EP1312863B1 - Verbesserungen an Turbomaschineninjektoren - Google Patents

Verbesserungen an Turbomaschineninjektoren Download PDF

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Publication number
EP1312863B1
EP1312863B1 EP02292867A EP02292867A EP1312863B1 EP 1312863 B1 EP1312863 B1 EP 1312863B1 EP 02292867 A EP02292867 A EP 02292867A EP 02292867 A EP02292867 A EP 02292867A EP 1312863 B1 EP1312863 B1 EP 1312863B1
Authority
EP
European Patent Office
Prior art keywords
fuel
valve
injector
threshold pressure
pressure
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.)
Expired - Lifetime
Application number
EP02292867A
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English (en)
French (fr)
Other versions
EP1312863A1 (de
Inventor
Marion Michau
José Rodrigues
Alain Tiepel
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Safran Transmission Systems SAS
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Hispano Suiza SA
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Publication date
Application filed by Hispano Suiza SA filed Critical Hispano Suiza SA
Publication of EP1312863A1 publication Critical patent/EP1312863A1/de
Application granted granted Critical
Publication of EP1312863B1 publication Critical patent/EP1312863B1/de
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23K—FEEDING FUEL TO COMBUSTION APPARATUS
    • F23K5/00—Feeding or distributing other fuel to combustion apparatus
    • F23K5/02—Liquid fuel
    • F23K5/14—Details thereof
    • F23K5/147—Valves
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y10—TECHNICAL SUBJECTS COVERED BY FORMER USPC
    • Y10T—TECHNICAL SUBJECTS COVERED BY FORMER US CLASSIFICATION
    • Y10T137/00—Fluid handling
    • Y10T137/2496—Self-proportioning or correlating systems
    • Y10T137/2559—Self-controlled branched flow systems
    • Y10T137/265—Plural outflows
    • Y10T137/2663—Pressure responsive

Definitions

  • the present invention relates to improvements made to fuel injectors for a turbomachine engine. It relates more particularly to adjusting the fuel flow injected into a turbomachine combustion chamber.
  • a turbomachine engine comprises several injectors for supplying fuel and air to the combustion chamber during startup and normal operation of the engine of the turbomachine.
  • injectors there are two types of injectors: the so-called “aeromechanical” injectors designed for two fuel flow rates (primary and secondary) depending on the operating phases of the engine (ignition, from low to full power), and the so-called “aerodynamic” injectors Which have only one fuel system for all phases of operation.
  • the present invention is more particularly the injectors belonging to this first category.
  • the document US-A1-4491272 discloses an aeromechanical fuel injector for a turbomachine engine comprising two fuel supply circuits: a primary circuit corresponding to the low flow rates (for example for a phase of ignition and low power operation of the engine) and a secondary circuit intervening for medium and high flow rates (for example for subsequent operation phases up to full power).
  • This type of injector comprises in particular a stop valve intended to open for a first predetermined fuel supply pressure and remain open beyond this pressure in order to supply the primary fuel circuit.
  • a metering valve arranged to open under a second predetermined supply pressure, greater than the first predetermined pressure, and remain open in response to an increase in this pressure, provides the supply flow rate.
  • fuel secondary circuit is regulated by means of metering slots provided at a valve head and whose passage sections vary as a function of the applied supply pressure: the higher the pressure, the higher the pressure. the sections of passage of the slots are important.
  • the present invention therefore aims to overcome such drawbacks by proposing a fuel injector which makes it possible to reduce the heterogeneity in flow rate between injectors.
  • An object of the invention is also to provide an injector for simplifying the implementation and improve the performance of the control of the average fuel flow rates.
  • a fuel injector for a turbomachine engine comprising an injector body having pressurized fuel admission means, a first valve mounted downstream of said pressurized fuel admission means and arranged to opening in response to a predetermined fuel pressure defining a first threshold pressure to admit fuel into the injector body, a second valve mounted downstream of said first valve and openable in response to a second fuel threshold pressure, greater than said first threshold pressure, for dosing at least a portion of the fuel admitted into said injector body to means for using this fuel, the fuel flow rate dosed to the fuel injection means; use being a function of passage sections made at said second valve, characterized in that it further comprises a diaphragm disposed between the pressurized fuel inlet means and the first valve in order to fix at a determined value the fuel flow admitted into the injector body.
  • the fuel flow admitted into the injector body is in particular a function of the diaphragm. It is fixed to a determined value by choosing an opening of the diaphragm according to the technical characteristics of each injector of the same combustion chamber. More precisely, a diaphragm is chosen for each injector as a function of its flow differences with respect to a calculated average flow rate.
  • each injector of the same combustion chamber is provided with a diaphragm which can vary from one injector to another. In this way, it eliminates any risk of flow differences between the different injectors.
  • the replacement of the diaphragm is easy since it does not require the disassembly of the two valves.
  • the injector further comprises adjustment means for defining a third fuel threshold pressure, greater than the second threshold pressure, from which the flow of fuel dosed to the means of use is solely a function of the fuel supply pressure.
  • the setting means for defining a third fuel threshold pressure advantageously comprise a stop to limit the stroke of the second fuel metering valve.
  • FIG. 1 shows in longitudinal section a fuel injector for turbomachine engine according to the invention.
  • This injector is of the aeromechanical type, that is to say that it is designed to provide two fuel flow rates: a primary flow rate during a start-up phase of the turbomachine equipped with this injector and a low power operation phase, and a secondary flow for subsequent operating phases and up to full power.
  • the fuel injector 2 comprises, in an injector body 4, a fuel admission orifice 6 intended to receive the fuel under pressure coming from a suitable pump (not represented) and which opens into the a pre-admission chamber 8a after having passed through filtering means 9 of the strainer type.
  • a sealing valve 10 for sealing the injector at a standstill is mounted in an intake chamber 8b disposed downstream of the pre-admission chamber 8a in the direction of flow of the fuel. It is conventionally formed of a valve head 12 and a valve stem 14 and is held in position by means of a tubular central portion 16 forming a valve support.
  • the tubular central portion 16 further rests, by a cylindrical shoulder 17, on a first end of a cylindrical peripheral portion 18 which extends downstream from the central portion over a large part of the remaining internal volume of the injector body 4 and defining an annular primary fuel chamber 20 and an annular secondary fuel chamber 22.
  • the annular primary fuel chamber 20 communicates with the intake chamber 8b through a plurality of lateral holes 24 and through a strainer 25 defining fixed passage sections.
  • the annular secondary fuel chamber 22 is connected to the intake chamber 8b through longitudinal bores 26 pierced regularly in the cylindrical shoulder 17 of the valve support 16.
  • the seat of the sealing valve 10 is formed of a rim of a cylindrical liner 28 resting on the cylindrical shoulder 17 of the tubular central portion 16 and maintained in the injector body 4 sealingly via a sealing means 30 of the seal type.
  • a coil spring 32 is disposed between the valve support 16 and the valve head 12 to allow adjustment of a predetermined fuel supply pressure defining a first threshold pressure S1 beyond which the seal valve 10 opens.
  • the fuel present in the pre-admission chamber 8a then enters the intake chamber 8b and flows into the annular primary fuel chamber 20 through the lateral holes 24 before being discharged to a central ejection channel primary fuel 33 defining first means for using the fuel.
  • a fuel metering device 34 is also mounted directly in the annular secondary fuel chamber 22 so as to measure the fuel flowing from this chamber. It conventionally comprises a metering valve 36 of tubular shape provided at a first end of an opening 38 opening into a longitudinal bore 40 of the secondary fuel inlet, and at a second end forming a substantially circular shoulder forming a head valve 42 and supporting a second end of the cylindrical peripheral portion 18.
  • the metering valve 36 also has side outlets 44 for the flow of secondary fuel.
  • the valve head 42 comprises on its periphery fuel metering slots 46 opening into the longitudinal bore 40 and defining variable passage sections to second fuel utilization means. These slots 46 are shaped very precisely to measure the amount of fuel flowing from the annular secondary fuel chamber 22 to a receiving chamber 48 formed in the injector body 4 and opening towards a annular secondary fuel ejection channel 50 surrounding the central primary fuel ejection channel 33.
  • the metering valve 36 can slide in a cylindrical sleeve 52, one end of which has a circular recess 54 forming a valve seat. This sleeve is held on the cylindrical peripheral portion 18 sealingly via a sealing means 56 of the seal type.
  • the bushing 52 also forms a bearing surface for one end of a helical spring 58, the opposite end of which is mounted in an annular retaining element 60 threaded onto the first end of the metering valve 36 and fixed thereto. by means of a ring 62 C.
  • An annular shim 64 is disposed between the ring 62 at C and the annular retaining element 60 so as to adjust the load of the spring 58 and define a second threshold pressure S2, greater than the first threshold pressure S1, for which the metering valve 36 opens.
  • This spring load is selected to allow the metering valve to open for the second threshold pressure S2 and remain open in response to an increase in supply pressure, the flow rate then being a function of the sections. passage of the dosing slots 46.
  • the injector 2 is further provided with a diaphragm 66 disposed between the inlet orifice 6 and the sealing valve 10. More specifically, the diaphragm 66 is mounted in the pre-admission chamber 8a upstream, in the flow direction of the fuel, the cylindrical liner 28 resting on the cylindrical peripheral portion 18. This diaphragm makes it possible to set the fuel flow rate admitted in the intake chamber 8b to a predetermined value.
  • the opening of the diaphragm is chosen according to the characteristics of the injector (manufacture and machining of the metering valve and its slots, spring tension, effects of friction between the valve and the sleeve in which it slides ... ) and according to its flow differences with respect to a calculated average flow.
  • This choice is therefore made so that the average flow rate curve as a function of the fuel supply pressure does not come out of a pre-established tolerance envelope.
  • This tolerance envelope is pre-established according to a theoretical average calculated flow curve. For example, it can be defined by a maximum deviation of flow of the order of ⁇ 5% from this theoretical average curve.
  • the fuel injector further comprises adjustment means for defining a third fuel threshold pressure S3, greater than the second threshold pressure S2, from which the fuel flow rate is measured.
  • adjustment means are in the form of a stop 68, for example mounted at the sleeve 52 so as to cooperate with the annular retaining element 60 to limit the stroke of the metering valve 36.
  • This stop 68 is set for a predetermined fuel pressure corresponding to a flow rate close to full opening. It is also possible to consider mounting a ring (not shown) on the first end of the metering valve 36, this ring also to limit the stroke of the metering valve.
  • FIG. 2 clearly shows the effect of the diaphragm 66 on the differences in average flow rates that may exist at an injector 200 of a combustion chamber with respect to a calculated flow curve 202.
  • two curves 204 and 204 ' were also represented. They form a tolerance envelope beyond which the differences in flow rates with respect to the theoretical average curve 202 are considered too important. For this tolerance envelope, a maximum flow difference of ⁇ 5% was chosen.
  • the presence of the diaphragm 66 makes it possible to considerably reduce the heterogeneity at the average flow rates between several injectors of the same combustion chamber.
  • the fuel flow no longer depends on the machining characteristics of the spring and the slots, as well as on the friction of the injector valve, but on the pressure of the pressure. fuel supply and the passage section of the valve which is in abutment. From this third threshold pressure S3, the metering valve thus behaves like a fixed diaphragm.

Landscapes

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

Claims (5)

  1. Kraftstoffinjektor (2) für den Motor einer Turbomaschine, umfassend einen Injektorkörper (4) mit Mitteln für die Zufuhr von unter Druck stehendem Kraftstoff (6), einem ersten Ventil (10), das stromabwärts der Mittel für die Zufuhr von unter Druck stehendem Kraftstoff angebracht und angeordnet ist, um sich als Reaktion auf einen vorbestimmten Kraftstoffdruck, der einen ersten Schwellendruck (S1) definiert, zu öffnen, um Kraftstoff in den Injektorkörper einzulassen, einem zweiten Ventil (36), das stromabwärts des ersten Ventils angeordnet ist und das sich als Reaktion auf einen über dem ersten Schwellendruck liegenden zweiten Kraftstoffschwellendruck (S2) öffnen kann, um wenigstens einen Teil des in den Injektorkörper eingelassenen Kraftstoffs in Richtung von Mitteln (48) zur Verwendung dieses Kraftstoffs zu dosieren, wobei die in Richtung der Verwendungsmittel dosierte Kraftstoffmenge von Durchlaßquerschnitten (46), die im Bereich des zweiten Ventils ausgebildet sind, abhängig ist, dadurch gekennzeichnet, daß er ferner eine Drossel (66) umfaßt, die zwischen den Mitteln für die Zufuhr von unter Druck stehendem Kraftstoff und dem ersten Ventil angeordnet ist, um die in den Injektorkörper eingelassene Kraftstoffmenge auf einen bestimmten Wert festzulegen.
  2. Injektor nach Anspruch 1, dadurch gekennzeichnet, daß er ferner Regelungsmittel (68) umfaßt, um einen über dem zweiten Schwellendruck liegenden dritten Kraftstoffschwellendruck (S3) zu definieren, ab dem die in Richtung der Verwendungsmittel dosierte Kraftstoffmenge lediglich vom Kraftstoffversorgungsdruck abhängig ist.
  3. Injektor nach Anspruch 2, dadurch gekennzeichnet, daß die Regelungsmittel einen Anschlag (68) umfassen, um den Weg des zweiten Kraftstoffdosierventils zu begrenzen.
  4. Kraftstoffinjektor (2) nach Anspruch 1, dadurch gekennzeichnet, daß:
    - das erste Ventil (10) den Kraftstoff zu ersten Verwendungsmitteln ausstößt, wobei die ausgestoßene Kraftstoffmenge von Durchlaßquerschnitten (24), die im Bereich des ersten Ventils ausgebildet sind, abhängig ist,
    - das zweite Ventil (36) den Kraftstoff zu zweiten Mitteln (48) zur Verwendung dieses Kraftstoffs ausstößt,
    - Regelungsmittel (68) einen über dem genannten zweiten Schwellendruck liegenden dritten Kraftstoffschwellendruck (S3) definieren, ab dem die in Richtung der zweiten Verwendungsmittel dosierte Kraftstoffmenge lediglich von dem Kraftstoffversorgungsdruck abhängig ist.
  5. Injektor nach Anspruch 4, dadurch gekennzeichnet, daß die Regelungsmittel einen Anschlag (68) umfassen, um den Weg des zweiten Kraftstoffdosierventils zu begrenzen.
EP02292867A 2001-11-20 2002-11-19 Verbesserungen an Turbomaschineninjektoren Expired - Lifetime EP1312863B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0114973 2001-11-20
FR0114973A FR2832492B1 (fr) 2001-11-20 2001-11-20 Perfectionnements apportes aux injecteurs de turbomachine

Publications (2)

Publication Number Publication Date
EP1312863A1 EP1312863A1 (de) 2003-05-21
EP1312863B1 true EP1312863B1 (de) 2007-06-13

Family

ID=8869565

Family Applications (1)

Application Number Title Priority Date Filing Date
EP02292867A Expired - Lifetime EP1312863B1 (de) 2001-11-20 2002-11-19 Verbesserungen an Turbomaschineninjektoren

Country Status (6)

Country Link
US (1) US6758043B2 (de)
EP (1) EP1312863B1 (de)
DE (1) DE60220625T2 (de)
ES (1) ES2287230T3 (de)
FR (1) FR2832492B1 (de)
RU (1) RU2293920C2 (de)

Families Citing this family (16)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
FR2911665B1 (fr) 2007-01-22 2009-04-17 Hispano Suiza Sa Injecteur de carburant a deux etages.
FR2921113B1 (fr) * 2007-09-17 2010-03-12 Hispano Suiza Sa Procede de fabrication d'un injecteur de carburant pour turbomachine d'aeronef
US10907824B2 (en) 2011-08-19 2021-02-02 Woodward, Inc. Staged cooling flow nozzle valve
FR2987429B1 (fr) 2012-02-24 2014-03-07 Snecma Injecteur de carburant pour une turbomachine
FR2987430B1 (fr) * 2012-02-24 2014-02-28 Snecma Injecteur de carburant pour une turbomachine
FR3011619B1 (fr) * 2013-10-08 2018-03-02 Safran Aircraft Engines Injecteur de carburant pour une turbomachine
US9739202B2 (en) 2015-05-12 2017-08-22 Rolls-Royce North American Technologies, Inc. Thermal adjustment member for a fuel nozzle of a gas turbine engine
CN107023401A (zh) * 2017-05-28 2017-08-08 西安成立航空制造有限公司 一种航空发动机燃油喷嘴用预燃级副油路活门及其使用方法
FR3078142B1 (fr) * 2018-02-22 2020-03-20 Safran Aircraft Engines Chambre de combustion comportant deux types d'injecteurs dans lesquels les organes d'etancheite ont un seuil d'ouverture different
FR3094074B1 (fr) 2019-03-20 2021-03-19 Safran Aircraft Engines Injecteur de carburant pour une turbomachine
US11585452B2 (en) 2019-12-03 2023-02-21 Woodward, Inc. Fuel nozzle with reduced flow tolerance
US11346281B2 (en) 2020-08-21 2022-05-31 Woodward, Inc. Dual schedule flow divider valve, system, and method for use therein
US11970977B2 (en) 2022-08-26 2024-04-30 Hamilton Sundstrand Corporation Variable restriction of a secondary circuit of a fuel injector
US11913382B1 (en) * 2022-08-26 2024-02-27 Hamilton Sundstrand Corporation Variable restriction of a fuel circuit of a fuel nozzle
US11970976B2 (en) 2022-08-26 2024-04-30 Hamilton Sundstrand Corporation Variable restriction of fuel nozzle with an auxiliary circuit
US11913381B1 (en) 2022-08-26 2024-02-27 Hamilton Sundstrand Corporation Force modification of passive spool for control of secondary nozzle circuits

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Also Published As

Publication number Publication date
FR2832492B1 (fr) 2004-02-06
US6758043B2 (en) 2004-07-06
DE60220625T2 (de) 2008-02-21
ES2287230T3 (es) 2007-12-16
DE60220625D1 (de) 2007-07-26
FR2832492A1 (fr) 2003-05-23
US20030093998A1 (en) 2003-05-22
RU2293920C2 (ru) 2007-02-20
EP1312863A1 (de) 2003-05-21

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