EP2440852A1 - Entraînement pour une turbine et procédé d'entraînement - Google Patents

Entraînement pour une turbine et procédé d'entraînement

Info

Publication number
EP2440852A1
EP2440852A1 EP10722135A EP10722135A EP2440852A1 EP 2440852 A1 EP2440852 A1 EP 2440852A1 EP 10722135 A EP10722135 A EP 10722135A EP 10722135 A EP10722135 A EP 10722135A EP 2440852 A1 EP2440852 A1 EP 2440852A1
Authority
EP
European Patent Office
Prior art keywords
fuel
air
nozzle
combustion chamber
turbine
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.)
Withdrawn
Application number
EP10722135A
Other languages
German (de)
English (en)
Inventor
Horst Jan Moddemann
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.)
Air-lng GmbH
Original Assignee
Air-lng GmbH
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 Air-lng GmbH filed Critical Air-lng GmbH
Publication of EP2440852A1 publication Critical patent/EP2440852A1/fr
Withdrawn legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
    • F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
    • F02C7/22—Fuel supply systems
    • 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
    • F23R3/30—Continuous combustion chambers using liquid or gaseous fuel characterised by the fuel supply comprising fuel prevapourising devices
    • F23R3/32—Continuous combustion chambers using liquid or gaseous fuel characterised by the fuel supply comprising fuel prevapourising devices being tubular
    • 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 drive for a turbine and in particular an aircraft turbine (also called engine) and a method for the operation of such a turbine.
  • a train turbine is a gas turbine that accelerates a plane.
  • the invention also relates to an aircraft with the drive for a turbine.
  • a drive for a turbine comprises means for the intake of air.
  • the intake air is compressed in a compressor of the turbine drive.
  • a fuel is added to the compressed air in a downstream combustion chamber.
  • the mixture of fuel and compressed air is ignited and burned in the combustion chamber.
  • the combustion causes a temperature increase.
  • the built up energy relaxes in the following turbine.
  • the turbine converts the thermal energy into mechanical energy that drives the compressor.
  • the remaining gas energy fraction can also be transformed into mechanical energy via a power turbine, or it is decompressed via a nozzle by accelerating the mass of the hot gas and thus generating thrust.
  • the transformed energy is used in the desired way.
  • Air is already compressed before entering a compressor of an aircraft engine due to the airspeed and thus heated to a storage temperature of 1 20 to 1 40 degrees Celsius. If flown very fast, such as Mach 6, then the storage temperature can rise to over 1 000 degrees Celsius.
  • a modern turbine engine for an aircraft comprises several axial or radial compressors, which compress the air to 48 bar and heat it accordingly high. With a special spray nozzle, fuel is then injected into the compressed air. Kerosene is currently used as fuel in an aircraft. This fuel is limited in quantity. There is therefore a need to be able to operate an aircraft engine with a different fuel.
  • LNG cooled to minus 1 61 degrees Celsius and liquefied natural gas or liquefied methane ignites ignitions, can basically only be burned by means of technical atomization, special spray and mixing nozzles and is therefore a fuel that can be stored very safely.
  • Methane gas bio-methane
  • LNG is considered to be flame retardant and can basically only be ignited in a mechanically disastrous form.
  • Cloudy LNG has an ignition point of 650 degrees Celsius, which is significantly higher than the ignition point of diesel fuel (250 degrees Celsius) or gasoline (235 degrees Celsius).
  • the injector For example, to convert a diesel engine so that it can be operated with LNG, the injector must be modified. In addition, such an engine must first be started with diesel fuel to bring the engine to operating temperature. Only after Reaching the operating temperature is a sufficiently high temperature to operate a conventional diesel engine with LNG can.
  • a drive for a turbine comprises the features of claim 1.
  • Advantageous embodiments emerge from the subclaims.
  • a method of operating the turbine engine includes the features of the independent claim.
  • a drive for a turbine with a compressor for compressing air, with a nozzle for injecting a first fuel in the compressed air and with a combustion chamber for igniting the air-fuel mixture is provided.
  • the drive has a further nozzle for the injection of a second fuel.
  • the nozzle for injecting a first fuel is used to start the drive or a turbine engine comprising the drive and a turbine which provides mechanical energy by the ignition of the air-fuel mixture.
  • the first fuel is therefore a conventional fuel in particular kerosene. This ensures that the engine can be started at any time, as this is so far conventional or at least can be procured.
  • the second nozzle is used for injecting a new fuel, which is at least initially a liquid gas.
  • LNG is used as liquefied gas, which is taken from a tank and passed to the combustion chamber.
  • the drive has been started with a conventional fuel such as kerosene, it can be used instead of the first conventional one
  • the LPG Fuel for further operation, the LPG to be supplied. It is also advantageous that with the conventional fuel, the operating temperature of the drive can be achieved before it is converted to the second fuel. If the second fuel has a higher ignition temperature compared to conventional fuel, the ignition is at least then regularly unproblematic if, at the time of the changeover, the drive has already reached its operating temperature.
  • the object of the invention is further achieved by a turbine drive with a compressor for compressing air, with a nozzle for injecting a fuel into the compressed air and with a combustion chamber for igniting the air-fuel mixture comprising a heat exchanger for the Heating the fuel before injecting the fuel into the compressed air includes.
  • a liquefied gas in particular liquefied methane (CH 4 )
  • CH 4 liquefied methane
  • the heat exchanger is located in a space or area into which the compressed and thus heated air is introduced.
  • the temperature of the heated air can easily be 700 0 C.
  • the compressed air is cooled before it with the Fuel is mixed.
  • the temperature of the ignitable air-fuel mixture is lowered.
  • the turbine inlet temperature can be lowered, which reduces the formation of nitrogen oxides (NOX).
  • NOX nitrogen oxides
  • high combustion temperatures and pressures in modern engines increase their efficiency, they also drastically increase NO x formation in the atmosphere.
  • Nitric oxide at high altitudes in the form of the trace gas bromine nitrate is known as a destroyer of the Earth's ozone layer. Reducing the formation of nitrogen oxides is therefore of utmost importance for the entire aviation and climate protection of the earth.
  • the heat exchanger adjacent to the combustion chamber so that the fuel is heated by the heat generated in the combustion chamber.
  • a combustion chamber is double-walled and a heat exchanger is located between the two walls of the combustion chamber.
  • the heat exchanger can have a total of at least two tubes in which liquefied gas such as LNG is vaporized and forward the vaporized LNG to a nozzle.
  • the tubes can be equipped with adjustable flow valves to control the flow of LPG through the tubes. This improves the reliability.
  • the supply line or supply lines for the liquefied gas to the nozzle can first open into a ring guide tube and be forwarded from the ring guide tube to one or more nozzles.
  • the start therefore preferably takes place with the aid of a previously evaporated gas or with the aid of a conventional fuel such as kerosene.
  • the gas may have been taken from the tank containing the liquefied gas. In such a tank always creates a steam atmosphere, which can be used for the start.
  • the gas atmosphere must be pumped out.
  • the pumped gas can also be used for the operation of a fuel cell with which an associated aircraft is equipped.
  • the electric current is generated and, if necessary, stored by means of a battery that the aircraft requires. In this way, it is possible to decouple power generation from the operation of an engine and at the same time to use so that excess pressure is reduced in an LNG tank.
  • a build-up in a tank pressure can quickly exceed the maximum allowable pressure.
  • the permissible pressure can be relatively low, for example only two bars, in order, for example, to be able to use existing Kevlar® tanks.
  • Kevlar® tanks consist for example of hollow fibers, so that a desired flexibility is given and thus a desired security is ensured.
  • an overpressure builds up in such a tank, it can also be used during the stay on the ground to generate electric current with the aid of external fuel cells. This electric power can be fed, for example, into the power grid of an airport when an aircraft has landed and for some reason must now be taken to ensure that the tank contents are used without having to refuel the aircraft.
  • LNG which consists predominantly of methane, has approx. 1 6 to 20% less weight. This results in weight advantages when an aircraft is fueled and operated with LNG.
  • LNG generates approx. 30% less CO 2 and 80% less nitrogen oxides than kerosene. In addition, no aromatics. LNG is therefore more environmentally friendly.
  • Outer-aircraft efficiency refers to the transport efficiency of an aircraft or, in other words, fuel consumption per seat mile.
  • the invention can also reduce maintenance costs for the engine because the fuel LNG is sulfur-free and burns cleaner than kerosene.
  • the small turbine cooling holes of the turbine blades are therefore closed or reduced in size compared with kerosene combustion by contamination, which is able to reduce the maintenance costs considerably.
  • the heat-insulated tanks which are needed for refueling with LNG, can be adapted to the existing cargo holds in an aircraft in order to retrofit aircraft with such tanks.
  • the tanks can be permanently mounted or interchangeably housed in the aircraft.
  • FIG. 1 sketches a section through a section of an annular combustion chamber or drive for a turbine.
  • the drive comprises a compressor 1, is compressed in the sucked air.
  • Compressor 1 reaches approx. Compressed to 48 bar and heated to approx. 70O 0 C heated air in a diffuser area 2 into it, so an area that expands spatially.
  • the flow velocity of the heated, compressed air slows down.
  • the heat exchanger 3 is fed via a fuel feed ring tube 4a with several inlets 4.
  • LNG is introduced into the heat exchanger 3 and evaporated, resulting in a cooling of the air present in the diffuser region 2.
  • the fuel supply ring tube 4a is guided either in the outer or in the inner region of the associated engine in the vicinity of the outer shell.
  • the tube of the heat exchanger 3 has, for reasons of flow technology in the manner shown in FIG. 1, an elliptical cross-section, so that air is able to easily flow through the heat exchanger 3. The long side of the ellipse thus runs parallel to the air flow.
  • the cooled, compressed air is introduced via wall openings 5 and the ejector 5 a along the wall nozzles 7 and 1 4 in the combustion chamber 6.
  • the ejector sucks the compressed air due to the high nozzle fuel velocity into the combustion chamber, where the air mixes with the fuel.
  • the LNG vaporized in the heat exchanger 3 reaches a gas injection nozzle 7 with which the gas is injected into the combustion chamber 6. This results in an ignitable fuel-air mixture in the combustion chamber, which relaxes via a subsequent, not shown turbine along the arrow 8.
  • the drive also includes an inlet 9 for kerosene through which kerosene enters a ring tube 10.
  • the ring tube 10 surrounds the gas nozzle 7 as a functional component of the combustion chamber ejector.
  • the drive comprises a plurality of such nozzles 7, which correspond to the annular shape of the combustion chamber 6 are distributed annularly distributed.
  • Kerosene is pumped through several lines 1 2 into the interior 1 3 of the mixing nozzle burner 1 1 from the ring tube 1 0 from.
  • the kerosene enters via the nozzle 1 4 in the combustion chamber 6 and is thereby atomized. This creates another ignitable fuel-air mixture, which ensures that the drive in any situation, including at high altitudes at very low temperatures of, for example -50 0 C can be started.
  • the air pressure in the diffuser chamber is approx. 48 bar.
  • vaporized LNG is forced through the nozzle 7 and thus atomized.
  • the nozzle 7 ensures that air escaping through the ejector and out of the openings 5 is entrained, so that an optimized mixture of air and fuel is generated in the region of the nozzle. Air is thus optimally swirled with the fuel or fuel.
  • the annular tube 1 0 for the supply of kerosene and the nozzles 1 4 for kerosene is preferably no weld, rivet or screw. Instead, there are then only clamping connections between ejector inlet plate and a Kerosinzu operationsringrohr 1 0. In this sense, each mixing nozzle burner 1 1 via the respective Ejektor ring tube 1 0 suspended on at least three kerosene traversed webs 1 0a mounted elastically mounted. Stability problems due to different thermal expansions are thus avoided.
  • FIG 2 shows a modification of the embodiment shown in Figure 1 with a heat exchanger 3a in the outer wall portion of the annular Combustion chamber ⁇ , which also forms the outer casing of the engine.
  • Liquefied gas is introduced in the outlet region of the combustion chamber via an inlet 4 in the heat exchanger 3a.
  • the heat exchanger consists of at least two tubes wound into each other, which run helically in the direction of the inlet region of the combustion chamber ⁇ . Two tubes are provided in this embodiment for safety reasons to more quickly distribute the vaporized LNG over this shorter path. If these two advantages are dispensed with, then only one pipe is sufficient.
  • the inlet 4 comprises a ring tube in the outer region of the engine into which a feed line leads and of which two
  • the tubes may have been spirally wound and brought into the outer shell of the combustion chamber so as to install the heat exchanger 3a.
  • From the heat exchanger 3a from the liquefied gas is introduced via a line 3b in the heat exchanger 3 and finally passes in vaporized form to the gas nozzle 7.
  • the gas nozzle 7 Through the gas nozzle 7, the vaporized liquid gas is injected, mixed with the compressed or compressed air and continuously burned.
  • the combustion chamber is cooled in this embodiment of the heat exchanger tubes.
  • the walls of the combustion chamber are protected from excessive temperatures.
  • Figure 2 illustrates that the cross section of the tube of the heat exchanger 3 may also be circular. In another embodiment, however, the heat exchanger 3 can also be omitted, so that air is then introduced from the heat exchanger 3a directly into the gas nozzle 7.
  • the spiraling tube 3a is advantageously formed by a spiral Separator 1 6 spatially separated so as to avoid thermal stresses.
  • This spacer presses with its tip 1 6a adjacent pipes apart.
  • the spacer may also have been spirally wound into the outer shell of the combustion chamber so as to be mounted. Adjacent pipelines are clamped by the spacer 1 6. This avoids that the pipes of the pipe 3a can swing.
  • a distance between the pipes is set. It is in the spacer 1 6, for example, a spiral extending angled band.
  • stop elements not shown at both ends of the spiral spacer.
  • a stop element is arranged in the exit region out of the chamber.
  • Entry area act as a stop element to fix the spacer 1 6.
  • Figure 3 shows an enlarged view of the nozzle 7, emerges from the vaporized gas and from here into the outer housing 1 7 of the Mischdüsenbren ners 1 1 passes.
  • the atomized gas-air mixture passes through perforated plates 1 8 controlled, is here mixed with other externally supplied combustion chamber air and ignited.
  • Kerosene enters via the leads 1 2 in the shielded area 1 3 inside, emerges from the
  • Nozzle opening 1 4 of an injection nozzle is then mixed with compressed air, which is supplied via the outer side of the flower-shaped mixing nozzle burner to the injection nozzle, as best as possible with sprayed kerosene and ignited in the combustion chamber.
  • FIG. 4 shows a more detailed, three-dimensional representation of the outlet region of the mixing nozzle burner 11.
  • the mixing nozzle burner 1 1 has here, for example, nine outlet openings in the form of pinhole 1 8, from which the liquid gas exits in gaseous form. These Outlet openings are grouped around an orifice 1 4 from which the atomized conventional fuel (kerosene) exits. In the figure 4 is indicated with the aid of the arrow, in which direction the respective, leaking fuel emerges.
  • the wall 20 is inside the LNG air mixture (mixing nozzle burner) and in the outer region of injected air flower shaped to the second nozzle, the kerosene nozzle out.
  • outlet openings are separated from each other by a wall 20 which drops from the nozzle opening 1 4 outwardly, downwardly or in the direction of entry into the combustion chamber. Through these walls 20, the compressed air is guided by the Koander effect to the outlet openings for the fuel.
  • the outlet openings are each covered with a perforated plate 18 to produce many small controlled individual gas flames in the combustion chamber.
  • FIG. 5a shows an embodiment of a heat exchanger 3a for heat exchange with thermal energy occurring in the combustion chamber.
  • a metal plate provided with webs 21 is applied to an inner coated engine outer wall in the combustion chamber region, which represents the inner wall 1 5.
  • the inner coating 22 of the outer wall shown enlarged in FIG. 5 b, serves for the tight connection between the ends 23 of the webs 21.
  • the ends 23 are corrugated to ensure a tight connection.
  • the inner wall 1 5 has inside a corrugated surface 24 in order to improve the heat exchange.
  • a combustion chamber is to be retrofitted with a heat exchanger 3a, there is the simplified possibility of winding a pipe spirally around the outer wall of the engine in the combustion chamber area and to use the external heat of the combustion chamber for the evaporation of the liquefied gas.
  • the inventions described are technically favorable, since the double wall of the heat exchanger dampens the combustion sound.
  • the particular embodiment of the mixing nozzle burner with the plurality of outlet openings 1 9 grouped around an outlet opening 1 4 makes it possible for two different fuels to be mixed and burned simultaneously or sequentially with the compressed air, the degree of mixing being graded on the energy side Combustion allowed.
  • the special construction of the suspended elastically mounted mixing nozzle burner 1 1, which forms a unit with at least three hollow kerosene flowed through connecting webs 1 2, which in turn form a unit together with the kerosene feed tube 1 2 and the kerosene nozzle 1 4, allow the staggered dual use -Fuel technology.
  • LNG Liquified Natural Gas
  • Bio LNG Deep-frozen Methane Gas - 1 61 0 C

Abstract

L'invention concerne un entraînement pour une turbine, en particulier pour une turbine d'avion, ainsi qu'un procédé d'utilisation d'une telle turbine. Selon l'invention, un entraînement pour une turbine est doté d'un compresseur (1) qui comprime de l'air, d'une tuyère (14) qui injecte un premier carburant dans l'air comprimé et d'une chambre de combustion (16) dans laquelle a lieu l'allumage du mélange d'air et de combustible. En outre, l'entraînement présente une autre tuyère (7) qui injecte un deuxième carburant. La tuyère pour l'injection d'un premier carburant sert à démarrer l'entraînement. Le premier carburant est donc un carburant classique et en particulier du kérosène. La deuxième tuyère sert à injecter un nouveau carburant qui est au moins initialement un gaz liquéfié. Comme gaz liquéfié, on utilise en particulier un mélange de [lacuna] et de bio GNL à haut pouvoir combustible.
EP10722135A 2009-06-10 2010-06-09 Entraînement pour une turbine et procédé d'entraînement Withdrawn EP2440852A1 (fr)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
DE102009026881A DE102009026881A1 (de) 2009-06-10 2009-06-10 Antrieb für eine Turbine nebst Antriebsverfahren
PCT/EP2010/058050 WO2010142709A1 (fr) 2009-06-10 2010-06-09 Entraînement pour une turbine et procédé d'entraînement

Publications (1)

Publication Number Publication Date
EP2440852A1 true EP2440852A1 (fr) 2012-04-18

Family

ID=42556829

Family Applications (1)

Application Number Title Priority Date Filing Date
EP10722135A Withdrawn EP2440852A1 (fr) 2009-06-10 2010-06-09 Entraînement pour une turbine et procédé d'entraînement

Country Status (4)

Country Link
US (1) US20130199199A1 (fr)
EP (1) EP2440852A1 (fr)
DE (1) DE102009026881A1 (fr)
WO (1) WO2010142709A1 (fr)

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WO2012045029A1 (fr) * 2010-09-30 2012-04-05 General Electric Company Système de commande de moteur d'avion bicarburant et son procédé de fonctionnement
EP2622191A1 (fr) * 2010-09-30 2013-08-07 General Electric Company Système d'avion bicarburant et son procédé de fonctionnement
US8943827B2 (en) * 2011-05-31 2015-02-03 Pratt & Whitney Canada Corp. Fuel air heat exchanger
DE102011109948A1 (de) * 2011-08-10 2013-02-14 h s beratung GmbH & Co. KG Gasturbine
EP2938917A1 (fr) * 2012-12-28 2015-11-04 General Electric Company Procédé permettant de gérer un ensemble de gestion d'évacuation du gaz naturel liquéfié et des gaz évaporés du gaz naturel liquéfié
US10458655B2 (en) * 2015-06-30 2019-10-29 General Electric Company Fuel nozzle assembly
US11118784B2 (en) 2016-01-28 2021-09-14 Rolls-Royce North American Technologies Inc. Heat exchanger integrated with fuel nozzle
CN108386274B (zh) * 2018-04-04 2024-01-26 朱志胤 一种静地冲压燃气轮机及其使用方法和用途

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Also Published As

Publication number Publication date
US20130199199A1 (en) 2013-08-08
DE102009026881A1 (de) 2010-12-16
WO2010142709A1 (fr) 2010-12-16

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