible or a rigid ramp boom fitted with a sealed joint connecting it to the injector (1).

3. Combustion chamber (3) comprising at least one injector (1) according to one of Claims 1 or 2.

4. Combustion chamber (3) according to claim 3, wherein said combustion chamber is a combustion chamber gyratory technology, and wherein said at least one injector (1) is disposed in outer ring of the combustion chamber.

5. Combustion chamber (3) according to one of Claims 3 or 4, wherein said actuator (7) comprises a control system configured to change the orientation of the injector (1)

function of a bypass pressure in the combustion chamber and / or a fuel pressure.

6. A turbomachine comprising a combustion chamber (3) according to one of claims 3 to 5.

7. An aircraft comprising a turbomachine according to claim 6.