阅读说明：本技术 用于燃气涡轮燃烧器衬套的压力调节活塞密封件 (Pressure regulated piston seal for gas turbine combustor liner ) 是由 石进杰 S·G·沙德沃尔德 J·P·霍帕 K·D·加利耶 C·E·沃尔夫 R·普罗克托尔 于 2018-04-20 设计创作，主要内容包括：一种密封组件,其用于在燃气涡轮中的燃烧器衬套和下游部件(例如第一级涡轮喷嘴)的界面处密封燃气涡轮热气体路径流。所述密封组件包括限定腔体的活塞环密封壳体以及设置在所述腔体内的活塞环。活塞环围绕燃烧器衬套周向地设置。活塞环响应调节压力以确保活塞环与燃烧器衬套的外表面的密封接合。密封组件包括一个或多个分段通槽、凸块或通道特征结构中的至少一种,以提供离开压缩机流到腔体的高压(P-(高))旁路空气流的流动通过。高压(P-(高))旁路空气流对活塞环施加径向力。(A seal assembly for sealing gas turbine hot gas path flow at the interface of a combustor liner and a downstream component (e.g., a first stage turbine nozzle) in a gas turbine. The seal assembly includes a piston ring seal housing defining a cavity and a piston ring disposed within the cavity. The piston ring is disposed circumferentially about the combustor liner. The piston ring is responsive to the regulated pressure to ensure sealing engagement of the piston ring with the outer surface of the combustor liner. The seal assembly includes at least one of one or more segmented through slots, bumps, or channel features to provide a high pressure (P) exiting the compressor to the cavity Height of ) The flow of the bypass air stream therethrough. High voltage (P) Height of ) The bypass air flow exerts a radial force on the piston ring.)

1. A seal assembly for sealing gas turbine hot gas path flow at an interface of a combustor liner and a downstream component in a gas turbine, the seal assembly comprising:

a piston ring seal housing defining a cavity therein;

a piston ring disposed within the cavity of the piston ring seal housing and circumferentially surrounding the combustor liner, the piston ring responsive to a regulated pressure to ensure sealing engagement of the piston ring with an outer surface of the combustor liner, the piston ring including at least one arcuate seal ring segment and a accordion spring disposed circumferentially around the piston ring and exerting a radially inward force on the piston ring.

2. The seal assembly of claim 1, wherein the downstream component is a first stage turbine nozzle.

3. The seal assembly of claim 1, wherein one of the piston ring seal housing or the piston ring rotates relative to the other of the piston ring seal housing or the piston ring.

4. The seal assembly of claim 1, wherein the piston ring seal housing includes one or more segmented channels in a wall of the piston ring seal housing to provide flow passage of a high pressure bypass air stream exiting an upstream component.

5. The seal assembly of claim 4, wherein the piston ring seal housing includes one or more segmented channels in a front wall of the piston ring seal housing to provide flow passage of the internal flow of the high pressure bypass air flow.

6. The seal assembly of claim 4, wherein the piston ring seal housing includes one or more segmented channels in at least one of a back wall and a radially outermost wall of the piston ring seal housing to provide flow passage of an outer stream of the high pressure bypass air stream.

7. The seal assembly of claim 1, wherein the piston ring includes one or more tabs extending from an upstream surface to provide a flow pass of a high pressure bypass airflow exiting an upstream component.

8. The seal assembly of claim 1, wherein the piston ring seal housing includes one or more tabs extending from a face of the front wall opposite the piston ring to provide flow passage of a high pressure bypass air flow exiting an upstream component.

Technical Field

The present disclosure relates generally to turbine engine combustors and more particularly to piston seal assemblies for combustor liners.

Background

Gas turbine engines are part of a combustor. Air enters the engine and passes through the compressor. The compressed air is directed through one or more combustors. Within the combustor there are one or more nozzles for introducing fuel into the air stream passing through the combustor. The resulting fuel-air mixture is ignited in a combustor by an igniter to produce hot pressurized combustion gases in the range of about 1100 ℃ to 2000 ℃, which expand through a turbine nozzle. The combusted air-fuel mixture exits the combustor through a turbine nozzle that directs the flow to downstream high and low pressure turbine stages. In these stages, the expanding hot gases exert forces on the turbine blades, providing additional rotational energy, for example, to drive an electrical generator.

Turbine engine operators desire high efficiency while achieving low emissions. At least some known turbine engines include a plurality of seal assemblies in the fluid flow path to facilitate increasing an operating efficiency of the turbine. For example, some known seal assemblies are coupled between stationary components of an engine and rotating components of the engine to provide a seal between high and low pressure regions. In at least some known gas turbine engines, seals are provided between static components of adjacent stages or between components within a stage.

Of particular interest are combustors of turbine engines, and more particularly, combustor liners such as Ceramic Matrix Composites (CMC), adjacent first stage turbine nozzles, and piston seals formed therebetween. Typically, the combustor liner includes a seal case support on the liner aft end that connects with an adjacent first stage turbine nozzle at the liner aft end. A piston seal is formed therebetween to provide sealing and control of the cooling bypass flow flowing between the combustor liner and the first stage turbine nozzle. The cooling flow through the piston seal plays an important role in cooling the mechanical components along the flow path. Sufficient cooling flow is required to ensure acceptable service life, while excessive cooling flow results in compressor air waste.

Conventional combustor liner piston seals typically consist of a piston ring seal housing and a piston ring that provides a seal between the outer surface of the combustor liner and the piston ring seal housing. Conventional piston seals often fail when the piston ring seals against housing tilting or rotation. More specifically, conventional piston seal designs generally allow for minimal rotation (tilting) of the piston ring seal housing relative to the piston ring during takeoff conditions. A large degree of relative rotation between the piston ring seal housing and the piston ring causes the piston ring to block the gap required between the piston ring seal housing's front wall and the piston ring. Said gap allowing a high pressure (P) from the upstream compressor_{Height of}) Part of the compressor air flow as high pressure (P)_{Height of}) The bypass stream passes through. High voltage (P)_{Height of}) The bypass flow ensures that sufficient force acts on the piston ring to engage the piston ring on the outer surface of the combustor liner and the back wall of the piston ring seal housing and form a seal therebetween. In response to the blockage of the gap, the piston seal no longer seals adequately and the leakage of the seal is significantly higher than expected. The lack of adequate sealing not only wastes compressor air passing therethrough, but may also alter the heat transfer design point of the turbine engine.

Accordingly, it is desirable to provide an improved piston seal for sealing between turbine stages, and more particularly, between a combustor liner and a first stage turbine nozzle of a turbine engine. It is desirable that the piston seal provide leakage control during all flight conditions. More specifically, it is desirable to provide a piston seal that responds to relative rotation and movement of the piston ring seal housing relative to the piston ring, or vice versa, during a takeoff condition.

Disclosure of Invention

Various embodiments of the present disclosure include a piston seal for a gas turbine engine that includes a means for controlling such sealing by pressure regulation.

In accordance with an exemplary embodiment, a seal assembly for sealing gas turbine hot gas path flow at an interface of a combustor liner and a downstream component in a gas turbine is disclosed. The seal assembly includes a piston ring seal housing and a piston ring. The piston ring seals the cavity defined in the housing. The piston ring is disposed within a cavity of the piston ring seal housing and circumferentially surrounds the combustor liner. The piston ring is responsive to the regulated pressure to ensure sealing engagement of the piston ring with the outer surface of the combustor liner. The piston ring includes at least one arcuate seal ring segment.

Optionally, the downstream component is a first stage turbine nozzle.

Optionally, one of the piston ring seal housing or the piston ring rotates relative to the other of the piston ring seal housing or the piston ring.

Optionally, the piston ring seal housing comprises one or more segmented through slots in a wall of the piston ring seal housing to provide high pressure (P) away from upstream components_{Height of}) The flow of the bypass air stream therethrough. The piston ring seal housing includes one or more segmented through slots in a front wall of the piston ring seal housing to provide a high pressure (P;)_{Height of}) The inner flow of the bypass air stream passes through. The piston ring seal housing includes one or more segmented through slots in at least one of a back wall and a radially outermost wall of the piston ring seal housing to provide a high pressure (P)_{Height of}) The outer stream of the bypass air stream flows therethrough.

Optionally, theThe piston ring includes one or more protrusions extending from the upstream surface to provide a high pressure (P) away from the upstream component_{Height of}) The flow of the bypass air stream therethrough.

Optionally, the piston ring seal housing includes one or more tabs extending from the front wall to provide a high pressure (P) away from the upstream component_{Height of}) The flow of the bypass air stream therethrough.

Optionally, the piston ring comprises one or more channels extending into the upstream surface to define a conduit for high pressure (P) exiting the upstream component_{Height of}) The flow of the bypass air stream therethrough.

Optionally, the piston ring housing comprises one or more channels extending into the front wall to define a conduit for high pressure (P) exiting an upstream component_{Height of}) The flow of the bypass air stream therethrough.

Optionally, the piston ring further comprises a accordion spring disposed circumferentially thereabout and exerting a radially inward force on the piston ring.

In accordance with another exemplary embodiment, a gas turbine is disclosed that includes a combustor liner, a first stage nozzle disposed downstream of the combustor liner, and a piston seal assembly defined at an interface of the combustor liner and the first stage nozzle to seal gas turbine hot gas path flow. The piston seal assembly includes a piston ring seal housing and a piston ring. The piston ring seals the cavity defined in the housing. The piston ring is disposed within a cavity of the piston ring seal housing and circumferentially surrounds the combustor liner. The piston ring is responsive to the regulated pressure to ensure sealing engagement of the piston ring with the outer surface of the combustor liner. The piston ring includes at least one arcuate seal ring segment.

Optionally, during a takeoff condition, one of the piston ring seal housing or the piston ring rotates relative to the other of the piston ring seal housing or the piston ring.

Optionally, the piston ring seal housing includes one or more segmented through slots in the front wall to provide high pressure (P) flow out of the upstream component to the cavity_{Height of}) A flow of a bypass air stream therethrough, and wherein the high pressure (P)_{Height of}) The bypass air flow exerts a radial force on the piston ring.

Optionally, the piston ring comprises one or more protrusions extending from the upstream surface to direct high pressure (P) exiting the upstream component to the cavity_{Height of}) A flow of a bypass air stream therethrough, and wherein the high pressure (P)_{Height of}) The bypass air flow exerts a radial force on the piston ring.

Optionally, the piston ring seal housing includes one or more tabs extending from the front wall to direct high pressure (P) exiting the upstream component to the cavity_{Height of}) A flow of a bypass air stream therethrough, and wherein the high pressure (P)_{Height of}) The bypass air flow exerts a radial force on the piston ring.

Optionally, the piston ring comprises one or more channels extending into the upstream surface to direct high pressure (P) exiting the upstream component to the cavity_{Height of}) A flow of a bypass air stream therethrough, and wherein the high pressure (P)_{Height of}) The bypass air flow exerts a radial force on the piston ring.

Optionally, the piston ring shell comprises one or more channels extending into the front wall to direct high pressure (P) flowing to the cavity away from the upstream component_{Height of}) Through which a flow of a stream passes, and wherein the high pressure (P)_{Height of}) The flow exerts a radial force on the piston ring.

In accordance with yet another exemplary embodiment, a gas turbine system is disclosed that includes a compressor section, a combustor section, a turbine section, and a piston seal assembly. The combustor section is coupled to the compressor section and includes an annular combustor liner defining an annular combustion chamber coaxial with the longitudinal axis. The turbine section is coupled to the combustor section and includes a first stage turbine nozzle positioned at a downstream end of the annular combustor liner. A piston seal assembly is defined at an interface of the annular combustor liner and the first stage nozzle to seal the gas turbine hot gas path flow. The piston seal assembly includes a piston ring seal housing and a piston ring. The piston ring seals the cavity defined in the housing. The piston ring is disposed within a cavity of the piston ring seal housing and circumferentially surrounds the combustor liner. The piston ring is responsive to a regulated pressure to ensure sealing engagement of the piston ring with an outer surface of the combustor liner, the piston ring including at least one arcuate seal ring segment.

Optionally, during a takeoff condition, one of the piston ring seal housing or the piston ring rotates relative to the other of the piston ring seal housing or the piston ring.

Optionally, the sealing assembly comprises at least one of: one or more segmented channels in at least one of the forward, aft, and radially outermost walls of the piston ring seal housing to provide high pressure (P) flow out of the compressor section to the cavity_{Height of}) A flow of a bypass air stream therethrough, and wherein the high pressure (P)_{Height of}) The bypass air flow exerts a radial force on the piston ring; one or more protrusions extending from at least one of an upstream surface of the piston ring and a front wall of the piston ring seal housing to direct high pressure (P) flowing out of a compressor section to the cavity_{Height of}) A flow of a bypass air stream therethrough, and wherein the high pressure (P)_{Height of}) The bypass air flow exerts a radial force on the piston ring; and one or more passages extending into at least one of an upstream surface of the piston ring and a front wall of the piston ring seal housing to direct high pressure (P) exiting the compressor section to the cavity_{Height of}) A flow of a bypass air stream therethrough, and wherein the high pressure (P)_{Height of}) The bypass air flow exerts a radial force on the piston ring.

Other objects and advantages of the present disclosure will become apparent upon reading the following detailed description and appended claims with reference to the accompanying drawings. These and other features and improvements of the present application will become apparent to one of ordinary skill in the art upon review of the following detailed description when taken in conjunction with the several drawings and the appended claims.

Drawings

These and other features, aspects, and advantages of the present invention will become better understood when the following detailed description is read with reference to the accompanying drawings in which like characters represent like parts throughout the drawings, wherein:

FIG. 1 is a cross-sectional view of an aircraft gas turbine engine in accordance with one or more embodiments shown or described herein;

FIG. 2 is a cross-sectional view of a portion of the engine of FIG. 1, including a pressure regulated piston seal assembly, according to one or more embodiments shown or described herein;

FIG. 3 is an enlarged cross-sectional view of a portion of a known piston ring seal housing in which a known piston ring is disposed and under the influence of a high pressure flow;

FIG. 4 is an enlarged cross-section of the piston ring seal housing of FIG. 3 illustrating the rotation (tilting) of the piston ring seal housing relative to the piston ring in a take-off condition;

FIG. 5 is a schematic view of an embodiment of a pressure regulated piston seal assembly for a combustor liner in which a piston ring seal housing rotates relative to a piston ring and in which one or more segmented through slots are located on an upstream portion of the piston ring seal housing, according to one or more embodiments shown or described herein;

FIG. 6 is a schematic view of the pressure regulating piston seal assembly of FIG. 5 with a piston ring rotating relative to a piston ring seal housing and with one or more segmented channels located on an upstream portion of the piston ring seal housing in accordance with one or more embodiments shown or described herein;

FIG. 7 is a schematic illustration of the pressure regulating piston seal assembly of FIG. 5 with the piston ring seal housing rotated relative to the piston ring and with one or more segmented channels located on a downstream portion of the piston ring seal housing in accordance with one or more embodiments shown or described herein;

FIG. 8 is a schematic view of the pressure regulating piston seal assembly of FIG. 5 with a piston ring rotating relative to a piston ring seal housing and with one or more segmented through slots located on an outermost radial face of the piston ring seal housing in accordance with one or more embodiments shown or described herein;

FIG. 9 is a schematic view of a portion of the pressure regulating piston seal assembly of FIG. 5 with the piston ring seal housing rotating relative to the piston ring in accordance with one or more embodiments shown or described herein;

FIG. 10 is a schematic view of a portion of the pressure regulating piston seal assembly of FIG. 6 with a piston ring rotating relative to a piston ring seal housing in accordance with one or more embodiments shown or described herein;

FIG. 11 is a schematic view of another embodiment of a pressure regulated piston seal assembly for a combustor liner in which a piston ring seal housing rotates relative to a piston ring in accordance with one or more embodiments shown or described herein;

FIG. 12 is a schematic illustration of the pressure regulating piston seal assembly of FIG. 11 with a piston ring rotating relative to a piston ring seal housing in accordance with one or more embodiments shown or described herein;

FIG. 13 is a schematic view of a portion of the pressure regulating piston seal assembly of FIG. 11 with the piston ring seal housing rotating relative to the piston ring in accordance with one or more embodiments shown or described herein;

FIG. 14 is a schematic view of a portion of the pressure regulating piston seal assembly of FIG. 12 with a piston ring rotating relative to a piston ring seal housing in accordance with one or more embodiments shown or described herein;

FIG. 15 is a schematic view of an embodiment of a pressure regulated piston seal assembly for a combustor liner in which a piston ring seal housing rotates relative to a piston ring in accordance with one or more embodiments shown or described herein;

FIG. 16 is a schematic illustration of the pressure regulating piston seal assembly of FIG. 15 with a piston ring rotating relative to a piston ring seal housing in accordance with one or more embodiments shown or described herein;

FIG. 17 is a schematic view of the piston ring of FIGS. 15 and 16 according to one or more embodiments shown or described herein;

figure 18 is a schematic view of another embodiment of the piston ring of figures 15 and 16 according to one or more embodiments shown or described herein;

FIG. 19 is a schematic view of an embodiment of a pressure regulated piston seal assembly for a combustor liner with a piston ring seal housing rotating relative to a piston ring in accordance with one or more embodiments shown or described herein;

FIG. 20 is a schematic illustration of the pressure regulating piston seal assembly of FIG. 19 with the piston ring rotating relative to the piston ring seal housing in accordance with one or more embodiments shown or described herein;

FIG. 21 is a schematic view of a portion of the pressure regulating piston seal assembly of FIG. 20 with a piston ring rotating relative to a piston ring seal housing in accordance with one or more embodiments shown or described herein;

FIG. 22 is a schematic view of a portion of the pressure regulating piston seal assembly of FIG. 20 with a piston ring rotating relative to a piston ring seal housing in accordance with one or more embodiments shown or described herein;

FIG. 23 is a schematic view of another embodiment of a pressure regulated piston seal assembly for a combustor liner in which a piston ring seal housing rotates relative to a piston ring in accordance with one or more embodiments shown or described herein;

FIG. 24 is a schematic illustration of the pressure regulated piston seal assembly of FIG. 23 with the ring rotating relative to the piston ring seal housing in accordance with one or more embodiments shown or described herein;

FIG. 25 is a schematic view of a portion of the pressure regulating piston seal assembly of FIG. 24 with piston rings rotating relative to a piston ring seal housing in accordance with one or more embodiments shown or described herein;

FIG. 26 is a schematic view of a portion of the pressure regulating piston seal assembly of FIG. 24 with a piston ring rotating relative to a piston ring seal housing in accordance with one or more embodiments shown or described herein;

FIG. 27 is a schematic view of an embodiment of a pressure regulated piston seal assembly for a combustor liner in which a piston ring seal housing rotates relative to a piston ring in accordance with one or more embodiments shown or described herein;

FIG. 28 is a schematic illustration of the pressure regulating piston seal assembly of FIG. 27 with the ring rotating relative to the piston ring seal housing in accordance with one or more embodiments shown or described herein;

FIG. 29 is a schematic view of a portion of the pressure regulating piston seal assembly of FIG. 28 with a piston ring rotating relative to a piston ring seal housing in accordance with one or more embodiments shown or described herein;

FIG. 30 is a schematic view of an embodiment of a pressure-regulated piston seal assembly for a combustor liner in accordance with one or more embodiments shown or described herein;

FIG. 31 is an enlarged cross-sectional view of a portion of the pressure regulating piston seal assembly of FIG. 30 in accordance with one or more embodiments shown or described herein;

FIG. 32 is a schematic illustration of the pressure regulating piston seal assembly of FIG. 30 with the piston ring seal housing rotated relative to the piston rings in accordance with one or more embodiments shown or described herein; and

fig. 33 is a schematic illustration of the pressure regulating piston seal assembly of fig. 30 with a piston ring rotating relative to a piston ring seal housing according to one or more embodiments shown or described herein.

The drawings provided herein are intended to illustrate features of embodiments of the invention, unless otherwise indicated. These features are believed to be applicable to a wide variety of systems that include one or more embodiments of the present invention. As such, the drawings are not intended to include all of the conventional features known to those of skill in the art to be required to practice the embodiments disclosed herein.

It should be noted that the figures are not necessarily drawn to scale. The drawings are intended to depict only typical aspects of the invention, and therefore should not be considered as limiting the scope of the invention. In the drawings, like numbering represents like elements between the drawings.

Detailed Description

In the following specification and claims, reference will be made to a number of terms, which shall be defined to have the following meanings.

The singular forms "a", "an" and "the" include plural referents unless the context clearly dictates otherwise.

Approximating language, as used herein throughout the specification and claims, is applied to modify any quantitative representation that could permissibly vary without resulting in a change in the basic function to which it is related. Accordingly, a value modified by a term or terms, such as "about", "about" and "substantially", are not to be limited to the precise value specified. In at least some instances, the approximating language may correspond to the precision of an instrument for measuring the value. Here and throughout the present description and claims, the scope limitations may be combined and interchanged. Such ranges are identifiable unless context or language indicates otherwise, and include all sub-ranges contained therein.

Referring now to the drawings, in which like numerals correspond to like elements, attention is first directed to FIG. 1, which for reference purposes illustrates in schematic diagram form an exemplary gas turbine engine 10 for use with an aircraft having a longitudinal or axial centerline axis 12. Engine 10 preferably includes a core gas turbine engine, generally identified by numeral 14, and a fan section 16 upstream thereof. The core engine 14 generally includes a substantially tubular outer casing 18 defining an annular inlet 20. The outer casing 18 additionally encloses and supports a booster compressor 22 for increasing the pressure of air entering the core engine 14 to a first pressure level. High pressure multi-stage axial flow compressor 24 receives pressurized air from supercharger 22 and further increases the pressure of the air. The pressurized air flows into the combustor 26 where fuel is injected into the pressurized air stream to increase the temperature and energy level of the pressurized air. The high energy combustion products flow from the combustor 26 to a first (high pressure) turbine 28 for driving the high pressure compressor 24 via a first (high pressure) drive shaft (not shown) and then to a second (low pressure) turbine 32 for driving the booster compressor 22 and the fan section 16 via a second (low pressure) drive shaft (not shown) coaxial with the first drive shaft. After driving each turbine 28 and 32, the combustion products exit the core engine 14 through an exhaust nozzle 36.

Fan section 16 includes a rotatable axial fan rotor 38 and a plurality of fan rotor blades 44 surrounded by an annular fan casing 40. It will be appreciated that the fan casing 40 is supported by the core engine 14 by a plurality of substantially radially extending, circumferentially spaced apart outlet guide vanes 42. As such, the fan housing 40 surrounds the fan rotor 38 and the plurality of fan rotor blades 44.

From a flow perspective, it can be appreciated that an initial flow of air, represented by arrow 50, enters the gas turbine engine 10 through the inlet 52. Airflow 50 passes through fan blades 44 and is split into a first compressed airflow (represented by arrow 54) moving through fan housing 40 and a second compressed airflow (represented by arrow 56) entering booster compressor 22. The pressure of the second compressed air stream 56 increases and enters the high pressure compressor 24 (represented by arrow 57). High pressure (P) leaving upstream compressor 24_{Height of}) Compressor airflow 58 as high pressure (P)_{Height of}) The air flow 59 flows in a downstream direction toward the combustor 26. After mixing with the fuel and combustion within the combustor 26, the combustion products 61 exit the combustor 26 and flow through the first turbine 28. Thereafter, the combustion products 61 flow through the second turbine 32 and exit the exhaust nozzle 36 to provide thrust to the gas turbine engine 10.

Referring now to FIG. 2, an enlarged view of a portion of gas turbine engine 10 is shown as indicated by the dashed lines in FIG. 1. The combustor 26 includes an annular combustion chamber 62 coaxial with the longitudinal axis 12 (FIG. 1) and an inlet (indicated generally at 64) and an outlet 66. Combustion chamber 62 is received within engine outer casing 18 (FIG. 1) and is defined by an annular combustor liner 68, and more specifically, an annular combustor outer liner 69 and a radially inwardly positioned annular combustor inner liner 70. Liners 69 and 70 may include those manufactured from CMC (ceramic matrix composite) and manufactured in a process for CMC. As described above, the combustor 26 receives an annular flow of pressurized air, and more specifically a high pressure (P), via a high pressure compressor discharge outlet (not shown)_{Height of}) Air flow 59. The high voltage (P)_{Height of}) The air flow 59 flows into the combustor 26 where fuel is also injected from fuel nozzles (not shown) and associated with the high pressure (P) from the compressor_{Height of}) The air streams 59 mix to form a liftThe fuel-air mixture supplied to the combustion chamber 62 for combustion. Ignition of the fuel-air mixture is accomplished by a suitable igniter 72, and the resulting combustion gases 61 flow in an axial direction toward and into an annular first stage turbine nozzle 78 located at a downstream end of the annular combustor outer liner 69 and the annular combustor inner liner 70. The first stage turbine nozzle 78 is defined by an annular flow passage that includes a plurality of radially extending, circularly spaced nozzle vanes 80 that turn the combustion gases 61 so that they flow angularly and impinge the first stage turbine blades 28 of the first turbine. The first stage turbine nozzle 78 includes a pair of flanges 82 and 84 on which the downstream ends of the annular combustor outer liner 69 and the annular combustor inner liner 70 are mounted, respectively. As shown, a portion of the high pressure (Phigh) compressor air flow 58 flows from the compressor 24 (FIG. 1) in a downstream direction outside of the combustion liner 68, referred to herein as a high pressure (Phigh) bypass air flow 60. This high Pressure (PHEAM) bypass airflow 60 is intentionally routed around the combustor 26 (FIG. 1) to feed a piston assembly 86 (shown in phantom in FIG. 2 and as now described) and the annular first stage turbine nozzle 78, as well as to provide blade cooling. More specifically, as best shown in FIG. 2, a portion of the high Pressure (PHEACH) bypass air flow 60 flows as an internal flow 60a and acts on the piston seal assembly 86. In addition, high pressure (P)_{Height of}) Another portion of the bypass air flow 60 flows around the piston seal assembly 86 radially outward of the flow 60a as an outer flow 60b to provide turbine cooling.

The seal assembly 86 is disclosed and described herein as being comprised of an integral pressurized piston seal for enhancing the sealing of the annular combustor outer liner 69, the annular combustor inner liner 70 and the downstream first stage turbine nozzle 78.

Referring now to fig. 3 and 4, there is shown an enlarged portion of a known gas turbine engine, each labeled as prior art, generally similar to gas turbine 10, and including a combustor liner 88, a first stage turbine nozzle 90, and a seal 86 formed therebetween in sealing engagement with combustor liner 88 and first stage turbine nozzle 90. More specifically, FIG. 3 illustrates the seal assembly 86 during a first flight condition 92, and FIG. 4 illustrates the seal assembly 86 during a second flight condition 94, such as during a takeoff condition. It should be understood that only the outer radial portion of the seal assembly is shown and described. As shown, pressurized seal assembly 86 is defined by a portion of first stage turbine nozzle 90, and more specifically by a flange 96 that forms a hanging piston ring seal housing 98. The piston ring seal housing 98 defines a cavity 102 between a front wall 104 of the piston ring seal housing 98 and a rear wall 106 of the piston ring seal housing 98. Piston ring 100 is disposed within cavity 102 and is radially and axially restrained by a suspended piston ring seal housing 98. The piston ring seal housing 98, and more specifically the cavity 102, includes an axial dimension "a" that is greater than an axial dimension "b" of the piston ring 100. Piston ring 100 is generally constructed of a single seal segment or a plurality of arcuate seal segments, and more specifically is constructed as a 360 degree circular ring that circumscribes outer surface 108 of combustor liner 88 and defines seal 86 at the downstream end of combustor liner 88. As used herein, the term "arcuate" may refer to a member, component, part, etc. having a curved or partially curved shape.

During the first flight state 92, high pressure (P) similar to FIG. 2_{Height of}) High pressure (P) of compressor air of bypass air stream 60a_{Height of}) The bypass air flow 110 pushes the piston ring 100 against the back wall 106 of the piston ring seal housing 98. As shown, since the piston ring seal housing 98 is wider than the piston ring 100, a forward gap 112 is formed between the forward wall 104 of the piston ring seal housing 98 and the piston ring 100 when the piston ring 100 is pushed against the rearward wall 106 of the piston ring seal housing 98. Following high pressure (P)_{Height of}) Bypass air flow 110 enters piston ring seal housing 98 via forward gap 112, which causes a pressure drop across piston ring 100 in the radial direction. This radial pressure drop across piston ring 100 ensures the sealing of a leakage path 116 (shown in phantom) between piston ring 100 and outer surface 108 of combustor liner 88. In addition, high pressure (P)_{Height of}) The bypass air flow 110 pushes the piston ring 100 against the back wall 106 to seal the contact between the piston ring 100 and the back wall 106 of the piston ring seal housing 98, thereby ensuring sealing of the leakage path 114 as shown in phantom.

During the second flight condition 94, such as during operation during a takeoff phase, the piston ring seal housing 98 rotates relative to the longitudinal axis 12 (fig. 1) and more specifically relative to the combustor liner 88 due to the high thermal gradients across the piston ring seal housing 98 in the radial direction. In the embodiment shown in fig. 4, the piston ring seal housing 98 rotates at an angle "θ", where θ ≠ 0 degrees. Rotation of the piston ring seal housing 98 results in a blockage of the gap 112, resulting in no pressure drop across the piston ring 100 in the radial direction. The primary cause of piston seal failure is due to such blockage of the gap 112 between the piston ring 100 and the front wall 104 of the piston ring seal housing 98, resulting in high pressure (P)_{Height of}) The bypass air flow 110 is not present on top of the piston ring 100 and does not have sufficient radially inward force to engage the piston ring 100 on the outer surface 108 of the combustor liner 88. As shown, rotation of piston ring seal housing 98 and the resulting closing of gap 112 will cause piston ring 100 to no longer engage combustor liner 88, resulting in a seal failure. In one embodiment, with minimal inclination, piston ring 100 will not block gap 112 and will not block high pressure (P)_{Height of}) The bypass airflow 110 enters the upper portion 118 of the cavity 102.

Referring now to fig. 5-31, an embodiment of a pressure regulating piston seal assembly according to the present disclosure is shown. It is again noted that like numbers refer to like elements throughout the embodiments. As described, the seal assembly will provide sealing engagement under all flight conditions and particularly during take-off flight conditions, whereby the piston ring seal housing and piston ring rotate relative to each other. In the illustrated embodiment, a configuration of each pressure regulating seal assembly is shown in which the piston ring seals against rotation of the housing relative to the longitudinal axis, and in which the piston ring rotates relative to the longitudinal axis.

5-31, the pressure regulating piston seal assembly is defined by a portion of the first stage turbine nozzle 78, a hanging piston ring seal housing 122, and a piston ring 124. The piston ring seal housing 122 defines a cavity 132 between a front wall 126 of the piston ring seal housing 122 and a rear wall 128 of the piston ring seal housing 122. The piston ring 124 is disposed within the cavity 132 and is radially and axially restrained by the suspended piston ring seal housing 122. As previously described with respect to fig. 3 and 4, in one embodiment, the piston ring seal housing 122, and more specifically the cavity 132, includes an axial dimension "a" that is greater than an axial dimension "b" of the piston ring 124. In some embodiments, the cavity 132 has an axial dimension "a" of about 1 millimeter to about 10 millimeters. In some embodiments, the piston ring 124 has an axial dimension "b" of about 1 millimeter to about 10 millimeters. The piston ring 124 is generally configured as a single component or segment or a plurality of arcuate segments, and more specifically as a 360 degree annular ring that surrounds the outer surface 136 of the combustor liner 68 and defines a seal at the downstream end of the combustor liner 68. As used herein, the term "arcuate" may refer to a member, component, part, etc. having a curved or partially curved shape. As disclosed herein, in a preferred embodiment, the combustor liner 68 is made of a Ceramic Matrix Composite (CMC).

As previously mentioned, in Advanced Gas Path (AGP) heat transfer designs for gas turbine engines, the arcuate components, particularly shrouds, nozzles, and the like, are made of a Ceramic Matrix Composite (CMC). AGP components utilize static seals of various types of construction (e.g., solid, laminated, formed, etc.) similar to the seal assemblies used in conventional designs. Static seals are typically made of high temperature metallic materials (e.g., nickel alloys). CMC materials forming many AGP components have a lower Coefficient of Thermal Expansion (CTE) compared to static seals formed from high temperature metals.

Referring specifically to fig. 5-8, an embodiment of a pressure regulating seal assembly, generally designated 120, is shown. The seal assembly 120 is generally defined by a portion of the first stage nozzle 78 (as previously described in FIG. 2), a piston ring seal housing 122, and a piston ring 124. Similar to the previously described known technique of fig. 3 and 4, the piston ring seal housing 122 is wider than the piston ring 124, and a forward gap (not shown) is defined between the forward wall 126 of the piston ring seal housing 122 and the piston ring 124 when the piston ring 124 is urged against the rearward wall 128 of the piston ring seal housing 122.

During a first flight condition (not shown), internal flow, which is a portion of the high pressure (pth) compressor air flow 58 from the compressor 24 (fig. 1), and more specifically the high pressure (pth) bypass air flow 60a, enters the piston ring seal housing 122 via a gap (substantially similar to gap 112 of fig. 3 and 4), resulting in a pressure drop across the piston ring 124 in a radial direction, thereby engaging the piston ring 124 with the combustor liner 68 and the piston ring seal housing 122, as described above. In contrast, during a second operating condition, as best shown in fig. 5, for example during a takeoff condition, the piston ring seal housing 122 is at an angle "β" relative to the piston ring 124 and more specifically relative to the longitudinal axis 12 due to the high thermal gradients across the piston ring seal housing 98 in the radial direction₁"rotate. In one embodiment, β₁Not equal to 0 degree. In this case, the piston ring 124 blocks a gap (not shown), and thus the passage allows internal flow of high pressure (pth) bypass air flow 60a into an upper portion 130 of a cavity 132 defined between the forward wall 126 and the aft wall 128 of the piston ring seal housing 122. Due to the lack of high pressure (pth) bypass airflow 60a into the internal flow of cavity 132, piston ring 124 is no longer engaged with combustor liner 68 and the seal fails. To account for such rotation of the piston ring seal housing 122 during the second flight condition, one or more segmented through slots 134 are provided in the front wall 126 of the piston ring seal housing 122 along a 360 degree circular profile. The one or more segmented channels 134 may be configured as a single continuous channel 134, as best shown in fig. 9, or as a plurality of channels 134, as best shown in fig. 10. The one or more segmented channels 134 provide an opening for the upper portion 130 of the cavity 132. The one or more segmented channels 134 couple high pressure (P)_{Height of}) The internal flow of the bypass air flow 60a is directed directly to the top of the piston ring 124 and ensures engagement of the piston ring 124 with the outer surface 136 of the combustor liner 68 regardless of the degree of rotation of the piston ring seal housing 122. In one embodiment, the one or more segmented through slots 134 may be manufactured with the front wall 104 of the piston ring seal housing 122 and no further changes to the component parts are required.

Referring now to fig. 6, in one embodiment, for example during the second operating condition, the piston ring 124 may rotate relative to the piston ring seal housing 122 and more specifically relative to the longitudinal axis 12. In this particular embodiment, the piston ring 124 rotates at an angle "α" relative to the piston ring seal housing 122 and more specifically relative to the longitudinal axis 12 due to thermal stresses. In one embodiment, α ≠ 0 degrees. Similar to the embodiment of fig. 6, in this case, the piston ring 124 will block the high pressure (P)_{Height of}) The path of the internal flow of the bypass air flow 60a enters an upper portion 130 of a cavity 132 defined between the front wall 126 and the rear wall 128 of the piston ring seal housing 122. High voltage (P)_{Height of}) The internal flow of the bypass air flow 60a failing to enter the cavity 132 causes the piston ring 124 to no longer engage the combustor liner 68 and the seal to fail. To account for such rotation of the piston ring 124 during the second flight condition, similar to the embodiment of fig. 5, following the 360 degree circular profile and configured as described above, one or more segmented through slots 134 are provided disposed in the front wall 126 of the piston ring seal housing 122. The one or more segmented channels 134 provide an opening for the upper portion 130 of the cavity 132. The one or more segmented slots 134 direct the internal flow of the high pressure (phigh) bypass airflow 60a directly to the top of the piston ring 124 and ensure engagement of the piston ring 124 with the outer surface 136 of the combustor liner 68 regardless of the degree of rotation of the piston ring 124.

Referring now to fig. 7 and 8, in one embodiment, as previously described, the high voltage (P) is_{Height of}) A portion of the bypass air flow 60 flows through windows (not shown) in the support legs that support the piston ring seal housing 122. As a result, high pressure (P)_{Height of}) The external flow of the bypass air flow 60b passes through one or more segmented through slots 134 formed on the aft surface or wall 128 of the piston ring seal housing 122, as best shown in fig. 7. In the embodiment of fig. 8, the high voltage (P)_{Height of}) The outer flow of the bypass air flow 60b passes through one or more segmented through slots 134 formed on the outermost radial face 129 of the piston ring seal housing 122. It is noted that the configurations of fig. 7 and 8 may be advantageous over the embodiments of fig. 5 and 6, where one or more of the segments on the front face 126 areThe segment through slots 134 have limited space.

Referring now to fig. 11-18, a second embodiment of a pressure regulating seal assembly, generally designated 140, is shown. The seal assembly 140 is generally defined by a portion of the first stage nozzle 78 (as previously described in FIG. 2), the piston ring seal housing 122, and the piston ring 124. Similar to the previously described known technique of fig. 3 and 4, the piston ring seal housing 122 is wider than the piston ring 124, and a forward gap (not shown) is defined between the forward wall 126 of the piston ring seal housing 122 and the piston ring 124 when the piston ring 124 is urged against the rearward wall 128 of the piston ring seal housing 122.

During a first flight phase (not shown), following a high pressure (P)_{Height of}) The inner flow of the bypass air flow 60a enters the piston ring seal housing 122 via the gap, which causes a pressure drop across the piston ring 124 in the radial direction, thereby engaging the piston ring 124 with the combustor liner 68 and the piston ring seal housing 122, as previously described. In contrast, during a second operating condition, as best shown in fig. 11, 13 and 15, for example during a takeoff condition, piston ring seal housing 122 is rotated at an angle relative to piston ring 124 and more specifically relative to longitudinal axis 12 due to the high thermal gradients across piston ring seal housing 98 in the radial direction. As best shown in fig. 11, the piston ring seal housing 122 is at an angle "β" relative to the piston ring 124 and, more specifically, relative to the longitudinal axis 12₂"rotate. In this particular embodiment, it should be noted that the piston ring seal housing 122 rotates generally in the opposite direction as the previous embodiment. In one embodiment, β₂Not equal to 0 degree. In the embodiment of fig. 13 and 15, piston ring seal housing 122 is at an angle "β" relative to piston ring 124 and, more specifically, relative to longitudinal axis 12₁"rotate. It is further noted that in each of the disclosed embodiments, the piston ring housing 122 may have a beta₁Or beta₂The direction of rotation of (c).

As shown, the piston ring 124 will resist high pressure (P) from the compressor 24 (FIG. 1)_{Height of}) The internal flow of the bypass air flow 60a enters an upper portion 130 of a cavity 132 defined between the front wall 126 and the rear wall 128 of the piston ring seal housing 122. Height ofPressure (P)_{Height of}) The internal flow of the bypass air flow 60a failing to enter the cavity 132 causes the piston ring 124 to no longer engage the combustor liner 68 and the seal to fail. To account for such rotation of the piston ring seal housing 122 during the second flight condition, a plurality of partial bumps 142 are provided on the front wall 126 of the piston ring seal housing 122, as best shown in fig. 11-14, or on the upstream surface 144 of the piston ring 124, as best shown in fig. 15-18. As shown in fig. 11-14, a plurality of partial protrusions 142 extend or protrude from the front wall 126 of the piston ring seal housing 122. The plurality of local bumps 142 provide flow openings therebetween to the upper portion 130 of the cavity 132. The plurality of local bumps 142 will thus be high voltage (P)_{Height of}) The internal flow of the bypass air flow 60a is directed directly to the top of the piston ring 124 and ensures engagement of the piston ring 124 with the outer surface 136 of the combustor liner 68 regardless of the degree of rotation of the piston ring seal housing 122. In one embodiment, the one or more local bumps 142 may be configured in a plurality of columns and rows, as best shown in fig. 13 and 17. In one embodiment, the one or more local bumps 142 may be configured in a plurality of columns and offset rows, as best shown in fig. 14 and 18. In one embodiment, the plurality of partial protrusions 142 may be manufactured with the front wall 104 of the piston ring seal housing 122 and/or the upstream surface 144 of the piston ring 124, and no further changes to the component parts are required.

Referring more specifically to fig. 12, 14, and 16, in one embodiment, for example during the second operating condition, the piston ring 124 may rotate relative to the piston ring seal housing 122 and more specifically relative to the longitudinal axis 12. In this particular embodiment, the piston ring 124 rotates at an angle "α" relative to the piston ring seal housing 122 and more specifically relative to the longitudinal axis 12 due to thermal stresses. As previously mentioned, α ≠ 0 degrees. Similar to the embodiment of fig. 6, in this case, the piston ring 124 will resist high pressure (P)_{Height of}) The internal flow of the bypass air flow 60a enters an upper portion 130 of a cavity 132 defined between the front wall 126 and the rear wall 128 of the piston ring seal housing 122. High voltage (P)_{Height of}) The internal flow of bypass air flow 60a not entering cavity 132 results in piston ring 124 no longer combusting with fuelThe burner liner 68 engages and the seal fails. To account for such rotation of the piston ring 124 during the second flight condition, a plurality of partial bumps 142 are configured to extend from an upstream surface 144 of the piston ring 124. The plurality of partial bumps 142 provide flow openings to the upper portion 130 of the cavity 132. The plurality of local bumps 142 apply a high voltage (P)_{Height of}) The internal flow of the bypass air flow 60a is directed directly to the top of the piston ring 124 and ensures engagement of the piston ring 124 with the outer surface 136 of the combustor liner 68 regardless of the degree of rotation of the piston ring 124.

Referring now to fig. 19-29, a third embodiment of a pressure regulating seal assembly is shown, generally designated 150. The seal assembly 150 is generally defined by a portion of the first stage nozzle 78 (as previously described in FIG. 2), the piston ring seal housing 122, and the piston ring 124. Similar to the previously described known technique of fig. 3 and 4, the piston ring seal housing 122 is wider than the piston ring 124, and a forward gap (not shown) is defined between the forward wall 126 of the piston ring seal housing 122 and the piston ring 124 when the piston ring 124 is urged against the rearward wall 128 of the piston ring seal housing 122.

During a first flight phase (not shown), following a high pressure (P)_{Height of}) The inner flow of the bypass air flow 60a enters the piston ring seal housing 122 via the gap, which causes a pressure drop across the piston ring 124 in the radial direction, thereby engaging the piston ring 124 with the combustor liner 68 and the piston ring seal housing 122, as previously described. In contrast, during a second operating condition, as best shown in fig. 19, 23 and 27, for example during a takeoff condition, the piston ring seal housing 122 is at an angle "β" relative to the piston ring 124 and more specifically relative to the longitudinal axis 12 due to the high thermal gradients across the piston ring seal housing 98 in the radial direction₁"rotate. As previously mentioned, in one embodiment, β₁Not equal to 0 degree. In this case, the piston ring 124 will resist high pressure (P)_{Height of}) The internal flow of the bypass air flow 60a enters an upper portion 130 of a cavity 132 defined between the front wall 126 and the rear wall 128 of the piston ring seal housing 122. High voltage (P)_{Height of}) The internal flow of bypass air flow 60a not entering cavity 132 results in piston ring 124 no longer sealing against the piston linerThe sleeve 124 engages and the seal fails. In this particular embodiment, to account for such rotation of the piston ring seal housing 122 during the second flight condition, a plurality of channels 152 are provided on the front wall 126 of the piston ring seal housing 122, as best shown in fig. 19-22, on the upstream surface 144 of the piston ring 124, as best shown in fig. 23-26, or on both the front wall 126 of the piston ring seal housing 122 and the upstream surface 144 of the piston ring 124, as best shown in fig. 27-29. As shown in fig. 19-22, the plurality of channels 152 are configured to extend into the surface 125 of the front wall 126 of the piston ring seal housing 122. The plurality of passages 152 provide a plurality of high pressure gas flows through the conduit to the upper portion 130 of the cavity 132. More specifically, the plurality of channels 152 will conduct high pressure (P)_{Height of}) The internal flow of the bypass air flow 60a is directed directly to the top of the piston ring 124 and ensures engagement of the piston ring 124 with the outer surface 136 of the combustor liner 68 regardless of the degree of rotation of the piston ring seal housing 122. In one embodiment, the plurality of channels 152 may be manufactured with the front wall 104 of the piston ring seal housing 122 and no further changes to the component parts are required.

Referring now to fig. 20-22, 24-26, 28, and 29, in one embodiment, the piston ring 124 may rotate relative to the piston ring seal housing 122 and more specifically relative to the longitudinal axis 12, such as during the second operating condition. In this particular embodiment, the piston ring 124 rotates at an angle "α" relative to the piston ring seal housing 122 and more specifically relative to the longitudinal axis 12 due to thermal stresses. As previously described, in one embodiment, α ≠ 0 degrees. Similar to the embodiment of FIG. 6, in this case, the piston ring 124 will block the high pressure (P) from the compressor 24 (FIG. 1)_{Height of}) The path of the internal flow of the bypass air flow 60a enters an upper portion 130 of a cavity 132 defined between the front wall 126 and the rear wall 128 of the piston ring seal housing 122. High voltage (P)_{Height of}) The internal flow of the bypass air flow 60a failing to enter the cavity 132 causes the piston ring 124 to no longer engage the combustor liner 68 and the seal to fail. To account for such rotation of piston ring 124 during the second flight condition, a plurality of channels 152 are configured to extend into upstream surface 144 of piston ring 124. The plurality of passages 152 provide a plurality of high pressure gas flows through the conduit to the upper portion 130 of the cavity 132. More specifically, the plurality of channels 152 conduct high pressure (P)_{Height of}) The internal flow of the bypass air flow 60a is directed directly to the top of the piston ring 124 and ensures engagement of the piston ring 124 with the outer surface 136 of the combustor liner 68 regardless of the degree of rotation of the piston ring 124. In one embodiment, the plurality of channels 152 may be manufactured with the upstream surface 144 of the piston ring 124 and no further changes to the component parts are required. As best shown in fig. 29, in one embodiment, the plurality of channels 152 may be configured to extend into both the front wall 126 of the piston ring seal housing 122 and the upstream surface 144 of the piston ring 124.

Referring now to fig. 30-33, yet another embodiment of a pressure regulating seal assembly, generally designated 160, is illustrated. The seal assembly 160 is generally defined by a portion of the first stage nozzle 78 (as previously described in FIG. 2), the piston ring seal housing 122, and the piston ring 124. Similar to the previously described known technique of fig. 3 and 4, the piston ring seal housing 122 is wider than the piston ring 124, and a forward gap (not shown) is defined between the forward wall 126 of the piston ring seal housing 122 and the piston ring 124 when the piston ring 124 is urged against the rearward wall 128 of the piston ring seal housing 122.

During the first flight condition, as best shown in FIG. 30, with high pressure (P) from the compressor 24 (FIG. 1)_{Height of}) The inner flow of the bypass air flow 60a enters the piston ring seal housing 122 via the gap 112, which causes a pressure drop across the piston ring 124 in the radial direction, thereby engaging the piston ring 124 with the combustor liner 68 and the piston ring seal housing 122, as previously described. In this particular embodiment, a accordion spring 162 is provided having an inner circumferential dimension "D" that is less than an outer circumferential dimension "D" of the downstream end of the combustor liner 26, as shown in FIG. 31. As shown by the arrows in fig. 30, the accordion spring 162 exerts a radially inward force on the piston ring 124 to enhance engagement of the piston ring 124 with the combustor liner 68.

Conversely, during a second operating condition, as best shown in FIG. 32, for example during a takeoff condition, due to being in the radial directionUpward piston ring seal housing 98 on both sides thereof such that piston ring seal housing 122 is at an angle "β" relative to piston ring 124 and more specifically relative to longitudinal axis 12₁"rotate. As mentioned above, beta₁Not equal to 0 degree. In this case, the piston ring 124 will resist high pressure (P)_{Height of}) The internal flow of the bypass air flow 60a enters an upper portion 130 of a cavity 132 defined between the front wall 126 and the rear wall 128 of the piston ring seal housing 122. High voltage (P)_{Height of}) The internal flow of the bypass air flow 60a does not enter the cavity 132 such that the piston ring 124 is no longer engaged with the piston seal bushing 124 and the seal fails. In this particular embodiment, in addition to including one or more segmented channels 134, the accordion spring 162 accounts for this rotation of the piston ring seal housing 122 during the second flight condition by enhancing the radially inward force on the piston ring 124, as indicated by the arrows in fig. 32, to enhance engagement of the piston ring 124 with the combustor liner 68.

Referring now to fig. 33, in another embodiment, such as during a second operating condition, the piston ring 124 may rotate relative to the piston ring seal housing 122 and more specifically relative to the longitudinal axis 12. In this particular embodiment, the piston ring 124 rotates at an angle "α" relative to the piston ring seal housing 122 and more specifically relative to the longitudinal axis 12 due to thermal stresses. As previously described, in one embodiment, α ≠ 0 degrees. Similar to the embodiment of fig. 32, in this case, rotation of the piston ring 124 will cause it to block internal flow of the high pressure (pth) bypass air flow 60a from entering an upper portion 130 of a cavity 132 defined between the front wall 126 and the rear wall 128 of the piston ring seal housing 122. High voltage (P)_{Height of}) The internal flow of the bypass air flow 60a failing to enter the cavity 132 causes the piston ring 124 to no longer engage the combustor liner 68 and the seal to fail. In this particular embodiment, to account for such rotation of the piston ring 124 during the second flight condition, the accordion spring 162 further accounts for such rotation of the piston ring 124 in addition to including the plurality of partial bumps 142 on the front wall 126 of the piston ring seal housing 122. As previously described, the accordion spring 162 provides a radially inward force on the piston ring 124, as indicated by the arrows in FIG. 33, to secure the piston ring 124 to the combustor liner 68, regardless of the degree of rotation of the piston ring 124.

As described herein, in known piston seal assemblies, the primary cause of piston seal failure is the upstream high pressure (P) exiting the compressor due to the blockage of the gap existing between the piston ring and the front wall of the piston ring seal housing_{Height of}) Flow is not present on top of the piston ring and there is a lack of sufficient radially inward force to engage the piston ring on the outer surface of the combustor liner. In one embodiment, in the presence of piston ring seal housing or piston ring inclination, the piston ring will block the gap and more specifically the high pressure (P) exiting the compressor_{Height of}) The bypass airflow enters the upper portion of the cavity. The blockage of the gap results in no pressure drop across the piston ring in the radial direction. As shown, relative rotation of the piston ring seal housing and closing of the gap will cause the piston ring to no longer engage the combustor liner, resulting in seal failure.

Accordingly, a pressure regulated piston seal for sealing between a combustor liner and a downstream first stage turbine nozzle is disclosed. The cooling flow through the seal plays an important role in cooling the mechanical components along the flow path. Sufficient cooling flow is required to ensure acceptable service life of the seals, while excessive cooling flow can result in waste of compressor air. At the same time, the additional cooling flow through the piston seals may affect the combustor liner exit temperature and further reduce turbine efficiency.

Conventional piston seals, which are typically applied to metal combustor liners, are not sensitive to thermal gradients because both the piston ring seal housing and the combustor liner are formed of metal and rotate simultaneously. CMC combustor liners experience a large relative rotation between the piston ring seal housing and the combustor liner and cause seal failure. The seal assembly disclosed herein provides a solution for CMC combustor liners and related seal assemblies. The proposed seal assembly ensures that the piston seal functions well in all flight conditions and thus ensures a controlled cooling flow through the interface of the combustor liner and the first stage turbine nozzle. The proposed seal assembly is not costly to manufacture and the assembly process of the pressure regulating seal disclosed herein is substantially the same as that of a conventional piston seal.

Exemplary embodiments of pressure regulating seal assemblies are described above in detail. The systems and methods are not limited to the specific embodiments described herein, but rather, operations of the methods and components of the systems may be utilized independently and separately from other operations or components described herein. For example, the systems, methods, and apparatus described herein may have other industrial or consumer applications and are not limited to the practices described herein. Rather, one or more embodiments may be implemented and utilized in connection with other industries.

Although specific features of various embodiments of the invention may be shown in some drawings and not in others, this is for convenience only. In accordance with the principles of the invention, any feature of a drawing may be referenced and/or claimed in combination with any feature of any other drawing.

This written description uses examples to disclose the embodiments, including the best mode, and also to enable any person skilled in the art to practice the embodiments, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the invention is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims.