EP0222654A1 - Strahltriebwerk mit Nachverbrennung und radial angeordneten einzelnen Injektoren - Google Patents

Strahltriebwerk mit Nachverbrennung und radial angeordneten einzelnen Injektoren Download PDF

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Publication number
EP0222654A1
EP0222654A1 EP86402356A EP86402356A EP0222654A1 EP 0222654 A1 EP0222654 A1 EP 0222654A1 EP 86402356 A EP86402356 A EP 86402356A EP 86402356 A EP86402356 A EP 86402356A EP 0222654 A1 EP0222654 A1 EP 0222654A1
Authority
EP
European Patent Office
Prior art keywords
fuel
vein
chamber
orifices
injector
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
EP86402356A
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English (en)
French (fr)
Other versions
EP0222654B1 (de
Inventor
René Alain Benoist
Guy Jean-Louis Lapergue
Jacques Albert Legueux
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Safran Aircraft Engines SAS
Original Assignee
Societe Nationale dEtude et de Construction de Moteurs dAviation SNECMA
SNECMA SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by Societe Nationale dEtude et de Construction de Moteurs dAviation SNECMA, SNECMA SAS filed Critical Societe Nationale dEtude et de Construction de Moteurs dAviation SNECMA
Publication of EP0222654A1 publication Critical patent/EP0222654A1/de
Application granted granted Critical
Publication of EP0222654B1 publication Critical patent/EP0222654B1/de
Expired legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23R—GENERATING COMBUSTION PRODUCTS OF HIGH PRESSURE OR HIGH VELOCITY, e.g. GAS-TURBINE COMBUSTION CHAMBERS
    • F23R3/00—Continuous combustion chambers using liquid or gaseous fuel
    • F23R3/02—Continuous combustion chambers using liquid or gaseous fuel characterised by the air-flow or gas-flow configuration
    • F23R3/16—Continuous combustion chambers using liquid or gaseous fuel characterised by the air-flow or gas-flow configuration with devices inside the flame tube or the combustion chamber to influence the air or gas flow
    • F23R3/18—Flame stabilising means, e.g. flame holders for after-burners of jet-propulsion plants
    • F23R3/20—Flame stabilising means, e.g. flame holders for after-burners of jet-propulsion plants incorporating fuel injection means
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
    • F05B—INDEXING SCHEME RELATING TO WIND, SPRING, WEIGHT, INERTIA OR LIKE MOTORS, TO MACHINES OR ENGINES FOR LIQUIDS COVERED BY SUBCLASSES F03B, F03D AND F03G
    • F05B2260/00—Function
    • F05B2260/60—Fluid transfer
    • F05B2260/602—Drainage

Definitions

  • the technical sector of the present invention is that of fuel injection devices in an air flow stream and more particularly of post-combustion fuel injection devices for aviation turbojet engines having a device for heating or post-combustion.
  • This device had the same drawbacks as the previous one concerning the poor spraying of the fuel, the heterogeneity of the fuel mixture downstream of the injection device and the problems of coking of the injectors.
  • a third embodiment provided, as disclosed in patent FR 1 454 312, the combination of pressurized fuel injectors and catalytic igniters using a mixture of compressor air from a pipe bypassing the turbine and fuel to create a homogeneous mixture.
  • Such an arrangement requires the presence in the vein of two types of organs, injectors and igniters, which complicates the production of the post-combustion system, increases their cost and complicates their maintenance.
  • the present invention therefore aims to solve the problems of injecting post-combustion fuel in modern engines with high turbine outlet temperature by combining in a new way fuel injection and spraying means.
  • Another object of the invention is to provide a device for injecting post-combustion fuel with the shortest possible response time.
  • Another object of the invention is to provide an injection device that is not very sensitive to coking and therefore reduces maintenance measures, as well as an easily removable device in order to further minimize maintenance operations.
  • the subject of the invention is therefore a turbojet engine having a post-combustion device downstream of its turbine comprising at least one device for injecting fuel into the vein, connected to a circuit for distributing pressurized fuel and a flame holder.
  • the injection device consists of a set of individual tubular injectors regularly distributed radially in the vein, perpendicular to the direction of flow and each connected through openings made in the wall forming the vein at pressurized fuel distribution circuit, each injector being supplied separately from the others and comprising, associated with its tubular part, a fuel spray chamber using a fraction of air from the vein to inject into it a finely sprayed and widely distributed fuel mixture.
  • the spraying chamber communicates with the tubular part of the injector by at least one calibrated nozzle and comprises on an upstream face relative to the vein at least one inlet orifice d air taken from the vein and from a downstream face at least one expulsion orifice towards the vein of the fuel mixture constituted by the fuel sprayed in suspension in the air admitted by the inlet orifice.
  • the spray chamber is arranged at the end of the tubular part of the injector, said end being narrowed to form the fuel outlet nozzle and the chamber comprises, facing the outlet nozzle, a spherical cap disposed on the wall of the chamber between its upstream and downstream faces, on which the fuel jet explodes to carry out a first spraying of fuel, the part of the air flow admitted in the chamber through the upstream orifices ensuring a second finer spraying of fuel, the finely pulverized fuel mixture being expelled from the chamber through the downstream orifices towards the vein.
  • the spraying chamber is constituted by a tubular sheath closed at each of its ends, surrounding the tubular part of the injector and being integral with it, the tubular sheath forming the chamber comprising at least one upstream air inlet orifice and a downstream orifice for expelling the fuel mixture, orifices with axes parallel to the axis of flow of the air flow.
  • the tubular part of the injector is also closed at its end and has on its wall at least two nozzles opening into the spraying chamber, the axes of the nozzles being perpendicular to the plane containing the axes of the upstream and downstream orifices of the chamber.
  • FIG. 1 the rear part of a post-combustion turbojet engine 1 is shown diagrammatically, the last turbine wheel 2 and the nozzle 3 being simply shown.
  • the post-combustion device comprises a set of injectors arranged radially (FIG. 7) in the air flow upstream of known flame catchers 4.
  • each injector 8 consists of a tubular part 5 passing through the external wall 3 to which it is fixed by any known means, this tubular part comprising an internal conduit 6 connected to the fuel distribution circuit 7 comprising a pump 9 and a regulation of known type 10.
  • Each injector has the end of its tubular part constricted in order to form a calibrated nozzle 11 for injecting fuel into a spray chamber 12 integral with the injector and constituted in this embodiment by a cylinder 13 welded to the end of the tubular part 5 of the injector, the cylinder having, opposite the outlet nozzle, a bottom 14 in the form of a spherical cap against which the pressurized fuel is sprayed through the nozzle 11.
  • the number of inlet ports and their respective diameters are calculated so that the air inlet flow rate is 5 to 8 times greater than the flow rate of the outlet openings so as to create in the spray chamber a significant air swirl able to encourage fuel spraying as much as possible.
  • each injector is connected, independently of the other injectors, to the fuel distribution circuit. This is important because it makes it possible to reduce the residence time of the fuel in each injector and therefore to reduce the risks of clogging of the fuel mixture outlet orifices and of the fuel outlet nozzle 11 by coking.
  • each injector is associated with an injector purge unit.
  • This housing is constituted by a switching valve 18 making it possible to connect the pipe 6 of the injector to a source of compressed air at a temperature lower than the air of the vein in order to expel in the vein all of the fuel and to prevent the deposition of coke in the nozzles 11 and outlet orifices 17, and this as soon as the PC operation is stopped and throughout the duration of the dry operation.
  • Each purge unit can be produced in the form of a diverter-type valve distributor (as shown in FIG. 1), controlled by hydromechanical post-combustion regulation 10.
  • the cold air source 19 can be constituted by air taken from the fan or from the low pressure compressor.
  • the lowering of temperature thus achieved in the injector conduit can in this way reach fifty degrees, and this as soon as the fuel supply stops, thus avoiding the formation of coke.
  • the injector according to the invention consists of a tubular conduit 6 closed at its end 116 and having on its parts oriented perpendicular to the air flow, twice two fuel outlet nozzles 111 diametrically opposite.
  • the spraying chamber 112 is constituted by a tubular sheath closed at its two ends and welded to a flange 106 of the duct 6.
  • the sheath 112 has two orifices 16 for the entry of air taken from the flow and three longitudinal rows of outlet orifices (17, 17a, 17b) of the fuel mixture.
  • the middle row 17 (FIG. 6) of outlet openings is diametrically opposite to the inlet openings 16 while the rows 17a and 17b are inclined on either side of the plane of the axes of the openings 16, 17 by an angle between 30 and 50 degrees in order to obtain the widest and most homogeneous distribution of mixture in the flow.
  • FIG. 5 differs from that of FIG. 4 only by the arrangement of the sleeve 212 on the conduit 6 of the injector.
  • the end of the duct 6 is closed by a spacer 216 on which a cylindrical seat 214 of the sheath is centered, while the lower end of the sheath is also centered on a spacer 206 and is wedged in a cup 221 integral with channel 6.
  • the spray injectors thus produced are also supplied separately with fuel as previously by the pump 9 and each associated with a drain box 18 (not shown in FIGS. 4 and 5).
  • the injectors produced according to the present invention are fixed directly to the external wall of the vein when they are used in a single-flow turbojet and this by any known means, for example by a threaded ring symbolized at 22 in FIG. 1.
  • the injectors according to the invention are preferably positioned in the plane of the pins 26 (FIG. 2) serving to maintain the spacing of the two walls.
  • a spray chamber associated with each injector is based on the principle of a jet of fuel transverse to the air flow and bursting over an obstacle (spherical cap 14 or inner wall of sheath 114) then sprayed by the fraction of flow taken from the upstream orifices makes it possible to achieve a broad and homogeneous dilution of the fuel which allows, using a dozen spray injectors according to the invention arranged radially in the flow to advantageously replace the booms upstream currently used by simplifying the production of the post-combustion device as well as its maintenance and by reducing the problems of trails and wakes such as those caused by the current upstream ramps.
  • the type of injector according to the invention applies very particularly to modern engines with high outlet temperature.
EP86402356A 1985-10-23 1986-10-22 Strahltriebwerk mit Nachverbrennung und radial angeordneten einzelnen Injektoren Expired EP0222654B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR8515713 1985-10-23
FR8515713A FR2588920B1 (fr) 1985-10-23 1985-10-23 Turboreacteur a postcombustion a injecteurs de postcombustion radiaux individuels

Publications (2)

Publication Number Publication Date
EP0222654A1 true EP0222654A1 (de) 1987-05-20
EP0222654B1 EP0222654B1 (de) 1989-03-29

Family

ID=9324110

Family Applications (1)

Application Number Title Priority Date Filing Date
EP86402356A Expired EP0222654B1 (de) 1985-10-23 1986-10-22 Strahltriebwerk mit Nachverbrennung und radial angeordneten einzelnen Injektoren

Country Status (4)

Country Link
US (1) US4730453A (de)
EP (1) EP0222654B1 (de)
DE (1) DE3662623D1 (de)
FR (1) FR2588920B1 (de)

Cited By (1)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015121559A1 (fr) * 2014-02-12 2015-08-20 Fives Pillard Module de brûleur en veine

Families Citing this family (15)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
EP0550126A1 (de) * 1992-01-02 1993-07-07 General Electric Company Hitzeschild für Nachbrenner
FR2689567B1 (fr) * 1992-04-01 1994-05-27 Snecma Injecteur de carburant pour chambre de post-combustion d'une turbomachine.
DE4309131A1 (de) * 1993-03-22 1994-09-29 Abb Management Ag Verfahren und Vorrichtung zur Nachlaufbeeinflussung bei Brennkammereinbauten
DE59409252D1 (de) * 1994-09-21 2000-05-04 Abb Alstom Power Ch Ag Brennkammer einer Gasturbogruppe
US5768886A (en) * 1995-09-29 1998-06-23 National Science Council Twin-plate flameholder construction
US5826429A (en) * 1995-12-22 1998-10-27 General Electric Co. Catalytic combustor with lean direct injection of gas fuel for low emissions combustion and methods of operation
US5927067A (en) * 1997-11-13 1999-07-27 United Technologies Corporation Self-cleaning augmentor fuel manifold
FR2871519B1 (fr) * 2004-06-10 2006-08-04 Snecma Moteurs Sa Procede et systeme de protection des injecteurs de carburant de turbine de gaz
US7805948B2 (en) * 2005-12-15 2010-10-05 Pratt & Whitney Canada Corp. Internally mounted device for a pressure vessel
US9291139B2 (en) * 2008-08-27 2016-03-22 Woodward, Inc. Dual action fuel injection nozzle
US9115897B2 (en) * 2008-09-04 2015-08-25 United Technologies Corporation Gas turbine engine systems and methods involving enhanced fuel dispersion
FR3039220B1 (fr) * 2015-07-24 2017-08-11 Snecma Dipositif de postcombustion pour turboreacteur
CN111829009A (zh) * 2020-07-10 2020-10-27 中国空气动力研究与发展中心 一种基于楔形体的燃料组合喷注结构
CN114060851B (zh) * 2021-11-15 2022-09-20 中国航发沈阳发动机研究所 一种基于3d打印的分区分压加力喷油杆
CN114645799B (zh) * 2022-02-24 2024-04-26 哈尔滨工业大学 一种使用电动辅助增压的轴对称全速域冲压发动机

Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR1230868A (fr) * 1959-07-21 1960-09-20 Gen Electric Système d'augmentation de poussée pour les moteurs à réaction
US2963857A (en) * 1958-12-12 1960-12-13 Gen Motors Corp Turbojet engine
DE1133185B (de) * 1959-04-21 1962-07-12 Snecma Verbrennungseinrichtung an Rueckstosstrieb-werken, insbesondere zur Nachverbrennung
FR1321385A (fr) * 1962-05-09 1963-03-15 Rolls Royce Réchauffeur à combustion pour turbine à gaz ou analogue
US3698186A (en) * 1970-12-24 1972-10-17 United Aircraft Corp Afterburner combustion apparatus
GB2018971A (en) * 1978-04-13 1979-10-24 Mtu Muenchen Gmbh Gas turbine combustion chamber
US4257235A (en) * 1977-03-14 1981-03-24 Toyota Jidosha Kogyo Kabushiki Kaisha Gas turbine engine with fuel-air premix chamber

Family Cites Families (8)

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Publication number Priority date Publication date Assignee Title
NL67339C (de) * 1944-11-28
GB670247A (en) * 1948-02-19 1952-04-16 Power Jets Res & Dev Ltd Improvements in or relating to combustion apparatus
GB650608A (en) * 1948-11-26 1951-02-28 Lucas Ltd Joseph Improvements relating to internal combustion engine systems
US2967394A (en) * 1959-12-14 1961-01-10 Gen Electric Combustion apparatus
US3044264A (en) * 1960-05-11 1962-07-17 United Aircraft Corp Fuel spray nozzle
GB1049977A (en) * 1964-11-19 1966-11-30 Rolls Royce Prime mover ignition device
GB1056477A (en) * 1964-12-12 1967-01-25 Rolls Royce Liquid or gas supply system for a gas turbine engine
FR2097587A5 (de) * 1970-07-10 1972-03-03 Snecma

Patent Citations (7)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US2963857A (en) * 1958-12-12 1960-12-13 Gen Motors Corp Turbojet engine
DE1133185B (de) * 1959-04-21 1962-07-12 Snecma Verbrennungseinrichtung an Rueckstosstrieb-werken, insbesondere zur Nachverbrennung
FR1230868A (fr) * 1959-07-21 1960-09-20 Gen Electric Système d'augmentation de poussée pour les moteurs à réaction
FR1321385A (fr) * 1962-05-09 1963-03-15 Rolls Royce Réchauffeur à combustion pour turbine à gaz ou analogue
US3698186A (en) * 1970-12-24 1972-10-17 United Aircraft Corp Afterburner combustion apparatus
US4257235A (en) * 1977-03-14 1981-03-24 Toyota Jidosha Kogyo Kabushiki Kaisha Gas turbine engine with fuel-air premix chamber
GB2018971A (en) * 1978-04-13 1979-10-24 Mtu Muenchen Gmbh Gas turbine combustion chamber

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2015121559A1 (fr) * 2014-02-12 2015-08-20 Fives Pillard Module de brûleur en veine
US10378441B2 (en) 2014-02-12 2019-08-13 Fives Pillard In-stream burner module

Also Published As

Publication number Publication date
EP0222654B1 (de) 1989-03-29
FR2588920A1 (fr) 1987-04-24
DE3662623D1 (en) 1989-05-03
FR2588920B1 (fr) 1987-12-04
US4730453A (en) 1988-03-15

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