EP1342955A1 - Einspritzsystem für Luft/Brennstoff-Gemisch in einer Brennkammer - Google Patents

Einspritzsystem für Luft/Brennstoff-Gemisch in einer Brennkammer Download PDF

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Publication number
EP1342955A1
EP1342955A1 EP03290428A EP03290428A EP1342955A1 EP 1342955 A1 EP1342955 A1 EP 1342955A1 EP 03290428 A EP03290428 A EP 03290428A EP 03290428 A EP03290428 A EP 03290428A EP 1342955 A1 EP1342955 A1 EP 1342955A1
Authority
EP
European Patent Office
Prior art keywords
fuel
air
injection
injection means
circuits
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
EP03290428A
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English (en)
French (fr)
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EP1342955B1 (de
Inventor
Gwénaelle Calvez
Didier Feder
Marion Michau
Frédéric Ravet
José Rodrigues
Alain Schuler
Alain Tipiel
Christophe Viguier
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Safran Aircraft Engines SAS
Original Assignee
SNECMA Moteurs SA
SNECMA SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by SNECMA Moteurs SA, SNECMA SAS filed Critical SNECMA Moteurs SA
Publication of EP1342955A1 publication Critical patent/EP1342955A1/de
Application granted granted Critical
Publication of EP1342955B1 publication Critical patent/EP1342955B1/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
    • F23R—GENERATING COMBUSTION PRODUCTS OF HIGH PRESSURE OR HIGH VELOCITY, e.g. GAS-TURBINE COMBUSTION CHAMBERS
    • F23R3/00—Continuous combustion chambers using liquid or gaseous fuel
    • F23R3/02—Continuous combustion chambers using liquid or gaseous fuel characterised by the air-flow or gas-flow configuration
    • F23R3/04—Air inlet arrangements
    • F23R3/10—Air inlet arrangements for primary air
    • F23R3/12—Air inlet arrangements for primary air inducing a vortex
    • F23R3/14—Air inlet arrangements for primary air inducing a vortex by using swirl vanes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23R—GENERATING COMBUSTION PRODUCTS OF HIGH PRESSURE OR HIGH VELOCITY, e.g. GAS-TURBINE COMBUSTION CHAMBERS
    • F23R3/00—Continuous combustion chambers using liquid or gaseous fuel
    • F23R3/28—Continuous combustion chambers using liquid or gaseous fuel characterised by the fuel supply
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23R—GENERATING COMBUSTION PRODUCTS OF HIGH PRESSURE OR HIGH VELOCITY, e.g. GAS-TURBINE COMBUSTION CHAMBERS
    • F23R3/00—Continuous combustion chambers using liquid or gaseous fuel
    • F23R3/28—Continuous combustion chambers using liquid or gaseous fuel characterised by the fuel supply
    • F23R3/34—Feeding into different combustion zones
    • F23R3/343—Pilot flames, i.e. fuel nozzles or injectors using only a very small proportion of the total fuel to insure continuous combustion

Definitions

  • the present invention relates to the general field of fuel injection systems in a combustion chamber of a gas turbine engine. It relates more particularly to an injection system of an air / fuel mixture provided with a multi-mode fuel injection making it possible to define at least two independent modes of injection of the air / fuel mixture according to predetermined engine operating regimes. .
  • the fuel injection is carried out, for each injection system, in a single mode by means of a fuel injector.
  • Two air tendrils centered on the fuel injector each deliver a radial air flow downstream of the fuel injection in order to produce the air / fuel mixture intended to be injected and then burned in the combustion chamber.
  • the air flows from the two tendrils are generally delimited by a venturi interposed between these tendrils and a bowl mounted downstream of them accelerates the flow of the air / fuel mixture towards the combustion chamber.
  • the air / fuel mixture obtained by such injection systems must be optimal to allow the combustion chamber to ignite, ensure combustion stability, especially at low engine operating speeds, and limit emissions of pollutant releases. in the atmosphere, in particular in the so-called full throttle engine regime.
  • These requirements imply operating modes which are often incompatible with each other.
  • the stability of the combustion flame, necessary in particular at low engine operating speeds is favored by a heterogeneity of the air / fuel mixture having zones rich in air / fuel mixture close to zones poor in mixture.
  • pollutants such as nitrogen oxides, is limited by combustion in a lean and homogeneous mixture environment.
  • a single-mode fuel injection system such as that described above does not correctly fulfill all of the operating requirements listed above.
  • the fuel injection of these systems takes place in areas where the mass of air introduced is the smallest, which tends to make the air / fuel mixture heterogeneous.
  • Fuel injection reduced to a single point is further optimized for only one or at most two engine operating speeds. In particular, the idling speed of these injection systems is not perfectly guaranteed, which leads to significant levels of carbon monoxide emissions.
  • combustion chambers with two heads, the principle of which consists in separating the combustions at low and at high speed by providing the chamber with fuel injectors distributed over a so-called “pilot” head. and on a so-called “takeoff” head spaced from the previous one both radially and axially.
  • pilot fuel injectors distributed over a so-called “pilot” head.
  • takeoff so-called “takeoff” head spaced from the previous one both radially and axially.
  • the present invention therefore aims to overcome such drawbacks by proposing an injection system comprising a multi-mode injection of the air / fuel mixture which makes it possible to prepare an optimal air / fuel mixture under low speed and high speed conditions in order to limit polluting emissions. It also targets an injection system which limits the risks of coking and prevents any refueling.
  • a system for injecting an air / fuel mixture into a combustion chamber of a gas turbine engine having a longitudinal axis and comprising means for injecting fuel interposed between first and second air injection means, the fuel injection means being arranged in an annular internal cavity of a venturi, the cavity being delimited by a substantially axial upstream wall and by a downstream wall substantially radial, the fuel injection means comprising at least one first fuel intake circuit provided with at least one fuel injection orifice, and a plurality of second fuel intake circuits, independent of the first, each provided with at least one fuel injection orifice so as to define a plurality of independent modes of injection of the air / fuel mixture according to determined engine operating speeds, the syst th of injection being characterized in that the fuel injection orifice of the first fuel intake circuit is formed in the upstream wall of the venturi in order to inject fuel towards the combustion chamber in a general direction substantially perpendicular to a flow of air from the first air injection means, and in that
  • the injection system makes it possible both to generate a homogeneous and lean air / fuel mixture at high speed conditions in order to limit the polluting emissions of nitrogen oxides, and to create gas pockets in proportion stoichiometric at low conditions speed to guarantee the ignition and stability of the combustion flame in the chamber while controlling carbon monoxide emissions.
  • the injection of the air / fuel mixture is carried out in a multi-mode manner according to the operating conditions of the engine.
  • the distribution of fuel in the injection system can thus be perfectly controlled as a function of the mass of air introduced by the air injection means.
  • the injection of fuel in directions perpendicular to the air flows from the air injection means improves the homogenization of the air / fuel mixture.
  • the fuel injection orifices of the first and second fuel intake circuits are regularly distributed around the longitudinal axis and have angular positions offset with respect to each other in order to improve the homogenization of the mixture.
  • a single supply conduit makes it possible to supply fuel to the first and second fuel intake circuits, for example via a plurality of concentric tubes.
  • the fuel supply is carried out by a single conduit which limits the risks of coking by taking advantage of the cooling obtained by the circulation of the fuel in the circuits.
  • Additional means for injecting air or fuel centered on the longitudinal axis of the injection system advantageously make it possible to define additional modes of injecting the air / fuel mixture.
  • These means are mounted on a bowl centered on the longitudinal axis and extending downstream from the first air injection means.
  • FIG. 1 partially illustrates and in section a combustion chamber 10 equipped with a plurality of systems for injecting an air / fuel mixture 12.
  • the combustion chamber 10 is hung on an external casing 14 by fixing means not shown. It is for example of the annular type and is delimited by two annular walls 16, 18 connected upstream by an annular chamber bottom 20.
  • the chamber bottom 20 comprises a plurality of openings regularly spaced circularly around an axis 21 of the gas turbine engine equipped with such a combustion chamber.
  • An injection system 12 according to the invention is mounted in each of these openings.
  • the injection systems prepare an air / fuel mixture intended to be burned in the combustion chamber 10.
  • the gases resulting from this combustion flow downstream in the chamber before supplying a high pressure turbine.
  • the injection system 12 of longitudinal axis X-X, comprises fuel injection means interposed between first and second air injection means.
  • first and second air injection means are preferably constituted respectively by internal 22 and external 24 tendrils arranged radially with respect to the longitudinal axis X-X.
  • These air tendrils of a type known per se, therefore each deliver an air flow in a substantially radial direction.
  • the external spin 24 is mounted so as to be offset radially with respect to the internal spin 22.
  • the fuel injection means are mounted in an annular internal cavity of an annular venturi 26 centered on the longitudinal axis XX of the injection system and delimiting the air flows from the internal 22 and external 24 gimlets.
  • the venturi includes an upstream wall 28 extending in a substantially axial direction from the internal spin 22 and extending by a substantially radial downstream wall 30 connected to the external spin 24.
  • the fuel injection means comprise at least a first fuel intake circuit 32 and a plurality of second fuel intake circuits 34. These first and second circuits are independent of each other and are in particular delimited by the upstream 28 and downstream 30 walls of the venturi 26.
  • the fuel injection means illustrated in FIGS. 1 to 3 comprise a single first and only one second fuel intake circuits. Of course, it is conceivable that these injection means comprise several first and second circuits.
  • the first fuel intake circuit 32 opens towards the combustion chamber 10 in a generally radial direction through at least one fuel injection orifice 36 formed in the upstream wall of the venturi.
  • the second fuel intake circuits 34 open towards the combustion chamber 10 in a generally axial direction generally via at least one fuel injection orifice 38 formed in the downstream wall of the venturi.
  • the fuel present in the first fuel intake circuit 32 is injected into the flow of the air flow generated by the internal spin 22 in a general direction substantially perpendicular to this flow.
  • the fuel present in the second fuel intake circuits 34 is injected into the flow of the air flow generated by the external spin 24 in a general direction substantially perpendicular to this flow.
  • six fuel injection orifices can be provided per fuel intake circuit.
  • the fuel injection orifices 36, 38 of the first and second fuel intake circuits 32, 34 are distributed regularly all around the longitudinal axis XX of the injection system, and the orifices 36 of the first circuits have angular positions offset with respect to the orifices 38 of the second circuits.
  • This characteristic makes it possible to improve the homogeneity of the air / fuel mixture.
  • the injection ports fuel are preferably not arranged opposite the air outlets of the inner and outer tendrils.
  • first and a plurality of second independent fuel intake circuits each provided with at least one fuel injection orifice makes it possible to define a plurality of independent modes of injection of the air / fuel according to determined engine operating speeds.
  • fuel injection means comprising a single first and a single second fuel intake circuit as illustrated in FIGS. 1 to 3
  • a fuel injection carried out by the first circuit 32 may correspond to a engine idle speed, while a fuel injection performed by the first and second circuits may be suitable for a full throttle engine speed.
  • first fuel intake circuits 32a, 32b and two second fuel intake circuits 34a, 34b there are provided two first fuel intake circuits 32a, 32b and two second fuel intake circuits 34a, 34b.
  • the first fuel intake circuits 32a, 32b each have three fuel injection holes 36a, 36b and the second fuel circuits 34a, 34b each also have three fuel injection holes 38a, 38b so that this system injection 12 allows sixteen independent modes of injection of the air / fuel mixture to be defined.
  • the fuel injection orifices 36a, 36b, 38a and 38b of the first and second fuel intake circuits are distributed regularly all around the longitudinal axis XX of the injection system and that 'they have angular positions offset from each other so as to promote the air / fuel mixture.
  • sixteen first and sixteen second fuel intake circuits can be provided, these circuits each being provided with two fuel injection orifices.
  • these fuel injection means make it possible to define 256 independent modes of injection of the air / fuel mixture.
  • the injection system 12 further comprises at least one radial supply duct 40 supplying fuel to both the first and second fuel intake circuits 32, 34.
  • This supply duct 40 advantageously comprises a plurality of tubes, for example concentric, each supplying a fuel intake circuit.
  • the supply duct comprises two tubes 42, 44. More specifically, a first central tube 42 of the duct supplies fuel to the second fuel intake circuit 34, the latter preferably having a torus shape ( Figure 3).
  • a second conduit 44 concentric to the first, supplies fuel to the first circuit 32.
  • the fuel supply to the fuel intake circuits takes place through a single conduit 40 which limits the risks of coking of the fuel.
  • the fuel supply conduits are parallel and independent from each other.
  • the fuel present in the fuel intake circuits is protected from hot gases from the combustion of the air / fuel mixture by means of thermal screens 46 notably interposed between the circuits 32, 34 and the upstream walls 28 and downstream 30 of the venturi 26.
  • the fuel which circulates in the fuel intake circuits also makes it possible to cool the walls of the venturi.
  • the heat shields can also be used to separate the different circuits from each other.
  • the injection system further comprises additional means 48 for injecting air or fuel (shown in dotted lines in FIG. 2) centered on its longitudinal axis XX.
  • additional injection means 48 thus make it possible to define additional modes of injection of the air / fuel mixture.
  • the fuel injection carried out only by these means may correspond to an engine idling speed, and the fuel injection carried out both by these additional means and through the orifices of the first fuel intake circuits can be suitable for a whole range of intermediate speeds.
  • a fuel injection by additional means and by the orifices of the first and second circuits may coincide with a full throttle speed of the engine.
  • the additional means 48 for injecting air or fuel are mounted on a bowl 50 centered on the longitudinal axis X-X and extending downstream from the first air injection means.
  • additional fuel injection means these consist for example of a conventional fuel injector passing through a wall 52 of the bowl 50 forming the bottom.
  • additional air injection means these can be formed by a conventional air spin also passing through the wall 52 of the bowl forming the bottom.
  • a mixing tube 54 is disposed downstream of the external spin 24.
  • This mixing tube has a wall 56 converging downstream and ending in a substantially radial wall 58 extending into the chamber combustion chamber by a deflector 60. This tube makes it possible to accelerate the flow of the air / fuel mixture towards the combustion chamber and to prevent the combustion flame from going upstream.

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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)
EP03290428A 2002-03-07 2003-02-21 Einspritzsystem für Luft/Brennstoff-Gemisch in einer Brennkammer Expired - Lifetime EP1342955B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR0202875A FR2836986B1 (fr) 2002-03-07 2002-03-07 Systeme d'injection multi-modes d'un melange air/carburant dans une chambre de combustion
FR0202875 2002-03-07

Publications (2)

Publication Number Publication Date
EP1342955A1 true EP1342955A1 (de) 2003-09-10
EP1342955B1 EP1342955B1 (de) 2008-09-03

Family

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Family Applications (1)

Application Number Title Priority Date Filing Date
EP03290428A Expired - Lifetime EP1342955B1 (de) 2002-03-07 2003-02-21 Einspritzsystem für Luft/Brennstoff-Gemisch in einer Brennkammer

Country Status (9)

Country Link
US (1) US6799427B2 (de)
EP (1) EP1342955B1 (de)
JP (1) JP4188724B2 (de)
CA (1) CA2420313C (de)
DE (1) DE60323286D1 (de)
ES (1) ES2312731T3 (de)
FR (1) FR2836986B1 (de)
RU (1) RU2303199C2 (de)
UA (1) UA76427C2 (de)

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ITTO20100378A1 (it) * 2010-05-05 2011-11-06 Avio Spa Gruppo di iniezione per un combustore di una turbina a gas

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DE10340826A1 (de) * 2003-09-04 2005-03-31 Rolls-Royce Deutschland Ltd & Co Kg Homogene Gemischbildung durch verdrallte Einspritzung des Kraftstoffs
DE10348604A1 (de) * 2003-10-20 2005-07-28 Rolls-Royce Deutschland Ltd & Co Kg Kraftstoffeinspritzdüse mit filmartiger Kraftstoffplatzierung
US7065972B2 (en) * 2004-05-21 2006-06-27 Honeywell International, Inc. Fuel-air mixing apparatus for reducing gas turbine combustor exhaust emissions
US8348180B2 (en) * 2004-06-09 2013-01-08 Delavan Inc Conical swirler for fuel injectors and combustor domes and methods of manufacturing the same
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FR2897107B1 (fr) * 2006-02-09 2013-01-18 Snecma Paroi transversale de chambre de combustion munie de trous de multiperforation
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DE102007043626A1 (de) 2007-09-13 2009-03-19 Rolls-Royce Deutschland Ltd & Co Kg Gasturbinenmagerbrenner mit Kraftstoffdüse mit kontrollierter Kraftstoffinhomogenität
US8215116B2 (en) * 2008-10-02 2012-07-10 General Electric Company System and method for air-fuel mixing in gas turbines
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US8256226B2 (en) * 2009-04-23 2012-09-04 General Electric Company Radial lean direct injection burner
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US8850819B2 (en) 2010-06-25 2014-10-07 United Technologies Corporation Swirler, fuel and air assembly and combustor
JP4894947B2 (ja) * 2010-09-21 2012-03-14 株式会社日立製作所 燃焼器及び燃焼器の燃焼方法
US9920932B2 (en) * 2011-01-26 2018-03-20 United Technologies Corporation Mixer assembly for a gas turbine engine
US8973368B2 (en) * 2011-01-26 2015-03-10 United Technologies Corporation Mixer assembly for a gas turbine engine
RU2456510C1 (ru) * 2011-02-18 2012-07-20 Федеральное государственное унитарное предприятие "Центральный институт авиационного моторостроения имени П.И. Баранова" Камера сгорания непрерывного действия
JP5772245B2 (ja) * 2011-06-03 2015-09-02 川崎重工業株式会社 燃料噴射装置
US9423137B2 (en) * 2011-12-29 2016-08-23 Rolls-Royce Corporation Fuel injector with first and second converging fuel-air passages
DE102013204307A1 (de) * 2013-03-13 2014-09-18 Siemens Aktiengesellschaft Strahlbrenner mit Kühlkanal in der Grundplatte
RU2527011C1 (ru) * 2013-05-23 2014-08-27 Федеральное государственное унитарное предприятие "Центральный институт авиационного моторостроения имени П.И. Баранова" Камера сгорания непрерывного действия
US10001281B2 (en) * 2015-04-17 2018-06-19 General Electric Company Fuel nozzle with dual-staged main circuit
EP3098514A1 (de) * 2015-05-29 2016-11-30 Siemens Aktiengesellschaft Brennkammer
US20160377293A1 (en) * 2015-06-25 2016-12-29 Delavan Inc Fuel injector systems
US9803552B2 (en) * 2015-10-30 2017-10-31 General Electric Company Turbine engine fuel injection system and methods of assembling the same
US10739003B2 (en) * 2016-10-03 2020-08-11 United Technologies Corporation Radial fuel shifting and biasing in an axial staged combustor for a gas turbine engine
US10634355B2 (en) * 2016-12-16 2020-04-28 Delavan Inc. Dual fuel radial flow nozzles
US10344981B2 (en) * 2016-12-16 2019-07-09 Delavan Inc. Staged dual fuel radial nozzle with radial liquid fuel distributor
RU185201U1 (ru) * 2017-12-01 2018-11-26 Публичное Акционерное Общество "Одк-Сатурн" Камера сгорания непрерывного действия
EP3762136A4 (de) 2018-03-07 2021-03-24 SABIC Global Technologies B.V. Verfahren und reaktor zur pyrolyseumwandlung von kohlenwasserstoffgasen
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Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
ITTO20100378A1 (it) * 2010-05-05 2011-11-06 Avio Spa Gruppo di iniezione per un combustore di una turbina a gas
EP2385307A1 (de) * 2010-05-05 2011-11-09 AVIO S.p.A. Gasturbinenbrennkammer und Verfahren zum Zuführen der Brennkammerbrennstoffmischung
CN102242931A (zh) * 2010-05-05 2011-11-16 亚飞欧股份有限公司 燃气轮机燃烧器喷射组件及燃烧器燃料混合物供给方法
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CN102242931B (zh) * 2010-05-05 2017-03-01 Ge亚飞欧有限责任公司 燃气轮机燃烧器喷射组件及燃烧器燃料混合物供给方法

Also Published As

Publication number Publication date
ES2312731T3 (es) 2009-03-01
RU2303199C2 (ru) 2007-07-20
EP1342955B1 (de) 2008-09-03
JP4188724B2 (ja) 2008-11-26
DE60323286D1 (de) 2008-10-16
US20040025508A1 (en) 2004-02-12
JP2003262337A (ja) 2003-09-19
UA76427C2 (en) 2006-08-15
CA2420313A1 (fr) 2003-09-07
US6799427B2 (en) 2004-10-05
CA2420313C (fr) 2010-05-04
FR2836986A1 (fr) 2003-09-12
FR2836986B1 (fr) 2004-11-19

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