CN101793400A - 预混合式直接喷射喷嘴 - Google Patents
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Abstract
本发明涉及预混合式直接喷射喷嘴。提供了一种在燃料/空气混合管束(121)中使用的燃料/空气混合管(130)，其包括沿管轴线在入口端(134)与出口端(135)之间轴向地延伸的外管壁(201)，该外管壁(201)具有在具有内径的内管表面(203)与具有外管直径的外管表面(202)之间延伸的厚度。管(130)还包括具有延伸穿过外管壁(201)的燃料喷射孔(142)直径的至少一个燃料喷射孔，该燃料喷射孔(142)具有相对于管轴线的喷射角。本发明提供了良好的燃料空气混合(130)，且燃烧产生较少的NOx以及低的流动压力损失转变成较高的燃气涡轮机(30)效率，本发明较为耐用，且可耐受火焰稳定和抗逆燃。
Description
技术领域
本文所公开的主题涉及预混合式直接喷射喷嘴，且更具体地涉及一种具有良好混合、耐火焰稳定和抗逆燃的直接喷射喷嘴。
背景技术
燃气涡轮机燃烧常规碳氢燃料通常所产生的主要空气污染排放物为氮氧化物、一氧化碳及未燃的碳氢化合物。本领域中所公知的是，空气发动机中氮分子的氧化极大地取决于燃烧系统反应区中热气体的最高温度。将热力发动机燃烧器的反应区温度控制在低于形成热NOx的水平上的一种方法，是在燃烧之前将燃料和空气预混合成贫燃料混合物(lean mixture)。
利用燃料和空气的贫燃料预混合进行工作的干式低排放燃烧器存在与之相关的许多问题。也就是说，燃料和空气的可燃混合物存在于燃烧器的预混合段内，该预混合段位于燃烧器反应区的外部。一般而言，存在一定的整体(bulk)燃烧管速度，在预混合器中的火焰高于该速度将会冲出至主燃烧区中。然而，有些燃料如氢气或合成气，具有较高的火焰速度，尤其是在预混合模式中燃烧时。由于有较高的紊流火焰速度和较宽的可燃性范围，故预混合式氢燃料燃烧喷嘴的设计就受到在合理的喷嘴压力损失时火焰稳定和逆燃的挑战。使用直接燃料喷射方法来扩散氢燃料燃烧固有地会产生较高的NOx。
在天然气作为燃料时，具有足够火焰稳定裕度的预混合器通常可设计为具有适当低的空气侧压降。然而，对于更高反应性的燃料如高氢燃料而言，针对火焰稳定裕度和目标压降的设计就变得有挑战性。由于现有技术水平的喷嘴设计点可达到3000华氏度的整体火焰温度，故逆燃到喷嘴中会在极短的时间内造成对喷嘴的极大破坏。
发明内容
本发明为一种预混合式直接喷射喷嘴设计，其提供了良好的燃料空气混合，且燃烧产生较少NOx和较低的流动压力损失转变成较高的燃气涡轮机效率。本发明较为耐用，且可耐受火焰稳定和抗逆燃。
根据本发明的一个方面，提供了一种在燃料/空气混合管束中使用的燃料/空气混合管。该燃料/空气混合管包括沿管轴线在入口端与出口端之间轴向地延伸的外管壁，该外管壁具有在具有内径的内管表面与具有外管直径的外管表面之间延伸的厚度。
该管还包括具有延伸穿过外管壁的燃料喷射孔直径的至少一个燃料喷射孔，该燃料喷射孔具有相对于管轴线的喷射角，该喷射角大致在20度至90度的范围内。燃料喷射孔沿管轴线定位成距出口端有一定的凹进距离(recession distance)，该凹进距离大致处于比燃料喷射孔直径大大约5倍至大约100倍的范围内，这取决于几何约束、燃料的反应性，以及期望的NOx排放量。
根据本发明的另一个方面，提供了一种在燃料/空气混合管束中使用的燃料/空气混合管。该燃料/空气混合管包括沿管轴线在入口端与出口端之间轴向地延伸的外管壁，该外管壁具有在具有内径的内管表面与具有外管直径的外管表面之间延伸的厚度。该燃料/空气混合管还包括具有延伸穿过外管壁的燃料喷射孔直径的至少一个燃料喷射孔，该燃料喷射孔具有相对于管轴线的喷射角，所述内管表面的内径大致比燃料喷射孔直径大大约4倍至大约12倍。
根据本发明的又一个方面，提供了一种在用于涡轮机燃烧器的预混合式直接喷射喷嘴中混合高氢燃料的方法。该方法包括提供附接在一起以形成喷嘴的多个混合管，该多个管中的各个管均沿流动通路在入口端与出口端之间轴向地延伸，该多个管中的各个管均包括沿管轴线在所述入口端与所述出口端之间轴向地延伸的外管壁，该外管壁具有在具有内径的内管表面与具有外管直径的外管表面之间延伸的厚度。
该方法还提供为用于在入口端将第一流体喷射到多个混合管中；经由多个喷射孔以相对于所述管轴线通常成大约20度至大约90度范围内的角将高氢或合成气燃料喷射到混合管中；以及将第一流体和高氢或合成气燃料在管的出口端处混合成大约50％至大约95％的混合度的燃料和第一流体的混合物。
通过结合附图的如下描述，这些及其它优点和特征将变得更为明显。
附图说明
在权利要求中具体地指出且明确地要求了认作是本发明的主题。通过结合附图的如下详细描述，本发明的前述及其它特征和优点将变得明显，在附图中：
图1为的燃气涡轮发动机的截面，包括根据本发明的喷射喷嘴的位置；
图2为根据本发明的喷射喷嘴的实施例；
图3为图2中的喷嘴的端视图；
图4为根据本发明的喷射喷嘴的备选实施例；
图5为图4中的喷嘴的端视图；
图6为根据本发明的燃料/空气混合管的局部截面。
图7为根据本发明的燃料/空气混合方法的实例。
本详细说明通过举例的方式，参照附图阐述了本发明的实施例以及优点和特征。零件清单10 示例性燃气涡轮发动机11 压缩机12 燃烧室14 燃烧器组件21 燃料入口30 涡轮31 压缩机/涡轮轴110 喷嘴114 燃料流通道115 内部腔室空间121 管束130 燃料/空气混合管131 第一端区段132 第二端区段133 中部134 流体入口端135 流体出口端136 端盖142 燃料喷射孔/入口150 点火区201 外管壁202 外周表面203 内周表面210 备选的燃料喷射喷嘴214 燃料流通道215 内部腔室空间221 管束236 端盖241 燃料腔室250 点火区A 管轴线
具体实施方式
现参看图1，示出了示例性燃气涡轮发动机10的简图，在此将参照具体实施例来描述本发明而非对其限制。发动机10包括压缩机11和燃烧器组件14。燃烧器组件14包括至少部分地限定燃烧室12的燃烧器组件壁部16。预混合设备或喷嘴110延伸穿过燃烧器组件壁部16，且通向燃烧室12中。如下文更为全面地描述，喷嘴110接收穿过燃料入口21的第一流体或燃料以及来自于压缩机11的第二流体或压缩空气。然后，燃料和压缩空气进行混合，传递到燃烧室12中，且被点燃以形成高温、高压的燃烧产物或气流。尽管示例性实施例中仅示出了单个燃烧器组件14，但发动机10可包括多个燃烧器组件14。在任何情况下，发动机10都包括涡轮30和压缩机/涡轮轴31。涡轮30以本领域中所公知的方式联接到轴31上，且驱动该轴31，而轴31又驱动压缩机11。
在工作中，空气流入压缩机11中，且压缩成高压气体。高压气体输送给燃烧器组件14，且在喷嘴110中与燃料如过程气体和/或合成气体(合成气)相混合。燃料/空气或可燃混合物传递到燃烧室12中，且被点燃以形成高压、高温的燃烧气流。作为备选，燃烧器组件14可燃烧包括但不限于天然气和/或燃料油的燃料。此后，燃烧器组件14将燃烧气流引导至将热能转化成机械旋转能的涡轮30。
现参看图2和图3，示出了经过燃料喷射喷嘴110的截面。喷嘴110连接到燃料流通道114以及内部腔室空间115上用以接收从压缩机11所供送的空气。多个燃料/空气混合管显示为管束121。管束121由相互附接且通过端盖136或其它常规附接件保持成束的单独的燃料/空气混合管130组成。各单独的燃料/空气混合管130均包括经由中部133延伸至第二端区段132的第一端区段131。第一端区段131限定第一流体入口134，而第二端区段132在端盖136处限定流体出口135。
燃料流通道114流体地连接到燃料腔室141上，而燃料腔室141又流体地连接到提供在多个单独的燃料/空气混合管130中的各管130中的流体入口142上。由于这种布置，空气流入管130的第一流体入口134中，而燃料穿过燃料流通道114，且进入围绕单独的管130的腔室141中。燃料围绕多个燃料/空气混合管130流动，且穿过单独的燃料喷射入口(或燃料喷射孔)142，以与管130内的空气相混合来形成燃料/空气混合物。燃料/空气混合物从出口135传递到点火区150且在其中被点燃，以形成将输送给涡轮30的高温高压气体火焰。
现参看图4和图5，示出了穿过备选的燃料喷射喷嘴210的截面。喷嘴210连接到燃料流通道214以及内部腔室空间215上以接收从压缩机11所供送的空气。多个燃料/空气混合管显示为管束221。管束221由图2和图3中所标示的相同的单独燃料/空气混合管130组成，且混合管130相互附接并通过端盖236或其它常规附接件保持成束。各单独的燃料/空气混合管130均包括经由中部133延伸至第二端区段132的第一端区段131。第一端区段131限定第一流体入口134，而第二端区段132在端盖236处限定流体出口135。
燃料流通道214流体地连接到燃料腔室241上，而燃料腔室241又流体地连接到提供在多个单独的燃料/空气混合管130中的各管130中的流体入口142上。由于这种布置，空气流入管130的第一流体入口134中，而燃料穿过燃料流通道214，且进入经由流体入口142流体地连接到单独的管130上的腔室241中。燃料围绕多个燃料/空气混合管130流动，且穿过单独的燃料喷射入口(或燃料喷射孔)142，以与管130内的空气相混合来形成燃料/空气混合物。燃料/空气混合物从出口135传递到点火区250且在其中被点燃，以形成将输送给涡轮30的高温高压气体火焰。
现参看图2至图5，在对于低NOx的满载工作中，火焰应当位于点火区150，250中。然而，使用高氢/合成气燃料使得逆燃成为一个难题且常常造成问题。为了在混合管130内避免任何的火焰稳定，在混合管内由火焰稳定所散发的热应当小于管壁的热损失。该标准就对管尺寸、燃料射流穿透性及燃料射流凹进距离进行了约束。原则上，较长的凹进距离会带来较好的燃料/空气混合。如果混合管130中燃料与空气的比率(本文也称为燃料的混合度)较高，且燃料和空气实现接近100％的混合，则这就会产生相对较低的NOx输出，但在喷嘴110，210和单独的混合管130内易经受火焰稳定和/或火焰逆燃。管束121，221的单独的燃料/空气混合管130会因为受到破坏而需要更换。因此，如进一步所述，本发明的燃料/空气混合管130产生了足以容许在点火区150，250中燃烧的混合度，同时防止了逆燃到燃料/空气混合管130中。混合管130的独特构造使得有可能在没有火焰稳定和火焰从点火区150，250逆燃到管130中的较大风险的情况下燃烧高氢燃料或合成气燃料且NOx相对较低。
现参看图6和图7，示出了管束121或221的燃料/空气混合管130。管130包括外管壁201，其具有沿管轴线A在第一流体入口134与流体出口135之间轴向地延伸的外周表面202和内周表面203。外周外表202具有外管直径Do，而内周表面203具有内管直径Di。如图所述，管130具有多个燃料喷射入口142，各个燃料喷射入口142均具有在外周表面202与内周表面203之间延伸的燃料喷射孔直径Df。在一个非限制性实施例中，燃料喷射孔直径Df大致等于或小于大约0.03英寸。在另一非限制性实施例中，内管直径Di通常比燃料喷射孔直径Df大大约4倍至大约12倍。
燃料喷射入口142具有相对于管轴线A的喷射角Z，如图6中所示，该管轴线A平行于轴线A。如图6中所示，各喷射入口142均具有大致在大约20度至大约90度的范围内的喷射角Z。本发明的进一步细化已发现，对于有些高氢燃料而言，大致在大约50度至大约60度之间的喷射角较为理想。燃料喷射入口142还定位成在管流体出口135上游有一定距离，称为凹进距离R。凹进距离R大致处于比燃料喷射孔直径Df大大约5倍(Rmin)至大约100倍(Rmax)的范围内，同时如上文所述，燃料喷射孔直径Df大致等于或小于大约0.03英寸。实际上，对于氢/合成气燃料的凹进距离R大致等于或小于大约1.5英寸，而内管直径Di大致在大约0.05英寸至大约0.3英寸的范围内。进一步细化已发现，凹进距离R在大约0.3英寸至大约1英寸的范围内，而内管直径Di大致在大约0.08英寸至大约0.2英寸的范围内，用以实现所期望的混合及目标NOx排放量。一些高氢/合成气燃料在低于大约0.15英寸的内管直径Di时工作较好。本发明的进一步细化已发现，最佳凹进距离大致与燃烧管速度、管壁传热系数、燃料喷出时间成正比，而与横流喷射高度、紊流燃烧速度以及压力成反比。
对于高反应性燃料如氢燃料而言，燃料喷射入口142的直径Df应当大致等于或小于大约0.03英寸，而各管130长度均为大约1英寸至大约3英寸，且具有大约1个至大约8个燃料喷射入口142。对于低反应性燃料如天然气而言，各管130均可为大约一英尺长。还可构思出具有低压降的多个燃料喷射入口142，即大约2个至大约8个燃料喷射入口。利用所述参数，已发现具有大约50度至大约60度的角度Z的燃料喷射入口142工作良好，用以实现所期望的混合及目标NOx排放量。本领域的技术人员将认识到，可使用上述的许多不同组合来实现所期望的混合及目标NOx排放量。例如，当在单个的管130中存在多个燃料喷射入口142时，如图6中所示，一些喷射入口可具有不同的喷射角Z，该喷射角Z例如随凹进距离R而变化。作为另一实例，喷射角Z可随燃料喷射入口142的直径Df而变化，或随燃料喷射入口142的直径Df和凹进距离R一起而变化。目的在于获得充分的混合，同时保持管130的长度尽可能短，且在流体入口端134与流体出口端135之间具有低压降(即，小于大约5％)。
上述参数还可基于燃料成分、燃料温度、空气温度、压力以及对管130的内周壁202和外周壁203进行的任何处理而变化。当燃料/空气混合物所流过的内周表面203不论所使用的材料而磨得很光滑时，则性能会得到提高。同样可行的是，通过利用燃料、空气或其它冷却剂进行冷却来保护喷嘴110、暴露于点火区150，250的端盖136，236以及单独的管130。最后，端盖136，236可涂覆有陶瓷涂层或其它的高耐热层。
现参看图7，示出了在凹进式喷射喷嘴中混合高氢/合成气燃料的实例。具体而言，当在非限制性实例中所示的燃料喷射入口142的凹进距离R距流体出口135有大约0.6英寸至大约0.8英寸时，就实现了所期望的低NOx排放量(低于5ppm)和低喷嘴压力损失(低于3％)的混合。如上文所述，凹进距离R可大致从比燃料喷射孔直径大大约1倍至大约50倍而变化。如在所示的非限制性实施例中所看到，三个燃料喷射角示出为30度、60度和90度，但如上文所述，燃料喷射角可大致在大约20度至大约90度的范围内变化。当燃料/空气混合物到达流体出口135时，燃料/空气混合度在喷射角Z为大约60度情况下为大约80％，在喷射角Z为大约30度的情况下处于60％至70％之间，而在喷射角Z为90度的情况下则燃料/空气混合度为大约50％。
尽管仅结合了有限数量的实施例来详细描述本发明，但应当容易理解，本发明并不限于这些公开的实施例。相反，本发明可进行修改，以结合任意数目的此前并未描述但与本发明的精神和范围相匹配的变型、备选方案、替换方案或等效布置。此外，尽管已描述了本发明的多种实施例，但应当理解，本发明的方面可仅包括所述实施例中的一些。因此，本发明不应看作是由以上说明所限制，而是仅由所附权利要求的范围来限制。
Claims (8)
1.一种在燃料/空气混合管束(121)中使用的燃料/空气混合管(130)，包括：
沿管轴线(A)在入口端(134)与出口端(135)之间轴向地延伸的外管壁(201)，所述外管壁(201)具有在具有内径的内管表面(203)与具有外管直径的外管表面(202)之间延伸的厚度；
具有延伸穿过所述外管壁(201)的燃料喷射孔(142)直径的至少一个燃料喷射孔(142)，所述燃料喷射孔(142)具有相对于所述管轴线(A)的喷射角，所述喷射角在大约20度至大约90度的范围内；
在所述燃料喷射孔(142)与所述出口端(135)之间沿所述管轴线(A)延伸的凹进距离，所述凹进距离比所述燃料喷射孔直径大大约5倍至大约100倍。
2.根据权利要求1所述的燃料/空气混合管(130)，其特征在于，所述凹进距离等于或小于大约1.5英寸，以及所述管直径在大约0.05英寸至大约0.3英寸的范围内。
3.根据权利要求1所述的燃料/空气混合管(130)，其特征在于，所述凹进距离在大约0.3英寸至大约1英寸的范围内，以及所述管直径在大约0.05英寸至大约0.3英寸的范围内。
4.根据权利要求3所述的燃料/空气混合管(130)，其特征在于，所述至少一个燃料喷射孔(142)的燃料喷射孔(142)直径等于或小于大约0.03英寸。
5.根据权利要求1所述的燃料/空气混合管(130)，其特征在于，所述喷射角为大约50度至大约60度。
6.根据权利要求1所述的燃料/空气混合管(130)，其特征在于，所述燃料/空气混合管(130)包括具有多个燃料喷射孔(142)直径的多个燃料喷射孔(142)。
7.根据权利要求1所述的燃料/空气混合管(130)，其特征在于，所述燃料/空气混合管(130)包括具有多个燃料喷射孔(142)角度的多个燃料喷射孔(142)。
8.根据权利要求7所述的燃料/空气混合管(130)，其特征在于，所述多个燃料喷射孔(142)包括大约2个至大约8个燃料喷射孔(142)。
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Also Published As
| Publication number | Publication date |
|---|---|
| CN101793400B (zh) | 2014-06-11 |
| JP2010181137A (ja) | 2010-08-19 |
| JP5432683B2 (ja) | 2014-03-05 |
| US8539773B2 (en) | 2013-09-24 |
| EP2216599A3 (en) | 2014-05-21 |
| EP2216599A2 (en) | 2010-08-11 |
| US20100192581A1 (en) | 2010-08-05 |
| EP2216599B1 (en) | 2017-11-08 |
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