EP0689006B1 - 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
EP0689006B1
EP0689006B1 EP95401465A EP95401465A EP0689006B1 EP 0689006 B1 EP0689006 B1 EP 0689006B1 EP 95401465 A EP95401465 A EP 95401465A EP 95401465 A EP95401465 A EP 95401465A EP 0689006 B1 EP0689006 B1 EP 0689006B1
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EP
European Patent Office
Prior art keywords
injector
take
fuel
pipe
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.)
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EP95401465A
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German (de)
French (fr)
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EP0689006A1 (en
Inventor
Jean-Paul Daniel Alary
Denis Jean Maurice Sandelis
Michel André Albert Desaulty
Pierre Schroer
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Safran Aircraft Engines SAS
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Societe Nationale dEtude et de Construction de Moteurs dAviation SNECMA
SNECMA SAS
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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 cool the take-off injector of a double injector fitted to a combustion chamber with two heads of a turbomachine, said injector takeoff with fuel injection ports.
  • dual-head combustion supplied with fuel by a double injector which comprises a first supply for the pilot head or idle head and a second power supply for the takeoff head.
  • the idle head In two-head combustion chambers, the idle head is permanently 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 injector properly. takeoff to avoid coking problems in the fuel system of this injector.
  • FR-2 441 725 provides a double injector comprising a single inlet for fuel in which each bypass line is connected directly to the idle injection nozzle, part of the fuel being diverted to the the take-off injector by means of a shut-off valve controlled by a regulating device located at the injector head, said regulating device being controlled by an external body. It is mentioned in this document that the fuel at relatively low temperature cools the valve stem and part surrounding, but the device proposed by FR-A-2 441 725 does not allow cool the take-off injector to its end.
  • the aim of the present invention is to propose a method and a device as mentioned above which allow a vigorous cooling of the takeoff injector in idle speeds with a lower number of fuel circulation tubes.
  • the take-off injector is circulated, including in the end nozzle, all of the total fuel flow supplying said double injector whatever the speed of the turbomachine, the take-off injector is supplied, in the modes of use of the take-off head, by taking off fuel in the entire flow, and the superfluous fuel which passes in takeoff injector to the idle injector.
  • the device comprises a first conduit intended to direct all of the total fuel flow supplying double injector to the end nozzle of the take-off injector whatever the regime of the turbomachine, means for supplying fuel to the orifices injection of the take-off injector from said first conduit into the regimes of use of the take-off head, and a second conduit for evacuating superfluous fuel which passes through a chamber formed in said injector nozzle.
  • 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 pressure prevailing in said first conduit 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 by a shoulder formed in said takeoff injector in the takeoff position.
  • 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 for supplying a double annular combustion chamber head of a turbomachine, which comprises a head 2, for its attachment to the casing exterior of the turbomachine, a take-off injector 3, distant from the head 2 and a idle injector 4 placed midway between head 2 and the injector take-off 3.
  • the take-off injector 3 has a nozzle at its end take-off 5 which surrounds an interior chamber 6 and which has on its wall peripheral 7 an annular row of fuel injection orifices 8.
  • the idle injector 4 also has a nozzle at its end. idle 9 having fuel injection orifices 9a.
  • the reference 10 represents, in the head, the arrival area of the total flow rate 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 nozzle take-off 5.
  • a second conduit 12 disposed inside the first conduit 11 connects the chamber 6 with a second chamber 13 arranged in the head 2 and communicating with the orifices 9a of the idle nozzle 9 by 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 slidably mounted 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 further 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 FIG. 2, the surface device of the radial wall 17 closes the fuel injection orifices 8 the take-off nozzle 5.
  • the return force of the spring 18 is calculated such that so 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 speed use of the combustion chamber lift-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 difference in pressure dP being function of the total fuel flow Q according to the curve shown in Figure 5.
  • a first part Q1 of the total fuel Q supplied by the first conduit 11 is injected into the combustion chamber by the fuel injection ports 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 to the idle injector 4 through the second conduit 12, the second chamber 13 and the third leads 14.
  • Figure 5 shows the distribution of fuel between the take-off injector 3 and the idle injector 4 beyond the minimum flow rate Qo as a function of the pressure feed.
  • the valve 16 moves downstream, when the flow Q is slightly higher than the minimum flow Qo, conversely, during the descent in speed, the valve 16 moves upstream, when the flow Q is slightly lower than the switching rate Qo.
  • the radial wall 17 is in abutment on the face front of the second duct 12, in idle speed, and is in abutment on the annular shoulder 22 in takeoff mode. This arrangement avoids the beats of the valve 16 in the vicinity of the corresponding switching speed at minimum flow Qo.
  • 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 take-off injector 3 can be the following:
  • the double injector 1 has only one fuel supply in the area 10.
  • the idle injector 4 is supplied directly by the third conduit 14 to from an external distributor.
  • Take-off injector 3 is supplied directly through the first conduit 11.
  • the valve 16 then has only one series of orifices 19 which are closed by the annular shoulder 22 at the speed of lift-off.
  • the second conduit 12 evacuates the fuel passing through to the outside by the inner chamber 6 of the take-off nozzle 5, at idle speed, which allows to take off the injector 3.

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 cool the take-off injector of a double injector fitted to a combustion chamber with two heads of a turbomachine, said injector takeoff with fuel injection ports.

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, in modern turbojet engines, dual-head combustion supplied with fuel by a double injector which comprises a first supply for the pilot head or idle head and a second power supply for the takeoff 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 permanently 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 injector properly. takeoff to avoid coking problems in the fuel system 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 of take-off head cooling which consists of circulating the fuel feeding the idle injector into the take-off injector. However, this system is complex because, by its technology, it requires two supplies of fuel and three fuel circulation tubes: a first tube in which The fuel supplied to the idle injector circulates centripetally, first tube extending to the end of the take-off injector; a second coaxial tube to the first tube which connects the end of the injector take-off at the idle injector and in which the centrifuge circulates fuel feeding the idle injector; and a third tube placed in the center of the first two tubes in which the fuel circulates centripetally take-off injector supply. In this system, it is more necessary to provide additional external devices to distribute the fuel between the two circuits depending on the engine speed.

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 inlet for fuel in which each bypass line is connected directly to the idle injection nozzle, part of the fuel being diverted to the the take-off injector by means of a shut-off valve controlled by a regulating device located at the injector head, said regulating device being controlled by an external body. It is mentioned in this document that the fuel at relatively low temperature cools the valve stem and part surrounding, but the device proposed by FR-A-2 441 725 does not allow 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 aim of the present invention is to propose a method and a device as mentioned above which allow a vigorous cooling of the takeoff injector in idle speeds with a lower number of fuel circulation tubes.

Selon le procédé de l'invention on fait circuler dans l'injecteur de décollage, y compris dans la buse d'extrémité, la totalité 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 la totalité de débit, et on évacue le carburant superflu qui transite dans l'injecteur de décollage vers l'injecteur de ralenti.According to the process of the invention, the take-off injector is circulated, including in the end nozzle, all of the total fuel flow supplying said double injector whatever the speed of the turbomachine, the take-off injector is supplied, in the modes of use of the take-off head, by taking off fuel in the entire flow, and the superfluous fuel which passes in takeoff injector to the idle injector.

Le dispositif selon, l'invention comporte un premier conduit destiné à diriger la totalité du débit total de carburant alimentant le double injecteur vers la buse d'extrémité de 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 une chambre ménagée dans ladite buse d'injecteur.The device according to the invention comprises a first conduit intended to direct all of the total fuel flow supplying double injector to the end nozzle of the take-off injector whatever the regime of the turbomachine, means for supplying fuel to the orifices injection of the take-off injector from said first conduit into the regimes of use of the take-off head, and a second conduit for evacuating superfluous fuel which passes through a chamber formed in said injector nozzle.

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 pressure prevailing in said first conduit 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 by a shoulder formed in said takeoff injector in the takeoff position.

Selon un 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 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 rate 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 for supplying a double annular combustion chamber head of a turbomachine, which comprises a head 2, for its attachment to the casing exterior of the turbomachine, a take-off injector 3, distant from the head 2 and a idle injector 4 placed midway between head 2 and the injector take-off 3. The take-off injector 3 has a nozzle at its end take-off 5 which surrounds an interior chamber 6 and which has on its wall peripheral 7 an annular row of fuel injection orifices 8.

    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 has a nozzle at its end. idle 9 having fuel injection orifices 9a.

    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 rate 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 nozzle take-off 5. A second conduit 12 disposed inside the first conduit 11 connects the chamber 6 with a second chamber 13 arranged in the head 2 and communicating with the orifices 9a of the idle nozzle 9 by 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 slidably mounted 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 further 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 FIG. 2, the surface device of the radial wall 17 closes the fuel injection orifices 8 the take-off nozzle 5. The return force of the spring 18 is calculated such that so 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 speed use of the combustion chamber lift-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 the fuel Q introduced into the zone inlet 10, flows 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 will feed the idle injector 4 passing successively through the second conduit 12, second chamber 13 and third conduit 14. Thus at idling speed, all of the fuel Q flows in the interior chamber 6 of the take-off injector 3 and allows vigorous cooling of the latter. This circulation of fresh fuel in the lines 11 and 12 prevents the Take-off injector coking 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 difference in pressure dP being function of the total fuel flow Q according to the curve shown in Figure 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 Q is greater than the flow 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 moves the valve 16 downstream by a distance do. In this so-called position take-off position, shown in Figure 3, the valve 16 is in abutment on a annular abutment shoulder 22 of the take-off nozzle 5, said shoulder 22 being formed in the interior chamber 6 opposite the first series of 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 by the fuel injection ports 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 to the idle injector 4 through the second conduit 12, the second chamber 13 and the third leads 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.Figure 5 shows the distribution of fuel between the take-off injector 3 and the idle injector 4 beyond the minimum flow rate Qo as a function of the pressure feed. During the ramp-up, the valve 16 moves downstream, when the flow Q is slightly higher than the minimum flow Qo, conversely, during the descent in speed, the valve 16 moves upstream, when the flow Q is slightly lower than the switching rate Qo. This is because in the extreme positions of the valve 16, the radial wall 17 is in abutment on the face front of the second duct 12, in idle speed, and is in abutment on the annular shoulder 22 in takeoff mode. This arrangement avoids the beats of the valve 16 in the vicinity of the corresponding switching speed at minimum flow 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 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 take-off injector 3 can be the following:

    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 the area 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.But it is possible to have a separate supply of the two injectors, that is to say a direct supply of the idle injector 4 and a supply direct from the take-off injector 3, as shown in FIGS. 7, 8 and 9. The idle injector 4 is supplied directly by the third conduit 14 to from an external distributor. Take-off injector 3 is supplied directly through the first conduit 11. The valve 16 then has only one series of orifices 19 which are closed by the annular shoulder 22 at the speed of lift-off. The second conduit 12 evacuates the fuel passing through to the outside by the inner chamber 6 of the take-off nozzle 5, at idle speed, which allows to take off the injector 3.

    Claims (7)

    1. Method for supplying with fuel and for cooling the take-off injector (3) of a double injector (1) fitted to a two-head combustion chamber of a turbomachine, characterized in that all of the fuel flow (Q) supplying the said double injector (1) is circulated through the take-off injector (3), including the end nozzle (5), irrespective of the turbomachine speed, and in that all of this flow (Q) is then conveyed to the idling injector (4) when the speed of the turbomachine is below the minimum speed for using the take-off head, and in that all of this flow (Q) is split between the idling injector (4) and the take-off injector (3) at speeds at which the take-off head is used.
    2. Device for supplying with fuel and for cooling the take-off injector (3) of a double injector (1) fitted to a two-head combustion chamber of a turbomachine, the said take-off injector (3) having fuel-injection orifices (8), characterized in that it comprises a first pipe (11) intended to convey all of the total flow (Q) of fuel supplying the double injector (1) to the end nozzle(s) of the take-off injector (3) irrespective of the speed of the turbomachine, means (16, 17, 18) for supplying the injection orifices (8) of the take-off injector (3) with fuel from the said first pipe (11) at speeds at which the take-off head is used, and a second pipe (12) for leading away the superfluous fuel which passes through a chamber (6) formed in the said nozzle (5) of the injector (3).
    3. Device according to Claim 2, characterized in that the means (16, 17, 18) for supplying the fuelinjection orifices (8) of the take-off injector (3) with fuel from the first pipe comprise a moving shutter (16) placed at the mouth of the first pipe (11) and capable of adopting two extreme positions: an idling position in which it closes off the fuel-injection orifices (8) of the said take-off injector (3), and a take-off position in which the injection orifices (8) are uncovered, and elastic means (18) acting against the forces of the pressures that prevail in the said first pipe (11) and the said chamber (6) and intended to return the said shutter (16) to the idling position when the speed of the turbomachine is below the minimum speed at which the take-off head (3) is used, the said shutter (16) comprising a first series of orifices (19) which places the first pipe (11) in communication with the said chamber (6), at least in the idling position
    4. Device according to Claim 3, characterized in that the said first series of orifices (19) is closed off by a shoulder (22) formed in the said take-off injector (3) when the said shutter (16) is in the take-off position.
    5. Device according to either of Claims 3 and 4, characterized in that the shutter (16) comprises a second series of orifices (20) which places the first pipe (11) in permanent communication with the said chamber (6).
    6. Device according to Claim 5, characterized in that the second pipe (12) leads the fuel passing through the said chamber (6) away towards the idling injector (4).
    7. Device according to one of Claims 4 to 6, characterized in that the first pipe (11) and the second pipe (12) are coaxial, at least near the take-off injector (3), the said first pipe (11) surrounding the second pipe (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

    Publications (2)

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

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    Family Applications (1)

    Application Number Title Priority Date Filing Date
    EP95401465A Expired - Lifetime EP0689006B1 (en) 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

    Country Status (5)

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    US (1) US5568721A (en)
    EP (1) EP0689006B1 (en)
    JP (1) JP2847045B2 (en)
    DE (1) DE69505894T2 (en)
    FR (1) FR2721693B1 (en)

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    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
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    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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    US11421883B2 (en) 2020-09-11 2022-08-23 Raytheon Technologies Corporation Fuel injector assembly with a helical swirler passage for a turbine engine
    US11754287B2 (en) 2020-09-11 2023-09-12 Raytheon Technologies Corporation Fuel injector assembly for a turbine engine
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    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
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    Also Published As

    Publication number Publication date
    DE69505894D1 (en) 1998-12-17
    EP0689006A1 (en) 1995-12-27
    US5568721A (en) 1996-10-29
    JP2847045B2 (en) 1999-01-13
    FR2721693B1 (en) 1996-07-19
    FR2721693A1 (en) 1995-12-29
    JPH0828875A (en) 1996-02-02
    DE69505894T2 (en) 1999-05-12

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