EP0689006A1 - Method and device for supplying fuel and for cooling the take-off injector in a combustion chamber with two burner heads - Google Patents

Method and device for supplying fuel and for cooling the take-off injector in a combustion chamber with two burner heads Download PDF

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Publication number
EP0689006A1
EP0689006A1 EP95401465A EP95401465A EP0689006A1 EP 0689006 A1 EP0689006 A1 EP 0689006A1 EP 95401465 A EP95401465 A EP 95401465A EP 95401465 A EP95401465 A EP 95401465A EP 0689006 A1 EP0689006 A1 EP 0689006A1
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EP
European Patent Office
Prior art keywords
injector
take
fuel
conduit
orifices
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
EP95401465A
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German (de)
French (fr)
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EP0689006B1 (en
Inventor
Jean-Paul Daniel Alary
Denis Jean Maurice Sandelis
Michel André Albert Desaulty
Pierre Schroer
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Safran Aircraft Engines SAS
Original Assignee
Societe Nationale dEtude et de Construction de Moteurs dAviation SNECMA
SNECMA SAS
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Publication of EP0689006A1 publication Critical patent/EP0689006A1/en
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Publication of EP0689006B1 publication Critical patent/EP0689006B1/en
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23D—BURNERS
    • F23D11/00—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space
    • F23D11/24—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space by pressurisation of the fuel before a nozzle through which it is sprayed by a substantial pressure reduction into a space
    • F23D11/26—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space by pressurisation of the fuel before a nozzle through which it is sprayed by a substantial pressure reduction into a space with provision for varying the rate at which the fuel is sprayed
    • F23D11/28—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space by pressurisation of the fuel before a nozzle through which it is sprayed by a substantial pressure reduction into a space with provision for varying the rate at which the fuel is sprayed with flow-back of fuel at the burner, e.g. using by-pass
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23D—BURNERS
    • F23D11/00—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space
    • F23D11/36—Details, e.g. burner cooling means, noise reduction means

Definitions

  • the present invention relates to a method and device for supplying fuel and cooling the take-off injector of a double injector fitted to a combustion chamber with two heads of a turbomachine, said take-off injector having fuel injection orifices.
  • the idle head In two-head combustion chambers, the idle head is continuously supplied with fuel whatever the speed of the turbomachine. On the other hand, the take-off head is supplied with fuel only beyond a determined minimum speed which corresponds to approximately 20% of the maximum speed. In idle phase it is therefore necessary to cool the take-off injector correctly in order to avoid coking problems in the fuel circuit of this injector.
  • FR-2 441 725 provides a double injector comprising a single fuel inlet in which each bypass line is connected directly to the nozzle of the idling injection, a part of the fuel being diverted to the nozzle of the take-off injector at by means of a shut-off valve controlled by a regulator device located at the injector head, said regulator device being controlled by an external member. It is mentioned in this document that the fuel at relatively low temperature cools the valve stem and the surrounding part, but the device proposed by FR-A-2 441 725 does not cool the take-off injector to its end .
  • the object of the present invention is to provide a method and a device such as mentioned above which allow vigorous cooling of the take-off injector in idle speeds with a smaller number of fuel circulation tubes.
  • At least part of the total fuel flow supplying said double injector is circulated in the take-off injector, whatever the speed of the turbomachine, the take-off injector is supplied, in the speeds of use of the take-off head, by taking fuel from said flow portion, and the superfluous fuel which passes through the take-off injector is discharged.
  • all of the fuel flow supplying said double injector is circulated in the take-off injector whatever the speed of the turbomachine, said total flow is then directed to the idle injector, when the speed of the the turbomachine is less than the minimum speed of use of the take-off head and said total flow is distributed between the idle injector and the take-off injector in the modes of use of the take-off head.
  • the device according to the invention comprises a first conduit intended to direct at least part of the total flow of fuel supplying the double injector to a chamber formed in the take-off injector, whatever the speed of the turbomachine, means for supplying fuel the injection ports of the take-off injector from said first conduit in the operating conditions of the take-off head, and a second conduit for discharging the superfluous fuel which passes through said chamber.
  • the means for supplying fuel to the fuel injection orifices of the take-off injector from the first conduit comprise a movable valve disposed at the mouth of the first conduit and which can take two extreme positions: an idle position in which it closes the fuel injection orifices of said take-off injector and a take-off position in which the injection orifices are released, and elastic means 18 acting against the forces of the pressures prevailing in said first duct and said chamber and intended to return said valve to the idle position, when the speed of the turbomachine is lower than the minimum speed of use of the take-off head, said valve comprising a first series of orifices which places the first conduit in communication with said chamber at least in the idle position.
  • Said first series of orifices is closed off by a shoulder formed in said take-off injector in the take-off position.
  • the second conduit evacuates the fuel passing through the chamber to the outside of the double injector, the idle injector having its own fuel supply circuit.
  • the valve comprises a second series of orifices which places the first conduit in permanent communication with said chamber, and the second conduit evacuates the fuel passing through said chamber to the idle injector.
  • the reference 1 represents, according to a preferred embodiment, a double injector intended for the supply of an annular combustion chamber with double head of a turbomachine, which comprises a head 2, for its fixing on the external casing of the turbomachine, a take-off injector 3, distant from the head 2 and an idle injector 4 disposed midway between the head 2 and the take-off injector 3.
  • the take-off injector 3 has at its end a take-off nozzle 5 which surrounds an interior chamber 6 and which has on its peripheral wall 7 an annular row of orifices 8 for injecting fuel.
  • the idle injector 4 also includes at its end an idle nozzle 9 having orifices 9a for injecting fuel.
  • the reference 10 represents, in the head, the arrival area of the total flow Q of fuel used to supply the take-off injector 3 and the idle injector 4.
  • a first conduit 11 connects the zone 10 to the chamber 6 of the take-off nozzle 5.
  • a second conduit 12 disposed inside the first conduit 11 connects the chamber 6 with a second chamber 13 disposed in the head 2 and communicating with the orifices 9a of the idle nozzle 9 through a third conduit 14.
  • the end 15 of the second conduit 12, located in the interior chamber 6 of the take-off nozzle 5 carries an annular valve 16 whose radial wall 17 closes the mouth of the first conduit 11.
  • This valve 16 is mounted to slide on the end 15 and is connected to the internal wall of the second conduit by a spring 18.
  • the radial wall 17 comprises a first series of axial orifices 19 and a second series of axial orifices 20.
  • the orifices 19 and 20 are distributed circumferentially around the axis 21 of the take-off nozzle 5, the orifices 19 being more distant from the axis 21 than the orifices 20.
  • the spring 18 applies the radial wall 17 of the valve 16 against the end 15 of the second conduit 12. In this position, called idling, shown in Figure 2, the peripheral surface of the radial wall 17 closes the fuel injection orifices 8 of the take-off nozzle 5.
  • the return force of the spring 18 is calculated in such a way that the valve 16 remains in the idle position, when the total flow of fuel Q is less than the flow rate Qo corresponding to the minimum operating speed of the combustion chamber take-off head.
  • the orifices 19 and 20 of the valve 16 cause a pressure difference dP on the two faces of the radial wall 17, this pressure difference dP being a function of the total fuel flow rate Q according to the curve shown in FIG. 5.
  • the pressure difference dP acts on the valve 16, against the force of the spring 18 and displaces the valve. 16 downstream from a distance do.
  • take-off position shown in FIG. 3
  • the valve 16 is in abutment on an annular abutment shoulder 22 of the take-off nozzle 5, said shoulder 22 being formed in the interior chamber 6 opposite the first series orifices 19 of the valve 16, the fuel injection orifices 8 are released upstream of the radial wall 17 and the orifices 19 are closed.
  • a first part Q1 of the total fuel Q supplied by the first conduit 11 is injected into the combustion chamber through the fuel injection orifices 8 of the take-off nozzle 5, and the second part Q2 of fuel passes through the second series of orifices 20 of the valve 16 and is directed towards the idle injector 4 by the second conduit 12, the second chamber 13 and the third conduit 14.
  • FIG. 5 shows the distribution of the fuel between the take-off injector 3 and the idle injector 4 beyond the minimum flow rate Qo as a function of the supply pressure.
  • the maximum displacement do of the valve 16 may be small.
  • the number N and the diameter D of the different orifices 8, 9a, 19, 20 of the takeoff injector 3 can be:
  • the double injector 1 has only one fuel supply in zone 10.
  • the idle injector 4 is supplied directly by the third conduit 14 from an external distributor.
  • the take-off injector 3 is supplied directly by the first conduit 11.
  • the valve 16 then comprises only a single series of orifices 19 which are closed by the annular shoulder 22 at take-off speed.
  • the second conduit 12 evacuates the fuel which passes through the interior chamber 6 of the take-off nozzle 5, at idle speed, which makes it possible to cool the take-off injector 3.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)

Abstract

The procedure consists of circulating part of the total fuel need to the two injectors through the take-off injector regardless of the operating mode, and removing the surplus fuel for transmission to the cruising speed injector. The take-off injector has fuel outlet orifices (8) and a first duct (11) designed to direct part of the total fuel feed to a chamber (6) inside the injector, returning it through a central channel (12) when the injector is not in operation. The orifices are closed by a spring-loaded valve (16) with apertures (19) connecting the channel and chamber. <IMAGE>

Description

La présente invention concerne un procédé et dispositif pour alimenter en carburant et refroidir l'injecteur de décollage d'un double injecteur équipant une chambre de combustion à deux têtes d'une turbomachine, ledit injecteur de décollage présentant des orifices d'injection de carburant.The present invention relates to a method and device for supplying fuel and cooling the take-off injector of a double injector fitted to a combustion chamber with two heads of a turbomachine, said take-off injector having fuel injection orifices.

En général, il est prévu dans les turboréacteurs modernes, des chambres de combustion à deux têtes alimentées en carburant par un double injecteur qui comporte une première alimentation pour la tête pilote ou tête de ralenti et une deuxième alimentation pour la tête de décollage.In general, modern turbojets are provided with two-head combustion chambers supplied with fuel by a double injector which comprises a first supply for the pilot head or idle head and a second supply for the take-off head.

Dans les chambres de combustion à deux têtes, la tête de ralenti est alimentée en carburant en permanence quel que soit le régime de la turbomachine. En revanche la tête de décollage n'est alimentée en carburant qu'au delà d'un régime minimum déterminé qui correspond à environ 20% du régime maximum. En phase de ralenti il est donc nécessaire de refroidir correctement l'injecteur de décollage afin d'éviter des problèmes de cokéfaction dans le circuit de carburant de cet injecteur.In two-head combustion chambers, the idle head is continuously supplied with fuel whatever the speed of the turbomachine. On the other hand, the take-off head is supplied with fuel only beyond a determined minimum speed which corresponds to approximately 20% of the maximum speed. In idle phase it is therefore necessary to cool the take-off injector correctly in order to avoid coking problems in the fuel circuit of this injector.

Il a déjà été adopté sur le turboréacteur CFM56-5B une solution de refroidissement de la tête de décollage qui consiste à faire circuler le carburant alimentant l'injecteur de ralenti dans l'injecteur de décollage. Cependant, ce système est complexe car, par sa technologie, il impose deux alimentations en carburant et trois tubes de circulation de carburant: un premier tube dans lequel circule, de manière centripète, le carburant alimentant l'injecteur de ralenti, ce premier tube se prolongeant jusqu'à l'extrémité de l'injecteur de décollage; un deuxième tube coaxial au premier tube qui relie l'extrémité de l'injecteur de décollage à l'injecteur de ralenti et dans lequel circule, de manière centrifuge, le carburant alimentant l'injecteur de ralenti; et un troisième tube placé au centre des deux premiers tubes dans lequel circule, de manière centripète, le carburant d'alimentation de l'injecteur de décollage. Dans ce système, il est de plus nécessaire de prévoir des dispositifs complémentaires externes, pour répartir le carburant entre les deux circuits en fonction du régime du turboréacteur.It has already been adopted on the CFM56-5B turbojet a solution for cooling the takeoff head which consists in circulating the fuel supplying the idle injector in the takeoff injector. However, this system is complex because, by its technology, it requires two fuel supplies and three fuel circulation tubes: a first tube in which circulates, centripetally, the fuel supplying the idle injector, this first tube extending to the end of the take-off injector; a second tube coaxial with the first tube which connects the end of the take-off injector to the idle injector and in which circulates, centrifugally, the fuel supplying the idle injector; and a third tube placed in the center of the first two tubes in which circulates, in a centripetal manner, the fuel supplying the take-off injector. In this system, it is also necessary to provide additional external devices, to distribute the fuel between the two circuits according to the speed of the turbojet engine.

FR-2 441 725 prévoit un double injecteur comportant une seule arrivée de carburant dans lequel chaque conduite de dérivation est reliée directement à la buse de l'injection de ralenti, une partie du carburant étant dérivée vers la buse de l'injecteur de décollage au moyen d'une soupape d'arrêt commandée par un dispositif régulateur situé en tête d'injecteur, ledit dispositif régulateur étant commandé par un organe externe. Il est mentionné dans ce document que le carburant à température relativement basse refroidit la tige de soupape et la partie environnante, mais le dispositif proposé par FR-A-2 441 725 ne permet pas de refroidir l'injecteur de décollage jusqu'à son extrémité.FR-2 441 725 provides a double injector comprising a single fuel inlet in which each bypass line is connected directly to the nozzle of the idling injection, a part of the fuel being diverted to the nozzle of the take-off injector at by means of a shut-off valve controlled by a regulator device located at the injector head, said regulator device being controlled by an external member. It is mentioned in this document that the fuel at relatively low temperature cools the valve stem and the surrounding part, but the device proposed by FR-A-2 441 725 does not cool the take-off injector to its end .

Le but de la présente invention est de proposer un procédé et un dispositif tels que mentionnés ci-dessus qui permettent un refroidissement énergique de l'injecteur de décollage dans les régimes de ralenti avec un nombre moindre de tubes de circulation de carburant.The object of the present invention is to provide a method and a device such as mentioned above which allow vigorous cooling of the take-off injector in idle speeds with a smaller number of fuel circulation tubes.

Selon le procédé de l'invention on fait circuler dans l'injecteur de décollage au moins une partie du débit total de carburant alimentant ledit double injecteur quel que soit le régime de la turbomachine, on alimente l'injecteur de décollage, dans les régimes d'utilisation de la tête de décollage, en prélevant du carburant dans ladite partie de débit, et on évacue le carburant superflu qui transite dans l'injecteur de décollage.According to the method of the invention, at least part of the total fuel flow supplying said double injector is circulated in the take-off injector, whatever the speed of the turbomachine, the take-off injector is supplied, in the speeds of use of the take-off head, by taking fuel from said flow portion, and the superfluous fuel which passes through the take-off injector is discharged.

De préférence, on fait circuler la totalité du débit de carburant alimentant ledit double injecteur dans l'injecteur de décollage quel que soit le régime de la turbomachine, on dirige ensuite ladite totalité de débit vers l'injecteur de ralenti, lorsque le régime de la turbomachine est inférieur au régime minimum d'utilisation de la tête de décollage et on répartit ladite totalité de débit entre l'injecteur de ralenti et l'injecteur de décollage dans les régimes d'utilisation de la tête de décollage.Preferably, all of the fuel flow supplying said double injector is circulated in the take-off injector whatever the speed of the turbomachine, said total flow is then directed to the idle injector, when the speed of the the turbomachine is less than the minimum speed of use of the take-off head and said total flow is distributed between the idle injector and the take-off injector in the modes of use of the take-off head.

Le dispositif selon l'invention comporte un premier conduit destiné à diriger au moins une partie du débit total de carburant alimentant le double injecteur vers une chambre ménagée dans l'injecteur de décollage quel que soit le régime de la turbomachine, des moyens pour alimenter en carburant les orifices d'injection de l'injecteur de décollage à partir dudit premier conduit dans les régimes d'utilisation de la tête de décollage, et un deuxième conduit pour évacuer le carburant superflu qui transite dans ladite chambre.The device according to the invention comprises a first conduit intended to direct at least part of the total flow of fuel supplying the double injector to a chamber formed in the take-off injector, whatever the speed of the turbomachine, means for supplying fuel the injection ports of the take-off injector from said first conduit in the operating conditions of the take-off head, and a second conduit for discharging the superfluous fuel which passes through said chamber.

Avantageusement les moyens pour alimenter en carburant les orifices d'injection de carburant de l'injecteur de décollage à partir du premier conduit comportent un clapet mobile disposé à l'embouchure du premier conduit et pouvant prendre deux positions extrêmes : une position de ralenti dans laquelle il obture les orifices d'injection de carburant dudit injecteur de décollage et une position de décollage dans laquelle les orifices d'injection sont dégagés, et des moyens élastiques 18 agissant à l'encontre des forces des pressions régnant dans ledit premier conduit et ladite chambre et destinés à ramener ledit clapet dans la position de ralenti, lorsque le régime de la turbomachine est inférieur au régime minimum d'utilisation de la tête de décollage,
   ledit clapet comportant une première série d'orifices qui met le premier conduit en communication avec ladite chambre au moins dans la position de ralenti.Advantageously, the means for supplying fuel to the fuel injection orifices of the take-off injector from the first conduit comprise a movable valve disposed at the mouth of the first conduit and which can take two extreme positions: an idle position in which it closes the fuel injection orifices of said take-off injector and a take-off position in which the injection orifices are released, and elastic means 18 acting against the forces of the pressures prevailing in said first duct and said chamber and intended to return said valve to the idle position, when the speed of the turbomachine is lower than the minimum speed of use of the take-off head,
said valve comprising a first series of orifices which places the first conduit in communication with said chamber at least in the idle position.

Ladite première série d'orifices est obturée par un épaulement formé dans ledit injecteur de décollage dans la position de décollage.Said first series of orifices is closed off by a shoulder formed in said take-off injector in the take-off position.

Selon un premier mode de réalisation, le deuxième conduit évacue le carburant transitant dans la chambre vers l'extérieur du double injecteur, l'injecteur de ralenti ayant son propre circuit d'alimentation en carburant.According to a first embodiment, the second conduit evacuates the fuel passing through the chamber to the outside of the double injector, the idle injector having its own fuel supply circuit.

Selon un deuxième mode préféré de réalisation, le clapet comporte une deuxième série d'orifices qui met le premier conduit en communication permanente avec ladite chambre, et
   le deuxième conduit évacue le carburant transitant dans ladite chambre vers l'injecteur de ralenti.According to a second preferred embodiment, the valve comprises a second series of orifices which places the first conduit in permanent communication with said chamber, and
the second conduit evacuates the fuel passing through said chamber to the idle injector.

D'autres avantages et caractéristiques de l'invention ressortent à la lecture de la description suivante faite à titre d'exemple et en référence aux dessins annexés dans lesquels :

  • La figure 1 est une coupe d'un double injecteur pouvant équiper une chambre de combustion à double tête d'une turbomachine, ledit double injecteur étant muni du dispositif de l'invention selon un mode préféré de réalisation,
  • la figure 2 est une coupe à grande échelle de l'injecteur de décollage lors du fonctionnement en régime ralenti de la turbomachine,
  • la figure 3 est une coupe de l'injecteur de décollage en fonctionnement au régime de décollage,
  • la figure 4 est une vue en perspective du clapet équipant la tête de décollage des figures 1 à 3,
  • la figure 5 montre la courbe représentative de la différence de pression dP qui agit sur le clapet en fonction du débit total Q de carburant qui alimente le double injecteur équipé du dispositif de l'invention,
  • la figure 6 montre la courbe représentative du déplacement d du clapet en fonction de la différence de pression dP qui agit sur ledit clapet,
  • la figure 7 montre un schéma de principe de la circulation du carburant en régime de ralenti selon une variante de réalisation de l'invention,
  • la figure 8 montre un schéma de principe de la circulation du carburant en régime de décollage selon la même variante de réalisation,
  • la figure 9 montre en perspective le clapet utilisé dans la variante de réalisation montrée sur les figures 7 et 8.
Other advantages and characteristics of the invention appear on reading the following description given by way of example and with reference to the appended drawings in which:
  • FIG. 1 is a section through a double injector capable of equipping a double-head combustion chamber of a turbomachine, said double injector being provided with the device of the invention according to a preferred embodiment,
  • FIG. 2 is a large-scale section of the take-off injector during operation in idle speed of the turbomachine,
  • FIG. 3 is a section through the take-off injector in operation at take-off speed,
  • FIG. 4 is a perspective view of the valve fitted to the take-off head of FIGS. 1 to 3,
  • FIG. 5 shows the curve representative of the pressure difference dP which acts on the valve as a function of the total flow Q of fuel which feeds the double injector equipped with the device of the invention,
  • FIG. 6 shows the curve representative of the displacement d of the valve as a function of the pressure difference dP which acts on said valve,
  • FIG. 7 shows a schematic diagram of the circulation of fuel in idle speed according to an alternative embodiment of the invention,
  • FIG. 8 shows a schematic diagram of the circulation of the fuel in take-off mode according to the same variant embodiment,
  • FIG. 9 shows in perspective the valve used in the alternative embodiment shown in FIGS. 7 and 8.

La référence 1 représente, selon un mode de réalisation préféré, un double injecteur destiné à l'alimentation d'une chambre de combustion annulaire à double tête d'une turbomachine, qui comporte une tête 2, pour sa fixation sur le carter extérieur de la turbomachine, un injecteur de décollage 3, éloigné de la tête 2 et un injecteur de ralenti 4 disposé à mi-distance entre la tête 2 et l'injecteur de décollage 3. L'injecteur de décollage 3 comporte à son extrémité une buse de décollage 5 qui entoure une chambre intérieure 6 et qui comporte sur sa paroi périphérique 7 une rangée annulaire d'orifices 8 d'injection de carburant.The reference 1 represents, according to a preferred embodiment, a double injector intended for the supply of an annular combustion chamber with double head of a turbomachine, which comprises a head 2, for its fixing on the external casing of the turbomachine, a take-off injector 3, distant from the head 2 and an idle injector 4 disposed midway between the head 2 and the take-off injector 3. The take-off injector 3 has at its end a take-off nozzle 5 which surrounds an interior chamber 6 and which has on its peripheral wall 7 an annular row of orifices 8 for injecting fuel.

L'injecteur de ralenti 4 comporte également à son extrémité une buse de ralenti 9 comportant des orifices 9a d'injection de carburant.The idle injector 4 also includes at its end an idle nozzle 9 having orifices 9a for injecting fuel.

La référence 10 représente, dans la tête, la zone d'arrivée du débit total Q de carburant servant à alimenter l'injecteur de décollage 3 et l'injecteur de ralenti 4.The reference 10 represents, in the head, the arrival area of the total flow Q of fuel used to supply the take-off injector 3 and the idle injector 4.

Un premier conduit 11 relie la zone 10 à la chambre 6 de la buse de décollage 5. Un deuxième conduit 12 disposé à l'intérieur du premier conduit 11 met en communication la chambre 6 avec une deuxième chambre 13 disposée dans la tête 2 et communiquant avec les orifices 9a de la buse de ralenti 9 par un troisième conduit 14.A first conduit 11 connects the zone 10 to the chamber 6 of the take-off nozzle 5. A second conduit 12 disposed inside the first conduit 11 connects the chamber 6 with a second chamber 13 disposed in the head 2 and communicating with the orifices 9a of the idle nozzle 9 through a third conduit 14.

L'extrémité 15 du deuxième conduit 12, située dans la chambre intérieure 6 de la buse de décollage 5 porte un clapet annulaire 16 dont la paroi radiale 17 obture l'embouchure du premier conduit 11. Ce clapet 16 est monté coulissant sur l'extrémité 15 et est relié à la paroi interne du deuxième conduit par un ressort 18. La paroi radiale 17 comporte une première série d'orifices axiaux 19 et une deuxième série d'orifices axiaux 20. Les orifices 19 et 20 sont répartis circonférentiellement autour de l'axe 21 de la buse de décollage 5, les orifices 19 étant plus éloignés de l'axe 21 que les orifices 20.The end 15 of the second conduit 12, located in the interior chamber 6 of the take-off nozzle 5 carries an annular valve 16 whose radial wall 17 closes the mouth of the first conduit 11. This valve 16 is mounted to slide on the end 15 and is connected to the internal wall of the second conduit by a spring 18. The radial wall 17 comprises a first series of axial orifices 19 and a second series of axial orifices 20. The orifices 19 and 20 are distributed circumferentially around the axis 21 of the take-off nozzle 5, the orifices 19 being more distant from the axis 21 than the orifices 20.

En l'absence de débit de carburant dans le premier conduit 11, le ressort 18 applique la paroi radiale 17 du clapet 16 contre l'extrémité 15 du deuxième conduit 12. Dans cette position, dite de ralenti, représentée sur la figure 2, la surface périphérique de la paroi radiale 17 obture les orifices 8 d'injection de carburant de la buse de décollage 5. La force de rappel du ressort 18 est calculée de telle manière que le clapet 16 reste dans la position de ralenti, lorsque le débit total de carburant Q est inférieur au débit Qo correspondant au régime minimum d'utilisation de la tête de décollage de la chambre de combustion.In the absence of fuel flow in the first conduit 11, the spring 18 applies the radial wall 17 of the valve 16 against the end 15 of the second conduit 12. In this position, called idling, shown in Figure 2, the peripheral surface of the radial wall 17 closes the fuel injection orifices 8 of the take-off nozzle 5. The return force of the spring 18 is calculated in such a way that the valve 16 remains in the idle position, when the total flow of fuel Q is less than the flow rate Qo corresponding to the minimum operating speed of the combustion chamber take-off head.

Au régime de ralenti la totalité du carburant Q introduit dans la zone d'arrivée 10, circule dans le premier conduit 11, traverse les orifices axiaux 19 et 20 du clapet 16 pour pénétrer dans la chambre intérieure 6 de la buse de décollage 5 puis va alimenter l'injecteur de ralenti 4 en passant successivement par le deuxième conduit 12, la deuxième chambre 13 et le troisième conduit 14. Ainsi au régime de ralenti, la totalité du carburant Q circule dans la chambre intérieure 6 de l'injecteur de décollage 3 et permet un refroidissement énergique de ce dernier. Cette circulation de carburant frais dans les conduits 11 et 12 empêche la cokéfaction de l'injecteur de décollage 3.At idle speed, all of the fuel Q introduced into the arrival zone 10, circulates in the first conduit 11, passes through the axial orifices 19 and 20 of the valve 16 to enter the interior chamber 6 of the take-off nozzle 5 then goes supply the idle injector 4 passing successively through the second conduit 12, the second chamber 13 and the third conduit 14. Thus at idle speed, all of the fuel Q circulates in the interior chamber 6 of the take-off injector 3 and allows an energetic cooling of the latter. This circulation of fresh fuel in the conduits 11 and 12 prevents coking of the take-off injector 3.

Les orifices 19 et 20 du clapet 16 provoquent une différence de pression dP sur les deux faces de la paroi radiale 17, cette différence de pression dP étant fonction du débit total de carburant Q selon la courbe représentée sur la figure 5.The orifices 19 and 20 of the valve 16 cause a pressure difference dP on the two faces of the radial wall 17, this pressure difference dP being a function of the total fuel flow rate Q according to the curve shown in FIG. 5.

Lorsque le débit total de carburant Q est supérieur au débit Qo correspondant au régime minimum d'utilisation de la tête de décollage, la différence de pression dP agit sur le clapet 16, à l'encontre de la force du ressort 18 et déplace le clapet 16 vers l'aval d'une distance do. Dans cette position dite position de décollage, représentée sur la figure 3, le clapet 16 est en butée sur un épaulement annulaire de butée 22 de la buse de décollage 5, ledit épaulement 22 étant formé dans la chambre intérieure 6 en regard de la première série d'orifices 19 du clapet 16, les orifices 8 d'injection de carburant sont dégagés en amont de la paroi radiale 17 et les orifices 19 sont obturés.When the total fuel flow rate Q is greater than the flow rate Qo corresponding to the minimum operating speed of the take-off head, the pressure difference dP acts on the valve 16, against the force of the spring 18 and displaces the valve. 16 downstream from a distance do. In this position called take-off position, shown in FIG. 3, the valve 16 is in abutment on an annular abutment shoulder 22 of the take-off nozzle 5, said shoulder 22 being formed in the interior chamber 6 opposite the first series orifices 19 of the valve 16, the fuel injection orifices 8 are released upstream of the radial wall 17 and the orifices 19 are closed.

Dans cette configuration, une première partie Q1 du carburant total Q fourni par le premier conduit 11 est injectée dans la chambre de combustion par les orifices 8 d'injection de carburant de la buse de décollage 5, et la deuxième partie Q2 de carburant traverse la deuxième série d'orifices 20 du clapet 16 et est dirigé vers l'injecteur de ralenti 4 par le deuxième conduit 12, la deuxième chambre 13 et le troisième conduit 14.In this configuration, a first part Q1 of the total fuel Q supplied by the first conduit 11 is injected into the combustion chamber through the fuel injection orifices 8 of the take-off nozzle 5, and the second part Q2 of fuel passes through the second series of orifices 20 of the valve 16 and is directed towards the idle injector 4 by the second conduit 12, the second chamber 13 and the third conduit 14.

La figure 5 montre la répartition du carburant entre l'injecteur de décollage 3 et l'injecteur de ralenti 4 au delà du débit minimum Qo en fonction de la pression d'alimentation. Lors de la montée en régime, le clapet 16 se déplace vers l'aval, lorsque le débit Q est légèrement supérieur au débit minimum Qo, inversement, lors de la descente en régime, le clapet 16 se déplace vers l'amont, lorsque le débit Q est légèrement inférieur au débit de commutation Qo. Ceci provient du fait que dans les positions extrêmes du clapet 16, la paroi radiale 17 est en butée sur la face frontale du deuxième conduit 12, en régime de ralenti, et est en butée sur l'épaulement annulaire 22 en régime de décollage. Cette disposition permet d'éviter les battements du clapet 16 au voisinage du régime de commutation correspondant au débit minimum Qo.FIG. 5 shows the distribution of the fuel between the take-off injector 3 and the idle injector 4 beyond the minimum flow rate Qo as a function of the supply pressure. During the ramp-up, the valve 16 moves downstream, when the flow Q is slightly higher than the minimum flow Qo, conversely, during the ramp-down, the valve 16 moves upstream, when the Q rate is slightly lower than Qo switching rate. This is due to the fact that in the extreme positions of the valve 16, the radial wall 17 is in abutment on the face frontal of the second duct 12, in idle speed, and is in abutment on the annular shoulder 22 in take-off mode. This arrangement makes it possible to avoid the flaps of the valve 16 in the vicinity of the switching regime corresponding to the minimum flow rate Qo.

Le déplacement maximum do du clapet 16 peut être faible. Pour un déplacement do de1mm, une répartition de carburant de 40% sur la tête de ralenti, et un débit de commutation de 37 kg/h, le nombre N et le diamètre D des différents orifices 8, 9a, 19, 20 de l'injecteur de décollage 3 peuvent être les suivants :The maximum displacement do of the valve 16 may be small. For a displacement do of 1mm, a 40% fuel distribution on the idle head, and a switching flow of 37 kg / h, the number N and the diameter D of the different orifices 8, 9a, 19, 20 of the takeoff injector 3 can be:

Orifices 8 d'injection de la buse de décollage 5, nombre N = 6, Diamètre D = 0,5 mm.Injection ports 8 for take-off nozzle 5, number N = 6, Diameter D = 0.5 mm.

Orifices 19 du clapet 16 : N = 10, D = 0,6 mm.Ports 19 of valve 16: N = 10, D = 0.6 mm.

Orifices 9a de la buse de ralenti 9 : N = 12, D = 0,5 mm.Ports 9a of the idle nozzle 9: N = 12, D = 0.5 mm.

Dans le mode préféré de réalisation de l'invention décrite ci-dessus, le double injecteur 1 ne comporte qu'une seule alimentation de carburant dans la zone 10.In the preferred embodiment of the invention described above, the double injector 1 has only one fuel supply in zone 10.

Mais il est possible d'avoir une alimentation séparée des deux injecteurs, c'est-à-dire une alimentation directe de l'injecteur de ralenti 4 et une alimentation directe de l'injecteur de décollage 3, comme cela est représenté sur les figures 7, 8 et 9. L'injecteur de ralenti 4 est alimenté directement par le troisième conduit 14 à partir d'un distributeur extérieur. L'injecteur de décollage 3 est alimenté directement par le premier conduit11. Le clapet 16 ne comporte alors qu'une seule série d'orifices 19 qui sont obturés par l'épaulement annulaire 22 au régime de décollage. Le deuxième conduit 12 évacue vers l'extérieur le carburant qui transite par la chambre intérieure 6 de la buse de décollage 5, au régime de ralenti, ce qui permet de refroidir l'injecteur de décollage 3.However, it is possible to have a separate supply for the two injectors, that is to say a direct supply for the idle injector 4 and a direct supply for the take-off injector 3, as shown in the figures. 7, 8 and 9. The idle injector 4 is supplied directly by the third conduit 14 from an external distributor. The take-off injector 3 is supplied directly by the first conduit 11. The valve 16 then comprises only a single series of orifices 19 which are closed by the annular shoulder 22 at take-off speed. The second conduit 12 evacuates the fuel which passes through the interior chamber 6 of the take-off nozzle 5, at idle speed, which makes it possible to cool the take-off injector 3.

Claims (9)

Procédé pour alimenter en carburant et refroidir l'injecteur de décollage (3)d'un double injecteur (1) équipant une chambre de combustion à deux têtes d'une turbomachine, caractérisé en ce qu'on fait circuler dans l'injecteur de décollage (3) au moins une partie du débit total de carburant (Q) alimentant ledit double injecteur (1) quel que soit le régime de la turbomachine, en ce qu'on alimente l'injecteur de décollage (3), dans les régimes d'utilisation de la tête de décollage, en prélevant du carburant dans ladite partie de débit, et en ce qu'on évacue le carburant superflu qui transite dans l'injecteur de décollage (3).Method for supplying fuel and cooling the take-off injector (3) of a double injector (1) equipping a combustion chamber with two heads of a turbomachine, characterized in that one circulates in the take-off injector (3) at least part of the total fuel flow (Q) supplying said double injector (1) whatever the speed of the turbomachine, in that the take-off injector (3) is supplied, in the speeds d use of the take-off head, by taking fuel from said flow portion, and in that the excess fuel which passes through the take-off injector (3) is removed. Procédé selon la revendication 1, caractérisé en ce qu'on fait circuler la totalité du débit de carburant (Q) alimentant ledit double injecteur (1) dans l'injecteur de décollage (3) quel que soit le régime de la turbomachine, en ce qu'on dirige ensuite ladite totalité de débit (Q) vers l'injecteur de ralenti, (4) lorsque le régime de la turbomachine est inférieur au régime minimum d'utilisation de la tête de décollage et en ce qu'on répartit ladite totalité de débit (Q) entre l'injecteur de ralenti (4) et l'injecteur de décollage (3) dans les régimes d'utilisation de la tête de décollage.Method according to claim 1, characterized in that the entire fuel flow (Q) supplying said double injector (1) is circulated in the take-off injector (3) whatever the speed of the turbomachine, in that that then directs said entire flow (Q) to the idle injector, (4) when the speed of the turbomachine is lower than the minimum speed of use of the take-off head and in that distributes said total flow (Q) between the idle injector (4) and the take-off injector (3) in the conditions of use of the take-off head. Dispositif pour alimenter en carburant et refroidir l'injecteur de décollage (3) d'un double injecteur (1) équipant une chambre de combustion à deux têtes d'une turbomachine, ledit injecteur de décollage (3) présentant des orifices (8) d'injection de carburant, caractérisé en ce qu'il comporte un premier conduit (11) destiné à diriger au moins une partie du débit total (Q) de carburant alimentant le double injecteur (1) vers une chambre (6) ménagée dans l'injecteur de décollage(3) quel que soit le régime de la turbomachine, des moyens (16, 17, 18) pour alimenter en carburant les orifices (8) d'injection de l'injecteur de décollage (3) à partir dudit premier conduit (11) dans les régimes d'utilisation de la tête de décollage, et un deuxième conduit (12) pour évacuer le carburant superflu qui transite dans ladite chambre (6).Device for supplying fuel and cooling the take-off injector (3) of a double injector (1) equipping a combustion chamber with two heads of a turbomachine, said take-off injector (3) having orifices (8) d fuel injection, characterized in that it comprises a first conduit (11) intended to direct at least part of the total flow (Q) of fuel supplying the double injector (1) towards a chamber (6) formed in the take-off injector (3) whatever the speed of the turbomachine, means (16, 17, 18) for supplying fuel to the orifices (8) for injecting the take-off injector (3) from said first duct (11) in the conditions of use of the take-off head, and a second conduit (12) for discharging the superfluous fuel which passes through said chamber (6). Dispositif selon la revendication 3, caractérisé en ce que les moyens (16, 17, 18) pour alimenter en carburant les orifices (8) d'injection de carburant de l'injecteur de décollage (3) à partir du premier conduit comportant un clapet (16) mobile disposé à l'embouchure du premier conduit (11) et pouvant prendre deux positions extrêmes : une position de ralenti dans laquelle il obture les orifices (8) d'injection de carburant dudit injecteur de décollage (3) et une position de décollage dans laquelle les orifices (8) d'injection sont dégagés, et des moyens élastiques (18) agissant à l'encontre des forces des pressions régnant dans ledit premier conduit (11) et ladite chambre (6) et destinés à ramener ledit clapet (16) dans la position de ralenti, lorsque le régime de la turbomachine est inférieur au régime minimum d'utilisation de la tête de décollage (3),
   ledit clapet (16) comportant une première série d'orifices (19) qui met le premier conduit (11) en communication avec ladite chambre (6) au moins dans la position de ralenti.Device according to Claim 3, characterized in that the means (16, 17, 18) for supplying fuel to the fuel injection orifices (8) of the take-off injector (3) from the first conduit comprising a valve (16) mobile disposed at the mouth of the first conduit (11) and being able to take two extreme positions: an idle position in which it closes the orifices (8) for injecting fuel from said take-off injector (3) and a position take-off in which the injection orifices (8) are released, and elastic means (18) acting against the forces of the pressures prevailing in said first duct (11) and said chamber (6) and intended to return said valve (16) to the idle position, when the speed of the turbomachine is lower than the minimum speed of use of the take-off head (3),
said valve (16) having a first series of orifices (19) which places the first conduit (11) in communication with said chamber (6) at least in the idle position. Dispositif selon la revendication 4, caractérisé en ce que ladite première série d'orifices (19) est obturée par un épaulement (22) formé dans ledit injecteur de décollage (3) dans la position de décollage dudit clapet (16).Device according to claim 4, characterized in that said first series of orifices (19) is closed by a shoulder (22) formed in said take-off injector (3) in the take-off position of said valve (16). Dispositif selon la revendication 5, caractérisé en ce que le deuxième conduit (12) évacue le carburant transitant dans la chambre (6) vers l'extérieur du double injecteur (1), l'injecteur de ralenti (4) ayant son propre circuit (14) d'alimentation en carburant.Device according to claim 5, characterized in that the second conduit (12) evacuates the fuel passing through the chamber (6) towards the outside of the double injector (1), the idle injector (4) having its own circuit ( 14) fuel supply. Dispositif selon l'une des revendications 4 ou 5, caractérisé en ce que le clapet (16) comporte une deuxième série d'orifices (20) qui met le premier conduit (11) en communication permanente avec ladite chambre (6).Device according to one of claims 4 or 5, characterized in that the valve (16) has a second series of orifices (20) which places the first conduit (11) in permanent communication with said chamber (6). Dispositif selon la revendication 7, caractérisé en ce que le deuxième conduit (12) évacue le carburant transitant dans ladite chambre (6) vers l'injecteur de ralenti (4).Device according to claim 7, characterized in that the second conduit (12) evacuates the fuel passing through said chamber (6) towards the idle injector (4). Dispositif selon l'une des revendications 4 à 8, caractérisé en ce que le premier conduit (11) et le deuxième conduit (12) sont coaxiaux au moins au voisinage de l'injecteur de décollage (3), ledit premier conduit (11) entourant le deuxième conduit (12).Device according to one of claims 4 to 8, characterized in that the first conduit (11) and the second conduit (12) are coaxial at least in the vicinity of the take-off injector (3), said first conduit (11) surrounding the second conduit (12).
EP95401465A 1994-06-22 1995-06-21 Method and device for supplying fuel and for cooling the take-off injector in a combustion chamber with two burner heads Expired - Lifetime EP0689006B1 (en)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR9407623A FR2721693B1 (en) 1994-06-22 1994-06-22 Method and device for supplying fuel and cooling the take-off injector of a combustion chamber with two heads.
FR9407623 1994-06-22

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EP0689006A1 true EP0689006A1 (en) 1995-12-27
EP0689006B1 EP0689006B1 (en) 1998-11-11

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US (1) US5568721A (en)
EP (1) EP0689006B1 (en)
JP (1) JP2847045B2 (en)
DE (1) DE69505894T2 (en)
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EP0841517A2 (en) 1996-11-07 1998-05-13 BMW Rolls-Royce GmbH Fuel injection device for a gas turbine combustion chamber with a liquid cooled injection nozzle
FR2938300A1 (en) * 2008-11-11 2010-05-14 Delavan Inc THERMAL MANAGEMENT FOR FUEL INJECTORS

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US6351948B1 (en) * 1999-12-02 2002-03-05 Woodward Fst, Inc. Gas turbine engine fuel injector
FR2817016B1 (en) * 2000-11-21 2003-02-21 Snecma Moteurs METHOD FOR ASSEMBLING A FUEL INJECTOR FOR A TURBOMACHINE COMBUSTION CHAMBER
JP4495179B2 (en) * 2007-02-28 2010-06-30 三菱重工業株式会社 Fuel nozzle device, gas turbine, and control method of fuel nozzle device
EP2520858A1 (en) 2011-05-03 2012-11-07 Siemens Aktiengesellschaft Fuel cooled pilot fuel lance for a gas turbine
CN102380464B (en) * 2011-10-31 2015-07-22 昆明理工大学 Oil-spraying oil-cooling oxygen gun
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US11649964B2 (en) 2020-12-01 2023-05-16 Raytheon Technologies Corporation Fuel injector assembly for a turbine engine
CN113108313B (en) * 2021-04-01 2022-09-13 中国科学院工程热物理研究所 Single-way oil supply and pressure self-adaptive double-membrane fuel oil atomization device
US11808455B2 (en) 2021-11-24 2023-11-07 Rtx Corporation Gas turbine engine combustor with integral fuel conduit(s)
US11846249B1 (en) 2022-09-02 2023-12-19 Rtx Corporation Gas turbine engine with integral bypass duct
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WO1997035148A1 (en) * 1996-03-19 1997-09-25 Danfoss A/S Nozzle unit for oil burner
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Also Published As

Publication number Publication date
FR2721693A1 (en) 1995-12-29
FR2721693B1 (en) 1996-07-19
US5568721A (en) 1996-10-29
JP2847045B2 (en) 1999-01-13
DE69505894D1 (en) 1998-12-17
JPH0828875A (en) 1996-02-02
DE69505894T2 (en) 1999-05-12
EP0689006B1 (en) 1998-11-11

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