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A combustor for a gas turbine engine that facilitates reducing combustor chamber dump pressure losses to improve combustor and engine performance is described. The combustor includes a diffuser that diffuses airflow directed into the combustor. The diffuser includes an outer wall, an inner wall, and

A combustor for a gas turbine engine that facilitates reducing combustor chamber dump pressure losses to improve combustor and engine performance is described. The combustor includes a diffuser that diffuses airflow directed into the combustor. The diffuser includes an outer wall, an inner wall, and a plurality of splitter vanes between the outer wall and the inner wall. The splitter vanes are spaced radially apart, and each is spaced radially from a respective diffuser wall such that an outer passage, an inner passage, and a central passage are defined by the splitter vanes.

대표청구항 ▼

A combustor for a gas turbine engine that facilitates reducing combustor chamber dump pressure losses to improve combustor and engine performance is described. The combustor includes a diffuser that diffuses airflow directed into the combustor. The diffuser includes an outer wall, an inner wall, and

A combustor for a gas turbine engine that facilitates reducing combustor chamber dump pressure losses to improve combustor and engine performance is described. The combustor includes a diffuser that diffuses airflow directed into the combustor. The diffuser includes an outer wall, an inner wall, and a plurality of splitter vanes between the outer wall and the inner wall. The splitter vanes are spaced radially apart, and each is spaced radially from a respective diffuser wall such that an outer passage, an inner passage, and a central passage are defined by the splitter vanes. an octane rating of 90 or more, wherein the location of the combustion event is controlled by spark timing and wherein auto-ignition is prevented by control of boost pressure, oxygen concentration in the charge-air and charge-air temperature. 6. The method of claim 1 further comprising: recirculating a portion of the exhaust gas for admixture with said charge-air and fuel; sensing oxygen concentration in the admixture; and regulating the portion of exhaust gas recirculated to bring the sensed oxygen concentration to a target oxygen concentration determined for the engine operating conditions. 7. The method of claim 1 further comprising: sensing the boosted pressure; controlling rate of fuel introduction into the internal combustion engine responsive to the sensed charge-air intake temperature and the sensed boosted pressure. 8. The method of claim 1 wherein said fuel is introduced into the ambient air either upstream or downstream of the at least one compressor so that the fuel is contained within the charge-air. 9. The method of claim 1 further comprising: circulating engine coolant at a flow rate F and in a heat exchange relationship with engine surfaces contacting the charge-air; and controlling the flow rate F responsive to changes in the engine speed and load. 10. The method of claim 9 further comprising: circulating the engine coolant through a radiator; and controlling cooling of the engine coolant in passage through the radiator responsive to changes in the engine speed and load. 11. The method of claim 1 further comprising: circulating engine coolant in a heat exchange relationship with engine surfaces contacting the charge-air and through a radiator; and controlling cooling of the engine coolant in passage through the radiator responsive to changes in the engine speed and load. 12. The method of claim 1 wherein the fuel is diesel fuel and wherein auto-ignition occurs when the fuel is introduced into a cylinder of the internal combustion engine. 13. The method of claim 1 wherein the internal combustion engine is operated with a compression ratio of at least 12:1 and wherein the fuel is gasoline, and further comprising: recirculating a portion of the exhaust gas for admixture with the charge-air and fuel; determining peak cylinder pressure; determining oxygen concentration in the admixture; and regulating the portion of exhaust gas recirculated to produce auto-ignition and the peak cylinder pressure within a predetermined location in a combustion cycle. 14. The method of claim 13 wherein said predetermined location in the combustion cycle is within a range of from immediately after TDC to near fifteen degrees after TDC. 15. A method of operating an internal combustion engine comprising: intaking ambient air through at least one compressor to provide a charge-air at a boosted pressure and introducing the boosted charge-air to the internal combustion engine; introducing fuel into the internal combustion engine for combustion in admixture with the charge-air, producing an exhaust gas; sensing torque demand; and changing the boosted pressure proportional to a change in the sensed torque demand so as to maintain an approximately constant ratio Hc/cvM wherein Hc is the heat of combustion, cvis the specific heat capacity of the admixture of charge-air, and M is the mass of the charge-air. 16. A method of operating an internal combustion engine comprising: intaking ambient air to provide a charge-air and introducing the charge-air to the internal combustion engine; introducing fuel into the internal combustion engine for combustion in admixture with the charge-air at a combustion temperature approximating a target combustion temperature, and producing an exhaust gas; passing a first portion of the charge-air through a heat exchanger for heat exchange and by-passing a second portion of the charge-air through a by-pass line around said heat exchanger; sen