EP1953455A1 - Brennstoffeinspritzsystem mit doppelter Einspritzung - Google Patents

Brennstoffeinspritzsystem mit doppelter Einspritzung Download PDF

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Publication number
EP1953455A1
EP1953455A1 EP08150474A EP08150474A EP1953455A1 EP 1953455 A1 EP1953455 A1 EP 1953455A1 EP 08150474 A EP08150474 A EP 08150474A EP 08150474 A EP08150474 A EP 08150474A EP 1953455 A1 EP1953455 A1 EP 1953455A1
Authority
EP
European Patent Office
Prior art keywords
injector
fuel
injection system
air intake
air
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
EP08150474A
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English (en)
French (fr)
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EP1953455B1 (de
Inventor
Denis Sandelis
Michel Desaulty
Christophe Baudoin
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
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SNECMA SAS
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Publication date
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Publication of EP1953455A1 publication Critical patent/EP1953455A1/de
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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
    • F23R3/28—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 invention relates to a fuel injection system in a turbomachine combustion chamber, and a turbomachine combustion chamber equipped with such a system.
  • the invention is intended for any type of turbomachine, terrestrial or aeronautical, and more particularly to aircraft turbojets.
  • a turbojet combustion chamber is generally annular in shape, centered on an axis X corresponding to the axis of rotation of the turbojet engine. It comprises two coaxial annular walls (or ferrules) of X axis, and a chamber bottom disposed between said walls, in the upstream region of said chamber, the upstream and the downstream being defined with respect to the normal direction of circulation of the gas inside the room. Said walls and the chamber bottom define the combustion chamber of the chamber.
  • a plurality of fuel injection systems in the chamber are attached to the chamber bottom and evenly distributed about the X axis.
  • the most common injection systems include a single fuel injector.
  • the design (i.e. shape, structure, choice of materials %) of combustion chambers equipped with single injector systems is now perfectly mastered and hereinafter referred to as conventional design chambers.
  • each injection system is fixed and positioned within a single hole provided for this purpose in the chamber bottom, so that the assembly of the injection system is relatively simple.
  • the temperature profile at the chamber outlet remains centered on a circle of determined diameter around the X axis, regardless of the operating speed of the turbojet engine. Such a temperature profile simplifies the design of the turbojet parts located downstream of the chamber.
  • double injector fuel injection systems In order to limit the emission of gaseous pollutants, double injector fuel injection systems have been developed.
  • the two injectors make it possible to create two combustion zones, one optimized for the idle speed of the turbojet and the other for the full throttle.
  • the document FR 2 706 021 describes an annular turbojet combustion chamber, equipped with several injection systems with double injector.
  • the chamber is centered on an X axis and the injection systems are distributed around the X axis, each system comprising two injectors arranged one after the other in a radial direction with respect to the X axis.
  • a first row of N injectors is arranged in a circle of diameter d, about the axis X
  • a second row of N injectors is arranged in a circle of diameter D, upper at d, around the X axis.
  • the injection system with double injector FR 2 706 021 has the disadvantage of being difficult to mount since it is necessary to position and fix each injector on the chamber bottom.
  • the design of the combustion chamber is more complex and much less controlled than the aforementioned conventional design (which results in particular in difficulties to ensure the thermal resistance and the life of some elements of the chamber).
  • the temperature profile at the chamber outlet varies significantly as a function of the turbojet engine operating speed and, in particular, this profile does not remain centered on a circle of determined diameter around the X axis. complicates the design of the turbojet parts located downstream of the combustion chamber.
  • the object of the invention is to propose a fuel injection system which is not very polluting and which can be used with a combustion chamber of conventional design, that is to say a chamber of the type that is equipped with combustion systems. injection to a single injector.
  • the injection system of the invention therefore comprises two injectors, which makes it possible to adapt the richness of the air / fuel mixture to the operating speed of the turbojet engine and to limit the emission of pollutant gases.
  • this type of system can be adapted to a conventional design chamber with, in particular, a single orifice in the chamber bottom for each injection system.
  • the second injector has a circular injection slot surrounding the first injector and, according to a second embodiment, it has a plurality of injection orifices arranged in a circle around the first injector.
  • the first injector, the first air intake passage and the second injector belong to a first assembly intended to be mounted on a second assembly comprising the second air intake passage, the second assembly being intended to be mounted on the combustion chamber.
  • the second set then serves as a guide for mounting the first.
  • the relative position of the first and second injectors is generally imposed by the conformation of the first set and therefore does not have to be adjusted during assembly.
  • the second assembly is mounted on the chamber bottom while maintaining a possibility of radial displacement around the injection axis I of the first injector, and can move along this axis relative to the first set, while remaining centered vis-à-vis the latter.
  • combustion chamber 10 of the figure 1 is represented in its environment, inside a turbojet engine.
  • This chamber 10 is annular, centered on the axis X which is also the axis of rotation of the turbojet engine.
  • This combustion chamber is called axial because it is oriented substantially along the X axis.
  • the invention could be applied to other types of turbomachines and other types of chambers, in particular so-called radial return combustion chambers, that is to say combustion chambers bent a portion of which is oriented substantially radially relative to the axis of rotation of the turbojet engine.
  • the combustion chamber 10 comprises two internal and external 12 annular walls (or ferrules). These walls 12, 14 are spaced apart and positioned coaxially around the axis X. These walls 12, 14 are interconnected by a bottom of chamber 16 disposed between them, in the upstream region of the chamber 10. The walls 12, 14 and the bottom 16 delimit between them, the combustion chamber of the chamber 10.
  • the chamber bottom 16 has a plurality of openings 18 evenly distributed around the axis of rotation X.
  • the chamber 10 also comprises baffles 19 mounted on the chamber bottom 16, at the periphery of the openings 18, so as to protect the bottom 16 of the high temperatures reached during the combustion.
  • a fuel injection system 20 Inside each opening 18 is mounted a fuel injection system 20 according to the invention. This system 20 is shown in detail on the figures 2 and 3 .
  • combustion chamber 10 is of conventional design, that is to say that its general shape, its structure, etc. are comparable to those of a combustion chamber equipped with injection systems with a single injector.
  • the combustion chamber 10 has been designed taking into account the particularities of the injection systems 20 and, in particular, the orifices 18 are of a size adapted to that of the injection systems 20 (larger in diameter than the systems conventional injection systems 20).
  • Each injection system 20 comprises, in its center, a first fuel injector 22 (also called pilot injector) for injecting fuel along an injection axis I.
  • the injection system 20 comprises, around the first injector 22 and in this order: a first air intake passage 24, an air intake duct 26, a second fuel injector 28, and a second air intake passage 30.
  • the injection system 20 has a substantial symmetry of revolution about the axis I, the elements constituting it being of generally annular shape, and distributed coaxially around this axis I.
  • the first and second air intake passages 24, 30 are air auger, that is to say, annular passages for printing a rotational movement (around the axis I) to the air that passes through them.
  • the compressed air passing through the intake passages 24 and 30 comes from the diffuser 17 of the turbojet engine (see FIG. Fig. 1 ).
  • the first and second injectors 22 and 28 are respectively fueled by supply lines (or ramps) 32 and 38.
  • the second injector 28 is fed by a single line 38.
  • the second Injector 28 can be fed by several pipes connected at different points of the circumference of the injector 28.
  • the first and second injectors 22 and 28 may be powered with the same or different fuels.
  • a specific arrangement for the use of hydrogen can be made for the second injector 28.
  • the first injector 22 makes it possible to inject a first cloud of fuel 42 (see figure 3 ) at the center of the injection system 20, via an injection port 23 centered on the axis I.
  • the fuel cloud 42 is generally conical, centered on the axis I.
  • the second injector 28 is of annular shape and makes it possible to inject, via a circular injection slot 29 centered on the axis I, a second cloud of fuel 48 (see FIG. figure 3 ).
  • This second fuel cloud 48 is of generally annular shape, substantially centered on the axis I, and surrounds the first cloud 42.
  • the fuel emitted by the injectors 22 and 28 is mixed with air, this air coming from the air intake passages 24 and 30.
  • These passages 24 and 30 are respectively located around the injectors 22 and 28, upstream of the injection port 23 and the injection slot 29.
  • the second injector 28 is also configured to print a rotational movement (about the axis I) to the fuel cloud 48.
  • the rotational movement of the air from the passage intake 30 can be in the same direction (co-rotating) or opposite direction (counter-rotating) to that of the fuel cloud 48.
  • the first air intake passage 24 is delimited between inner and outer 43 and generally annular walls, centered on the axis I.
  • the inner wall 43 envelops the first injector 22.
  • the outer wall 44 extends downstream by a diverging wall 45, that is to say a wall defining a generally frustoconical duct, or bowl 61, whose section increases in the direction of flow of the first mixture air / fuel (ie from upstream to downstream).
  • the air intake duct 26 is defined between the walls 44 and 45, on the one hand, and a wall 46, on the other hand, the wall 46 surrounding the ducts. walls 44 and 45. Radial structural arms 47 connect the walls 44 and 46 and keep them apart.
  • the injection system 20 has a recess 49 upstream of the duct 26 and the passage 24.
  • this recess is cylindrical, of external diameter substantially corresponding to that of the conduit 26. Only the supply duct 32 of the first injector 22 passes through this recess 49.
  • the air intake duct 26 comprises a first series of outlet orifices 62 passing through the divergent wall 45, at the downstream end of this wall, these orifices 62 being arranged in a circle around the first injector 22 (in downstream of it). It further comprises a second series of outlet orifices 63 passing through the diverging wall 45 upstream of said first series of orifices 62, these orifices 63 being arranged in a circle around the first injector (downstream thereof) .
  • the orifices 62 and 63 are regularly distributed around the first injector 22.
  • the second injector 28 is arranged around the wall 46.
  • the first injector 22, the air intake passage 24, the bowl 61, the conduit 26 and the second injector 28 are all joined within a first assembly 51 defined by an outer wall 50.
  • This wall 50 is connected at the downstream ends of the walls 45 and 46, so that it contributes to delimiting a housing for the second injector 28 with the wall 46, and to delimit the duct 26 with the walls 44, 45 and 46.
  • the first assembly 51 is surrounded by a second assembly 52.
  • These assemblies 51 and 52 are mounted one after the other on the bottom wall 16 of the combustion chamber 10: first, the assembly 52 is mounted on this bottom wall, inside the orifice 18, then the assembly 51 is mounted inside the assembly 52.
  • the second assembly 52 comprises two inner annular walls 53 and outer 54, mutually spaced and delimiting between them the second air intake passage 30.
  • the outer wall 54 and the inner wall 53 are flared upstream so as not to hinder the assembly of the assembly 51 on the assembly 52, this assembly being performed by the rear of the assembly 52 (ie from upstream to downstream).
  • the outer wall 54 extending downstream by a cylindrical wall 55, then by a diverging wall 56.
  • the cylindrical wall 55 forms with the outer wall 50 an annular channel 57 inside which is injected the cloud of fuel 48.
  • This channel 57 is located in the extension of the second air intake passage 30, downstream of that -this.
  • the diverging wall 56 (in the manner of the wall 45) forms a frustoconical duct flared downstream, or bowl 71.
  • This diverging wall 56 is traversed, at its downstream end, by a series of orifices 72 arranged in circle around the second injector 28, downstream thereof.
  • the term “idle” module denotes the assembly comprising the first fuel injector 22 and the first air intake passage 24, and by "full gas” module the assembly comprising the second fuel injector 28 and the second air intake passage 30. Note that these modules do not correspond with the sets 51 and 52 described above. It will also be noted that these modules are arranged coaxially around the injection axis I.
  • an "idle” circuit comprising the supply duct 32 and the first injector 22, this circuit opening at the center of the injection system via the injection orifice 23; and a “full-gas” circuit comprising the supply duct 38 and the second injector 28, this circuit opening at the periphery of the injection system, via the injection slot 29.
  • the regulation of the operation of the idle and full throttle modules and, in particular, the evolution of the distribution of the fuel between the two modules as a function of the operating speed of the turbojet, are defined so as to limit the emissions of toxic gases on the whole. engine operation.
  • both modules may be used.
  • the idle module operates alone. Beyond a scheme corresponding to a thrust 10 to 30% thrust full throttle, both modules operate with adequate fuel distribution to limit emissions of toxic gases.
  • the first injector 22 injects the first cloud of fuel 42.
  • the first air intake passage 26 generates a swirling air flow which takes up the injected fuel and helps to ensure the spraying and mixing.
  • An air film f2 with a gyratory component is generated by the second set of orifices 63 of the air intake duct 26.
  • This f2 air film serves to: protect the diverging wall 45 against the risks of coking; to control the vortex precession movements generated by the first air intake passage 24, this movement being the source of instability of combustion; to control the axial position of the recirculation zone of the idle module so as to eliminate the risk of "flashback", to control the heat transfer at the end of the injector 22 and thus reduce the risk of coking of the circuit of fuel to the nose of the injector 22, and improve the propagation of the flame of the idle module to the full throttle module, during the transition between idle and full throttle.
  • An air film f1 is generated by the first series of orifices 62 of the air intake duct 26.
  • This function of the air film f1 is: to control the radial expansion of the fuel cloud 42 from the first injector 22, and to isolate it from the air coming from the second air intake passage 30, which makes it possible to maintain a level of richness sufficient to limit the formation of CO / CHx at idle; and to dampen the instabilities of combustion between the two modules.
  • the orifices 62 of the first series may all be of identical size, or of variable size (by sector) in order to improve the compromise between the performances in idle speed which require to isolate the combustion zone of the first air mixture. fuel, and the operability that is favored by an intercommunication between the idle zone and the full gas zone to ensure the propagation of the flame.
  • the injection of the second fuel cloud 48 can be done via a circular slot 29, as in the example of the figures, or via a plurality of holes distributed in a circle around the first injector 22.
  • the cloud fuel 48 can be injected in a co- or contra-rotational manner with respect to the gyratory flow from the second air intake passage 30.
  • the axial-radial inclination of the second air intake passage 30 allows to deliver an air flow whose speed field promotes penetration and a homogeneous mixture of the fuel, which allows for the second air / fuel mixture in the channel 57.
  • the bowl 71 is attached to the chamber bottom 16 and is crossed, upstream of the series of orifices 72, by one or more other series of orifices (not shown) which make it possible to take back the trickling fuel in wall 54 and thus to improve the qualities of the mixture produced in the channel 57.
  • the air film f3, resulting from the series of orifices 72, makes it possible to control the radial expansion of the second air / fuel mixture, which makes it possible to limit the interactions with the walls of the combustion chamber, detrimental to its behavior. thermal.
  • the orifices 72 may all be of identical size or of variable size (by sector) to ensure both a control of the expansion of the second air / fuel mixture towards the walls of the chamber and to promote the propagation of the flame between adjacent full-gas modules, especially during an ignition phase.
  • the scheme of the figure 4 represents the different flow zones generated by the injection system of the Figures 1 to 3 .
  • the idle module generates a recirculation zone A located around the injection axis I.
  • the characteristics of this recirculation zone are determined by the size of the bowl. 61 and the air flow of the idle module. They will determine the performance of the chamber in terms of re-ignition, stability and idling.
  • the second air intake passage 30 which belongs to the full-gas module, generates a direct swirling flow in the flow zone B, isolated from the recirculation zone A by the air film f1 from the first series of outlet orifices 62 of the air supply duct 26, this film of air f1 limiting the shear and therefore the mixing between the zones A and B.
  • the presence of the series of orifices 72 of the bowl 71 of the full-gas module avoids the interaction of the gases of the flow zone B with the walls of the combustion chamber 10.
  • the full-gas module generates a recirculation zone C located on either side of each injection system 20, and between the injection systems, at the bottom of the chamber.
  • the full-gas module has a wide range of stability allowing a significant adjustment latitude with respect to the transition from idling to full throttle. It should be noted that the slow-moving and full-throttle flows mix in the downstream part of the combustion chamber, in the zone marked D.
  • the idle module and the full-throttle module are carbureted, the fuel distribution being chosen so as to achieve a lean combustion, thus low NOx and smoke production on both modules.

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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)
EP08150474.8A 2007-01-23 2008-01-22 Brennstoffeinspritzsystem mit doppelter Einspritzung Active EP1953455B1 (de)

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
FR0752820A FR2911667B1 (fr) 2007-01-23 2007-01-23 Systeme d'injection de carburant a double injecteur.

Publications (2)

Publication Number Publication Date
EP1953455A1 true EP1953455A1 (de) 2008-08-06
EP1953455B1 EP1953455B1 (de) 2015-01-21

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US (1) US7942003B2 (de)
EP (1) EP1953455B1 (de)
JP (1) JP5142202B2 (de)
CA (1) CA2619421C (de)
FR (1) FR2911667B1 (de)
RU (1) RU2468297C2 (de)

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FR2971039A1 (fr) * 2011-02-02 2012-08-03 Turbomeca Injecteur de chambre de combustion de turbine a gaz a double circuit de carburant et chambre de combustion equipee d'au moins un tel injecteur
FR2996287A1 (fr) * 2012-09-28 2014-04-04 Snecma Dispositif d'injection pour une chambre de combustion de turbomachine
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CA2619421C (fr) 2015-12-01
FR2911667B1 (fr) 2009-10-02
RU2468297C2 (ru) 2012-11-27
RU2008102394A (ru) 2009-07-27
EP1953455B1 (de) 2015-01-21
JP5142202B2 (ja) 2013-02-13
US7942003B2 (en) 2011-05-17
US20080236165A1 (en) 2008-10-02
FR2911667A1 (fr) 2008-07-25
JP2008180495A (ja) 2008-08-07
CA2619421A1 (fr) 2008-07-23

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