EP3029379A1 - Lance de carburant liquide pilote, système de carburant liquide pilote et procédé d'utilisation - Google Patents

Lance de carburant liquide pilote, système de carburant liquide pilote et procédé d'utilisation Download PDF

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Publication number
EP3029379A1
EP3029379A1 EP14196154.0A EP14196154A EP3029379A1 EP 3029379 A1 EP3029379 A1 EP 3029379A1 EP 14196154 A EP14196154 A EP 14196154A EP 3029379 A1 EP3029379 A1 EP 3029379A1
Authority
EP
European Patent Office
Prior art keywords
air
liquid fuel
air passage
fuel
lance
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Withdrawn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
EP14196154.0A
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German (de)
English (en)
Inventor
Timothy Dolmansley
Ulf Nilsson
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.)
Siemens AG
Original Assignee
Siemens AG
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 Siemens AG filed Critical Siemens AG
Priority to EP14196154.0A priority Critical patent/EP3029379A1/fr
Priority to US15/525,997 priority patent/US20170307220A1/en
Priority to EP15788347.1A priority patent/EP3227613A1/fr
Priority to PCT/EP2015/074154 priority patent/WO2016087110A1/fr
Publication of EP3029379A1 publication Critical patent/EP3029379A1/fr
Withdrawn legal-status Critical Current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
    • F23R3/28—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
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23D—BURNERS
    • F23D11/00—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space
    • F23D11/10—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space the spraying being induced by a gaseous medium, e.g. water vapour
    • F23D11/101—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space the spraying being induced by a gaseous medium, e.g. water vapour medium and fuel meeting before the burner outlet
    • F23D11/105—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space the spraying being induced by a gaseous medium, e.g. water vapour medium and fuel meeting before the burner outlet at least one of the fluids being submitted to a swirling motion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23C—METHODS OR APPARATUS FOR COMBUSTION USING FLUID FUEL OR SOLID FUEL SUSPENDED IN  A CARRIER GAS OR AIR 
    • F23C2900/00—Special features of, or arrangements for combustion apparatus using fluid fuels or solid fuels suspended in air; Combustion processes therefor
    • F23C2900/07021—Details of lances
    • 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
    • F23R2900/00—Special features of, or arrangements for continuous combustion chambers; Combustion processes therefor
    • F23R2900/00004—Preventing formation of deposits on surfaces of gas turbine components, e.g. coke deposits

Definitions

  • the present invention relates to combustion equipment of a gas turbine engine and in particular a pilot liquid fuel lance and a pilot liquid fuel system for a burner arrangement of the combustion equipment, and a method of operating the pilot liquid fuel system.
  • Gas turbines including dry low emission combustor systems can have difficulty lighting and performing over a full load range when using liquid fuels. Often this can be because of fuel placement and subsequent atomization of the fuel in mixing air flows particularly at low loads and engine start-up.
  • the fuel droplets need to be very small and injected into an appropriate part of the airflow entering the combustor's pre-chamber in the vicinity of a burner arrangement to burn in the correct flame location.
  • the fuel droplets should not contact any wall surface but at the same time the fuel droplets need to be delivered close enough to the igniter so that the igniter can ignite the vaporised fuel particularly on start up. If the fuel droplets contact a surface this can lead to carbon deposits building up or lacquers forming and which can alter airflow characteristics or even block air and/or fuel supply holes.
  • the liquid pilot injection lance can have additional air assistance to aid atomisation of the liquid fuel over a range of fuel flows.
  • This air assistance can be a supplied via a number of air outlets completely surrounding a fuel orifice or filmer.
  • This liquid pilot injection lance is in a region prone to liquid fuel contact and as a result tends to incur carbon deposits. These carbon deposits block the air assistance holes and subsequently prevent successful atomisation of the fuel. Poor atomisation of the pilot fuel also causes problems with ignition of the fuel at start-up. The carbon deposits can even prevent the engine from restarting. Further, carbon deposits can lead to liquid fuel being injected against the combustor walls or burn in the wrong place and which can lead to burn out of components.
  • One objective of the present invention is to prevent carbon deposits forming on components. Another objective is to prevent carbon deposits forming on a fuel lance of a combustor. Another objective is to improve the reliability of igniting the fuel in a combustor. Another objective is to improve the entrainment of fuel droplets in an air flow. Another objective is to improve the atomisation of liquid fuel in a combustor. Another objective is to prevent liquid fuel contacting a surface within the combustor. Another objective is to reduce or prevent scheduled or unscheduled shut down of the engine for maintenance attributed to replacing or cleaning combustor components subject to carbon deposits and particularly the liquid fuel lance. Another objective is to increase the service life of the liquid lance. It is another objective to enable the fuel lance closer to the igniter and make ignition more reliable.
  • a liquid fuel lance for a burner of a combustor of a gas turbine combustor has a longitudinal axis and comprises an elongate liquid fuel lance body and a liquid fuel tip
  • the elongate liquid fuel lance body comprises a fuel flow passage and at least a first air passage and a second air passage
  • a liquid fuel tip defines a fuel outlet and arranged about the fuel outlet at least a first outlet and a second outlet to which air is independently supplied by the first air passage and the second air passage respectively, and wherein the amount of air supplied to the first air passage is variable.
  • the first air passage and the second air passage may extend approximately parallel to the longitudinal axis.
  • the first air passage and the second air passage may be helical about the longitudinal axis.
  • the first air passage and the second air passage may be helical about the longitudinal axis at least 180°.
  • the first air outlet may extend about the axis an angle in the range and including 30° and 160°.
  • the first air outlet may extend about the axis an angle of 120°.
  • the at least a first outlet and the second outlet and the first air passage and the second air passage may constitute a first air assist supply
  • a second air assist supply may comprise at least first outlet and second outlet to which air is independently supplied by a first air passage and a second air passage respectively, and wherein the amount of air supplied to the first air passage of the second air assist supply is variable.
  • a liquid fuel system comprising the liquid fuel lance as described above and an air supply control arrangement, the air supply control arrangement having a valve means and a valve controller arranged to control the valve means, the valve means is arranged to operate at least the first air passage between a closed and an open position.
  • the valve means may be arranged to operate at least the second air passage between a closed and an open position.
  • the valve means may comprise at least a first valve arranged to vary air flow into the at least the first air passage and a second valve arranged to operate the second air passage, wherein the first and second valves are in series with one another.
  • the valve means may comprise at least a first valve arranged to vary air flow into the at least the first air passage and a second valve arranged to operate the second air passage, wherein the first and second valves are in parallel with one another.
  • a method of operating the liquid fuel system as described above comprising the step of supplying a total air flow to the at least first air passage and second air passage, adjusting the valve means to supply the first air passage with 5% to 25% of the total air flow.
  • the liquid fuel system may comprise a plurality of liquid fuel injectors, the method comprises the step of adjusting the valve means to supply the first air passages with 5% to 25% of the total air flow to the plurality of liquid fuel injectors.
  • the method may comprise the step of adjusting the valve means to supply the first air passage with 5% to 25% of the total air flow during engine start-up or weak extinction.
  • the method may comprise the step of adjusting the valve means to supply the first air passage with approximately equal amounts of the total air flow during normal engine running.
  • FIG. 1 shows an example of a gas turbine engine 10 in a sectional view and generally arranged about a longitudinal axis 20.
  • the gas turbine engine 10 comprises, in flow series, an inlet 12, a compressor section 14, a combustor section 16 and a turbine section 18 which are generally arranged in flow series and generally in the direction of the longitudinal or rotational axis 20.
  • the gas turbine engine 10 further comprises a shaft 22 which is rotatable about the rotational axis 20 and which extends longitudinally through the gas turbine engine 10.
  • the shaft 22 drivingly connects the turbine section 18 to the compressor section 12.
  • the combustor section 16 comprises an annular array of combustor units 16 only one of which is shown.
  • air 24 which is taken in through the air inlet 12 is compressed by the compressor section 14 and delivered to the combustion section or unit 16.
  • the combustor unit 16 comprises a burner plenum 26, a pre-chamber 29, a combustion chamber 28 defined by a double walled can 27 and at least one burner 30 fixed to each combustion chamber 28.
  • the pre-chamber 29, the combustion chamber 28 and the burner 30 are located inside the burner plenum 26.
  • the compressed air 31 passing through the compressor 12 enters a diffuser 32 and is discharged from the diffuser 32 into the burner plenum 26 from where a portion of the air enters the burner 30 and is mixed with a gaseous and/or liquid fuel.
  • the air/fuel mixture is then burned and the resulting combustion gas 34 or working gas from the combustion chamber is channelled via a transition duct 35 to the turbine section 18.
  • the turbine section 18 comprises a number of blade carrying rotor discs 36 attached to the shaft 22.
  • two discs 36 each carry an annular array of turbine blades 38.
  • the number of blade carrying rotor discs could be different, i.e. only one disc or more than two rotor discs.
  • guiding vanes 40 which are fixed to a stator 42 of the gas turbine engine 10, are disposed between the turbine blades 38. Between the exit of the combustion chamber 28 and the leading turbine blades 38 inlet guiding vanes 44 are provided.
  • the combustion gas 34 from the combustion chamber 28 enters the turbine section 18 and drives the turbine blades 38 which in turn rotates the shaft 22 to drive the compressor section 12.
  • the guiding vanes 40, 44 serve to optimise the angle of the combustion or working gas on to the turbine blades 38.
  • the compressor section 12 comprises an axial series of guide vane stages 46 and rotor blade stages 48.
  • upstream and downstream refer to the flow direction of the airflow and/or working gas flow through the engine unless otherwise stated.
  • forward and rearward refer to the general flow of gas through the engine.
  • axial, radial and circumferential are made with reference to the rotational axis 20 of the engine unless otherwise stated.
  • FIG. 2 is a perspective view of a part of the combustor 16 showing the burner 30, the pre-chamber 29 and part of the combustion chamber 28.
  • the combustion chamber 28 is formed with a tubular-like shape by the double walled can 27 (shown in Fig. 1 ) having and extending along a combustor axis 50.
  • the combustor 16 extends along the combustor axis 50 and comprises the pre-chamber 29 and the main combustion chamber 28, wherein the latter extends in a circumferential direction 61 around the combustor axis 50 and generally downstream, with respect to the gas flow direction, of the pre-chamber volume 29.
  • the burner 30 comprises a pilot burner 52 and a main burner 54.
  • the pilot burner 52 comprises a burner body 53, a conventional liquid fuel lance 56 and an igniter 58.
  • the main burner 54 comprises a swirler arrangement 55 having an annular array of swirler vanes 60 defining passages 62 therebetween.
  • the annular array of swirler vanes 60 are arranged generally about a burner axis 50, which in this example is coincident with the combustor axis 50, and in conventional manner.
  • the swirler arrangement 55 includes main fuel injection ports which are not shown, but are well known in the art.
  • the main burner 54 defines part of the pre-chamber 29.
  • the pilot burner 52 is located in an aperture 57 and generally radially inwardly, with respect to the burner / combustor axis 50, of the main burner 54.
  • the pilot burner 52 has a surface 64 that defines part of an end wall of the pre-chamber 29.
  • the end wall is further defined by the main burner 54.
  • the conventional liquid fuel lance 56 is at least partly housed in a first hole 66 defined in the burner body 53 of the pilot burner 52.
  • a pilot air flow passage 69 is formed between the liquid fuel lance 56 and the walls of the first hole 66.
  • the liquid fuel lance 56 comprises an elongate fuel lance body 86 and a liquid fuel tip 72, as shown in figure 3 .
  • the elongate fuel lance body 86 is generally cylindrical and defines a fuel flow passage 70.
  • the liquid fuel tip 72 is mounted at one end of the elongate fuel lance body 86 and is located near to or at the surface 64.
  • the liquid fuel lance 56 will be described in more detail with reference to Fig. 3 .
  • the igniter 58 is housed in a second passage 74 defined in the burner body 53 of the pilot burner 52. The end of the igniter 58 is located near to or at the surface 64.
  • the igniter 58 is a well known device in the art and that requires no further description. In other combustors 16 it is possible that more than one liquid fuel lance and/or more than one igniter may be provided.
  • a starter-motor cranks the engine such that the compressor 14 and turbine 16 are rotated along with the shaft 22.
  • the compressor 14 produces a flow of compressed air 34 which is delivered to one or more of the combustor units 16.
  • a first or major portion of the compressed air 31 is a main air flow 34A which is forced through the passages 62 of the swirler arrangement 55 where the swirler vanes 60 impart a swirl to the compressed air 31 as shown by the arrows.
  • a second or minor portion of the compressed air 31 is a pilot air flow 34B which is forced through the pilot air flow passage 69.
  • the pilot air flow 34B can also be referred to as an air assistance flow.
  • Liquid fuel 76 is forced through the fuel flow passage 70 and is mixed with the pilot air flow 34B and the main air flow 34A in order to atomise the liquid fuel. Atomisation of the liquid fuel into very small droplets increases surface area to enhance subsequent vaporisation.
  • the main air flow 34A generally swirls around the combustor axis 50.
  • the swirler vanes 60 impart a tangential direction component to the main air flow 34A to cause the bulk main flow 34 of combustibles to have a circumferential direction of flow.
  • This circumferential flow aspect is in addition to the general direction of the air and fuel mixture along the combustor axis 50 from or near the surface 64 towards the transition duct 35 (see Fig.1 ).
  • the fuel and air mixture passes through the pre-chamber 29 and into the combustion chamber 28.
  • the main air flow 34A forces the pilot air flow 34B and entrained fuel near to the igniter 58, which then ignites the fuel / air mixture.
  • a starter motor rotates the shaft 22, compressor 14 and turbine 18 to a predetermined speed when the pilot fuel is supplied and ignited. Once ignited the combustor internal geometry and the air flow patterns cause a pilot flame to reignite, burn continuously and therefore exist. As the engine becomes self-powering the starter-motor can be switched off. As engine demand or load is increased from start-up, fuel is supplied to the main fuel injection ports and mixed with the main air flow 34A. A main flame is created in the combustion chamber 28 and which is radially outwardly located relative to the pilot flame.
  • the liquid fuel lance 56 comprises the elongate fuel lance body 86 and the liquid fuel tip 72 which are elements that can be unitary or separate.
  • the liquid fuel tip 72 is located and captured by a narrowing 78 at an end of the first hole 66 and forms a tight fit.
  • the liquid fuel tip 72 includes a swirl plate 80 which defines an array of fuel conduits 82 having inlets and outlets.
  • the fuel conduits 82 are angled relative to a longitudinal or fuel lance axis 79 of the liquid fuel lance 56.
  • a fuel swirl chamber 84 Downstream of the swirl plate 80 is a fuel swirl chamber 84 and then a fuel outlet 86, which in this example is a fuel filmer.
  • This fuel filmer 86 is divergent and produces a cone of liquid fuel.
  • the fuel outlet 86 can be an orifice that produces a spray of fuel or a number of orifices, each producing a spray of fuel.
  • the liquid fuel tip 72 forms an array of pilot air flow conduits 88 having inlets that communicate with the pilot air flow passage 69 and outlets 90 which surround the fuel filmer 86.
  • the pilot air flow conduits 88 are inclined or angled in both a circumferential sense and a radially inwardly relative to the longitudinal axis 79 of the liquid fuel lance 56.
  • the pilot air flow conduits 88 may be axially aligned, or angled in only one of the circumferential sense or radially inwardly relative to the longitudinal axis 79.
  • Pilot liquid fuel flowing in the fuel flow passage 70 enters the inlets of the fuel conduits 82 and exits the outlets imparting a swirl to the fuel in the fuel swirl chamber 84.
  • the swirling fuel forms a thin film over the fuel filmer 86, which sheds the fuel in a relatively thin cone.
  • Pilot air flow 34B impinges the cone of fuel and breaks the fuel into small droplets.
  • the swirling vortex of air from the outlets 90 atomises the fuel along with the main air flow 34A.
  • the pilot air flow 34B is particularly useful at engine start-up and low power demands when the main air flow 34A has a relatively low mass flow compared to higher power demands and because of the lower mass flow is less able to atomise the liquid fuel.
  • the pilot air flow 34B provides cooling to the pilot fuel lance and helps prevent fuel coking and carbon build up on the pilot fuel lance.
  • FIG.4 is a view along the combustor axis 50 and on the surface 64 of the burner 30 where the pilot burner 52 is generally surrounded by the main burner 54.
  • a liquid fuel lance 156 and the igniter 58 are shown mounted in the burner body 53 of the pilot burner 52.
  • the swirler arrangement 55 of the main burner 54 surrounds the surface 64 and directs the main airflow 34B via the annular array of passages 62.
  • the annular array of swirler vanes 60 and passages 62 are arranged to impart a tangential flow component to the main air flow 34A such that when the airflow portions from each passage 62 coalesce they form a vortex 34C generally about the burner axis 50.
  • the vortex 34C rotates generally anti-clockwise as seen in Fig.4 ; this vortex 34C could also be said to be rotating in a clockwise direction as it travels in a direction from the surface 64 to the transition duct 35 through the pre-chamber 29 and then the combustor chamber 28.
  • the vortex 34C is a single vortex, but in other examples the arrangements of pilot burner 52 and the main burner 54 can create a number of vortices rotating in either the same direction or different directions and at different rotational speeds.
  • the positions of the liquid fuel lance 156 and the igniter 58 are arranged so that the swirling or rotating main air flow 34A passes over or around the liquid fuel lance 56 and then on to the igniter 58.
  • the liquid fuel lance 156 and the igniter 58 are positioned at approximately the same radial distance from the axis 50.
  • the main airflow 34C entrains the fuel and transports it towards the igniter 58, where ignition can take place.
  • the liquid fuel lance 156 and the igniter 58 may be positioned at different radial distances from the axis 50, relative to one another, in order to accommodate different air assistance flows or swirl directions of the main and/or air assistance flows.
  • the liquid fuel lance 156 is positioned nearer the axis 50 than the igniter 58
  • the igniter 58 is positioned nearer the axis 50 than the liquid fuel lance 156.
  • the circumferential distance between them is also important with respect to ensuring the fuel in the main airflow 34C is transported from the liquid fuel lance 156 to the igniter 58.
  • Each application of the present invention will have its own set of parameters influenced by the airflow's swirl characteristics.
  • the vortex 34C has many different stream velocities within its mass flow.
  • the portion of the vortex denoted by arrow 34Cs is travelling at a lower velocity than the portion of the vortex denoted by arrow 34Cf.
  • Main air flow portion 34Cs is radially inwardly of main air flow portion 34Cf with respect to the axis 50.
  • Main air flow portion 34Cs is at approximately the same radial position as the radially inner part of the pilot fuel lance 56 and the main air flow portion 34Cf is at approximately the same radial position as the radially outer part of the pilot fuel lance 156.
  • FIG.5 and FIG.6 show sectional views of the main air flow along paths A-A and B-B respectively as shown in FIG.4 and the distribution of fuel droplets.
  • the flow path B-B is radially outwardly of the fuel lance 156 and igniter 58 and the flow path A-A is approximately at the same radius as at least a part of the fuel lance 156 and igniter 58.
  • each portion of main air flow exiting each passage 62 flows for a short distance immediately across the surface 64, before leaving the surface 64 and travelling away from the surface 64 and along the axis 50 as another portion of the main air flow joins from a circumferentially adjacent passage 62.
  • the any fuel droplets 92 entrained in this portion of the main air flow long flow path B-B are quickly lifted away from the surface 64 and therefore away from the igniter 58.
  • the main air flow 34A passes over the fuel lance 156 and on towards the igniter 58.
  • the outlets 90 which surround the fuel filmer 86 of the fuel lance 156, direct the pilot air flow 34B to impinge on the cone of fuel exiting the fuel filmer 86 and break the fuel film into small droplets 92.
  • the swirling vortex of pilot air shown schematically as 94, from the outlets 90 atomises the fuel as it mixes with the main air flow 34A.
  • the swirling vortex of pilot air 94 effectively forms a fluid buffer and causes to be formed on its leeward or downstream side a recirculation zone or a low-pressure zone 96.
  • This recirculation zone or a low-pressure zone 96 draws the main air flow 34A towards the surface 64 between the fuel lance 156 and igniter 58. A portion of the fuel droplets 92 are also drawn towards the surface 64 and therefore close to the igniter 58 such that good ignition of the fuel / air mixture is possible.
  • FIG. 7 which is a view on the tip 72 of the conventional fuel lance 56 and generally along its axis 79, the array of outlets 90 direct the pilot air flow 34B with a tangential component.
  • the pilot vortex 94 rotates in a generally anti-clockwise direction as seen in Fig.7 ; this vortex 94 could also be said to be rotating in a clockwise direction as it travels in a direction from the surface of the tip 72 towards the transition duct 35 through the pre-chamber 29 and then the combustor chamber 28.
  • the outlets 90 become blocked by carbon deposits formed from liquid fuel landing on the surfaces of the conventional fuel lance 56.
  • This blocking reduces the amount of pilot air flow 34B which in turn this reduces the effectiveness of the pilot air flow 34B shearing and breaking up the fuel film.
  • the symmetry of the pilot vortex 94 causes particular air flow characteristics that lead to liquid fuel contacting the surface of the conventional fuel lance 56 and which then forms carbon deposits that block the outlets 90.
  • Both the direction and the strength of the air assistance jets are effected, which changes the fuel location and the atomization, potentially giving larger droplets further away from the igniter, or impinging onto combustion wall surfaces. Impingement onto the wall surfaces or fuel in the wrong place leads to the potential for combustion to occur in the wrong place and burn out components. Alternatively the vapourised fuel near the igniter is decreased and ignition is then not possible.
  • a pilot liquid fuel system 99 comprising a liquid fuel lance 156 and an air supply control arrangement 160 for supplying and controlling air to the liquid fuel lance 156.
  • Both the configuration of the liquid fuel lance 156 and the air supply control arrangement 160 fulfil the object of forming an asymmetric air assist pilot vortex to prevent carbon deposits.
  • FIGS. 8 , 9 and 10 An exemplary embodiment of the liquid fuel lance 156 in accordance with the present invention is now described with reference to FIGS. 8 , 9 and 10 .
  • the conventional liquid fuel lance is denoted by 56 and the inventive pilot fuel lance is denoted by 156.
  • the position of the tip 172 of the pilot fuel lance 156 is located relative to the burner as is the conventional pilot fuel lance 56.
  • FIG. 8 is a longitudinal section through the liquid fuel lance 156 in accordance with an exemplary embodiment of the present invention.
  • FIG.9 is the section E-E through the tip 172 of the liquid fuel lance 156 and generally along its axis 179 showing an array of inlets 189A, 189B, 189C arranged around the fuel outlet 186 in accordance with the present invention.
  • the fuel outlet 186 may be a fuel filmer that produces a cone of liquid fuel or an orifice that produces a spray of fuel or a number of orifices, as described earlier.
  • FIG.10 is the section F-F shown in FIG.8 of an exemplary air inlet 200 configuration for guiding air into the air assist passages 130A, 130B, 130C of the liquid fuel lance 156.
  • the liquid fuel lance 156 has a longitudinal axis 179 and comprises an elongate liquid fuel lance body 168 and a liquid fuel tip 172.
  • the liquid fuel tip 172 may be threaded onto the liquid fuel lance body 168 or may be welded.
  • the elongate liquid fuel lance body 168 comprises a fuel flow passage 170 and a first air passage 130A, a second air passage 130B and a third air passage 130C.
  • the liquid fuel tip 172 defines a fuel outlet 186 and arranged about the fuel outlet 186 are a first air outlet 190A, a second air outlet 190B and a third air outlet 190C to which air is independently supplied by the respective first, second and third air passages 130A, 130B, 130C.
  • the fuel passage 170 is a generally cylindrical conduit although other shapes are possible.
  • first, second and third air passages 130A, 130B, 130C are helical in configuration and feed air into pilot air flow conduits 188A, 188B, 188C respectively that are defined in the tip 172 via inlets 189A, 189B, 189C and which terminate in respective outlets 190A, 190B and 190C in the tip surface 132.
  • An air inlet 200 is disposed at the upstream end of the liquid fuel lance body 168 and has first, second and third inlet passages 202A, 202B, 202C arranged to feed air into the first, second and third air passages 130A, 130B, 130C respectively.
  • the first, second and third inlet passages 202A, 202B, 202C extend from a circumferential and outer opening 204 of the inlet 200, radially inwardly towards the axis 179 where the air is turned from a radial direction to an axial direction and into the first, second and third air passages 130A, 130B, 130C.
  • the first, second and third inlet passages 202A, 202B, 202C each subscribe a spiral or part spiral which allows a low aerodynamic loss of pressure of the air as it travels through and from the air inlet 200 to the first, second and third air passages 130A, 130B, 130C respectively.
  • a circumferential seal 206 seals between the air inlet plate 200 and the fuel supply passage 170 are shown for illustrative purposes. Seals between the fuel lance and surrounding parts are not shown but well known from conventional designs.
  • the helical air passages 130A, 130B and 130C are formed between an inner wall 136 forming the fuel passage 170 and an outer wall 134 of the elongate liquid fuel lance body 168. Both the inner and outer walls are generally cylindrical and coaxial to one another.
  • the helical air passages 130A, 130B and 130C are arranged effectively parallel to one another in a helical sense. In this embodiment, each of the helical passages 130A, 130B and 130C wraps around the fuel passage 170 twice or extends 720° about the fuel passage 170 between the air inlet 200 and the tip 172. In other embodiments, the helical passages 130A, 130B and 130C can wrap around the fuel passage 170 a minimum of 180°.
  • the helical passages 130A, 130B and 130C wrap around the fuel passage 170 approximately three times or 1080°, but can wrap around the fuel passage 170 up to seven times.
  • the pilot air flow conduits 188A, 188B, 188C defined in the tip 172 are arranged about the fuel passage 170 and terminate in respective outlets 190A, 190B and 190C in the tip surface 132, themselves arranged around the fuel outlet 186.
  • the pilot air flow conduits 188A, 188B, 188C are formed by drilling and are therefore straight passages. To create a pilot vortex, the passages are drilled at an angle such that a centre-line 207 of the pilot air flow conduit 188A has a compound direction including both axial and tangential relative to the axis 179.
  • the pilot air flow conduits 188A, 188B, 188C defined in the tip 172 have respective inlets 189A, 189B, 189C which allow the air in the air passages 130A, 130B and 130C to flow into the air flow conduits 188A, 188B, 188C.
  • the angle of the centre-line 207 of the pilot air flow conduits is conveniently aligned with the helical angle of the air passages 130A, 130B and 130C so that a preferential pressure is experienced by the air entering the air flow conduits 188.
  • the inlets 189A, 189B, 189C are formed on a surface of respective passage outlets 191A, 191B, 191C in the upstream surface 182 of the tip 172.
  • the passage outlets 191 have dividing walls 192 therebetween to seal each of the separate air flows from one another.
  • the passage outlets 191A, 191B, 191C and walls 192 are arranged such that each partition encloses around the outlet of air passages 130A, 130B and 130C respectively.
  • the pilot liquid fuel system 99 comprises a first embodiment of the air supply control arrangement 160 for supplying variable amounts of air to the air passages 130A, 130B, 130C.
  • the air supply control arrangement 160 has a valve means 140 in the form of first, second and third valves 140A, 140B, 140C connected to a main air supply pipe 141 and each valve has respective branch pipes 142A, 142B, 142C and a valve controller 150 arranged to control the valve means 140.
  • the branch pipes 142A, 142B, 142C are connected to the inlet 200 and respective first, second and third inlet passages 202A, 202B, 202C.
  • the valve means 140 is arranged to operate at least the first valve 140A to control the amount of air passing into the first air passage 130A and therefore the amount of air passing out of the outlets 190A.
  • the valve means 140 is arranged to operate at least the first valve 140A between a fully closed and an fully open position and can control the valve 140A to pass any amount of air in between the fully closed and an fully open position.
  • the amount of air flowing through the branch pipes 142B, 142C may also be controlled, for example, to maintain a constant air flow during the full envelope of engine operation.
  • the amount of air flowing through the branch pipes 142B, 142C may also be controlled, for example, to vary the air flow during the full envelope of engine operation to create a stronger or weaker pilot vortex.
  • only one valve 140A is provided to control the amount of air entering the first air passage 130A and directly feeds air from a main air supply pipe 141 to the second and third air passages 130B, 130C.
  • three valves 140A, 140B, 140C are provided and which are arranged in series along the one main air supply pipe 141 and the valves are therefore in series.
  • the total mass flow of air passing along the main air supply pipe 141 will vary dependent upon the status of the valve 140A.
  • the valve 140A is fully open more air passes through the main supply pipe 141 than when the valve is closed or partially closed.
  • the use or one or more further valves 140B, 140C can regulate the amount of air supplied to the second and third air passages 130B and 130C to keep the amount of air flow at a desired rate.
  • the valve controller 150 may be active or scheduled.
  • start-up the gas turbine runs through a set of automatic or predetermined steps including setting the preferable combination of air and fuel for a successful start, using only pilot fuel, switching on and off the igniter and determining when to stop trying to ignite.
  • the step of igniting is terminated because either the start has been successful or when a limit on start attempts has been reached.
  • the limit on the number of start attempts is set, for example, due to risk of explosion from unburnt fuel.
  • start-up includes the step of where and/or how to inject the assist air as described herein.
  • Weak extinction of the combustor flame is typically detected by combustion oscillations or dynamic pressure fluctuations. These are measured continuously during operation and are part of an active pilot system. When the level of combustion oscillations increases, particularly in a certain frequency range, to a predetermined level, dependent on the burner design, weak extinction is assumed to be imminent.
  • the control system then includes the step of preventing the flame from going out by increasing the pilot fuel flow to make the flame more stable. At the same time, in accordance with the present invention, a step of altering where and how to inject the assist air is made and according to a predetermined schedule.
  • Atomisation of the liquid is dependent on several factors such as film thickness of the fuel, flow-rate of the fuel, viscosity and density of the fuel and shear stresses on the fuel from the swirling air and therefore the momentum, viscosity and density of the air.
  • the fuel and air flow rates change with engine load and ambient conditions and the amount of air assistance required therefore also changes.
  • the fuel split to the injector in question may mean that it has a higher flow-rate at lower loads and hence needs less air assistance to properly atomise the fuel.
  • the conditions for this are specific to each combustion system and would have to be determined independently, but in accordance with the present teaching.
  • a typical example of a start up schedule comprises the steps
  • the scheduling may be associated with the main engine controller such that at a demanded power level or mode of operation including start-up and weak extinction, the valve controller 150 automatically controls the valve means 140 to produce an asymmetric air assist condition.
  • the valve controller 150 can be a standalone device or it can be a part of the main engine control system.
  • the assist air may be controlled by fixed or adaptive curves/lookup tables.
  • each combustor or burner may have one air supply control arrangement 160, alternatively one air supply control arrangement 160 may control the air supplied to all the burners or pilot fuel lances via appropriate pipe work such as a manifold that supply all burners via the same branch pipes.
  • pipe work such as a manifold that supply all burners via the same branch pipes.
  • which option that is chosen would depend on the size of the gas turbine and therefore size / room available to fit the air supply control arrangements but also the cost for the whole gas turbine engine.
  • a further aspect on individual or common supply of assist air to the pilot liquid fuel lances 156 is reliability. The higher the number of components in the system inevitably the lower its reliability will be. At the same time the more adjustment possibilities available the higher the level of optimization of system performance achievable.
  • FIG.11 shows a first schematic air supply control arrangement 160 of the pilot fuel system 99 which controls the supply of air into the air assist passages 130A, 130B, 130C of the liquid fuel lance 156, in this exemplary embodiment the valves 140A, 140B, 140C are in series on the main supply pipe 141.
  • the valve controller is operable to control the valve means 140 to vary the amount of air passing through the valves and therefore the air passages 130A, 130B, 130C.
  • This embodiment is essentially the same as that shown in FIG.8 .
  • Valve 140C and branch pipe 142C are shown dashed because they denote optional and additional valves and branch pipes depending on the number of the air passages 130 provided in the body 168 of the pilot liquid fuel lance 156.
  • This arrangement may be used for both on-off or gradual/continuous control of the amount of air supplied through the first valve 140A and therefore the outlet orifice 190A.
  • a fixed restrictor 143B, 143C may be provided on either or both branch pipes 142B, 142C to help rebalance the air distribution between the branch pipes 142A, 142B and 142C or another characteristic of the system. This characteristic regards changing the air split between the different branch pipes, but that does not mean that they necessarily have to be "balanced”. If for example branch pipe 142A always needs more air than branch pipes 142B and 142C then the air escaping down branch pipes 142B and 142C is reduced. It is not possible do that by changing the valve settings due to the serial configuration.
  • FIG.12 is a second schematic air supply control arrangement 160 of the pilot fuel system 99 which controls the supply of air into the air assist passages 130A, 130B, 130C of the liquid fuel lance 156, in this exemplary embodiment the valves 140A, 140B, 140C are in parallel on the main supply pipe 141.
  • This parallel valve configuration provides the highest degree of flexibility because the amount of air passing through each branch pipe can be controlled completely independently of the valves in the other branch pipes.
  • FIG.13 is a third schematic air supply control arrangement 160 of the pilot fuel system 99 which controls the supply of air into the air assist passages 130A, 130B, 130C of the liquid fuel lance 156.
  • the valve 140 is a pneumatic split spool valve, one of which is available from Bosch Roxroth Corporation ® . This type of single valve can save on initial component costs, reduce the physical size and weight of valve and the number of components in the system a multifunctional valve may be used.
  • the split spool configuration is particularly useful if the switching of the delivery of air to the air passages 130A, 130B, 130C are required instantly and from one desired air flow amount to another rather than gradually or continuously.
  • the air supply control arrangement 160 will have a certain flow characteristic such that here more than one branch pipe can be flowing at the same time. In other words, this is a parallel arrangement, but with no gradual control. As before, the flow split between the branch pipes during e.g. commissioning or service, by way of using fixed orifices.
  • the method of operating the pilot liquid fuel system 99 comprises the air supply control arrangement 160 supplying a total air flow to the first air passage 130A and second air passage 130B and adjusting the valve means 140 to supply the first air passage 130A with 5% to 25% of the total air flow.
  • the total air flow supplied to the first air passage 130A, second air passage 130B and third air passage 130C adjusting the valve means 160 to supply the first air passage 130A with 5% to 25% of the total air flow.
  • the method of operating the pilot liquid fuel system includes opening the valve means 140 to supply the first air passages 130A with 5% to 25% of the total air flow to the plurality of liquid fuel injectors 156.
  • the method further includes the step of opening the valve means 140 to supply the first air passage 130A with approximately equal amount of the total air flow compared to the other air flow passages 130B, 130C.
  • the pilot air flow conduits 188A, 188B, 188C and outlets 190A, 190B, 190C direct the pilot air flow 34B with a tangential component to form a pilot vortex 94.
  • an asymmetric air flow through the pilot air flow conduits 188A, 188B, 188C and in combination with the main swirler vortex to help prevent liquid fuel contacting the surfaces and later giving rise to carbon deposits.
  • An asymmetric air flow is created by supplying only a fraction of the total air flow to one of the air passages 130. As mentioned above the fraction of the total air flow can be zero, although it is practical to supply approximately 5% of the total air flow to prevent hot gases being ingested into the outlets 190A.
  • FIG.14 shows a view along arrow G shown in FIG.8 and onto the surface 132 of the tip 172 of the liquid fuel lance 156.
  • one objective is to create an asymmetric air assist delivery, which in turn creates an asymmetric pilot vortex of air and fuel. This is achieved by controlling the flow of air to at least one of the air passages and in this example air passage 130A.
  • each air passage 130A, 130B and 130C supplies air to respective pilot air flow conduits 189A, 189B and 189C which exits the tip 172 via outlets 190A, 190B and 190C.
  • outlets 190A, 190B and 190C As can be seen in FIG.14 there are three groups of three outlets.
  • each 'outlet' comprises three outlets referred to outlet 190A, 190B and 190C, because the term outlet can refer to one or a number of outlets.
  • FIG.14 shows three sectors A, B and C within which the one or number of each outlet 190A, 190B and 190C is located.
  • sector A is the controlled or varied air flow sector A where a reduced or lower air flow, at the desired engine operating condition, is provided and which is preferably in the range 5-15% of the total air flow passing through the air passages.
  • the amount of air flow passing through all three groups of outlets can be controlled, however, the term 'controlled air flow sector A' will be used to denote sector A.
  • the extent of the controlled air flow sector A is defined by an angle ⁇ about the fuel lance's axis 79 as shown in FIG.14 .
  • the outlets 190 are regularly or evenly spaced about the axis 179, and the lines denoting angle ⁇ are approximately mid-way between outlets in adjacent sectors A, B, C.
  • the angle ⁇ is approximately 120° and for other examples, the angle ⁇ can be between and including 30° and 160°.
  • one, two, three or more outlets 190 may be defined in each sector A, B, C.
  • a centre-line 100 is shown in FIG.8 and which is the centre-line or bisector of the blank sector 98 to define the orientation of the fuel lance 56 and controlled air flow sector A relative to the combustor chamber axis 50.
  • This arrangement creates an asymmetric pilot air flow 34B delivery and hence an asymmetric pilot vortex 94.
  • This asymmetric pilot vortex 94 has the effect of keeping the fuel lance 156 free from liquid fuel landing on its surfaces and subsequent carbon deposits by creating an air flow regime around the pilot lance that shields the pilot lance 56 from droplets 92.
  • pilot air flow or 'air assistance' being asymmetric increases the local turbulence and improves the shear on the droplets 92, aiding their atomization and pushing the droplets 92 away from the outlets 190, preventing any carbon build up due to the liquid fuel coming into contact with the injector surface.
  • the asymmetric pilot air flow 34B delivery and the asymmetric pilot vortex 94 remain strong enough to effectively form the fluid buffer 94 and cause to be formed on its leeward or downstream side, the recirculation zone 96 or low-pressure zone 96.
  • the recirculation zone 96 or low-pressure zone 96 still draws the main air flow 34A towards the surface 64 between the fuel lance 156 and igniter 58.
  • a portion of the fuel droplets 92 are also drawn towards the surface 64 and therefore close to the igniter 58 such that good ignition of the fuel / air mixture remains equally possible.
  • the asymmetric pilot vortex 94 is able to prevent or substantially prevent liquid droplets 92 contacting the surfaces of the fuel lance 156 whatever the orientation of the centre-line 100.
  • FIG.15 is a view on the surface 64 of the burner 30 and along the axis 50 and from which a radial line 102 emanates and passes through the axis 78 of the fuel lance 56.
  • the fuel lance 56 and igniter 58 are shown along with main airflow arrows 34A issuing from the main air flow passages 62.
  • main airflow arrows 34A issuing from the main air flow passages 62.
  • the portion of the vortex denoted by arrow 34Cf is travelling at a generally higher velocity than the portion of the vortex denoted by arrow 34Cs.
  • the relatively slower flow is generally radially inward of the faster velocity air.
  • the fuel lance 156 as previously described is at least partly housed within the burner body 53 of the burner 30 and the outlets 190 and the fuel filmer 186 are located at or near to the surface 64.
  • the outlets 190 and the fuel filmer 86 are located below the surface 64 in the burner body 53.
  • the igniter 58 is also at least partly housed within the burner body 53 and has an end face 59, located just below the surface 64, but could be at or near to the surface 64.
  • the burner 30 further includes an array of gas injection ports 122 generally formed in a radially outward part of the burner 30 and under a circumferential lip 124 as shown in FIG.2 .
  • These gas injection ports 122 can supply a pilot gas-fuel as is known in the art.
  • clockwise and anticlockwise are with respect to the view on the surface 64 of the burner 30 as seen in FIG.15 .
  • the centre-line 100 of the controlled air flow sector A and is angled at approximately 0° relative to the radial line 102 extending from the combustor chamber axis 50 to the fuel lance axis 78.
  • the main air flow passages are tangentially angled relative to the burner axis 50 to create an anticlockwise swirl direction of the main air flow 34A and the air passages 188 are tangentially angled relative to the fuel lance axis 179 to create an anticlockwise swirl direction of the pilot air flow 34B.
  • the range of angles which provide at least some of the desired advantages of the present invention is between and including +60° and -60°.
  • the most advantageous range of angles is between and including +30° and -10°.
  • the centre of the blocked holes should be between 120° and 200° to direct the flow into an airstream which takes the droplets to the combustion region and not back towards the pilot face.
  • these angles are only for a single embodiment of the design, the purpose of the design is to direct the liquid droplets into a preferential position which will be different for different combustion systems.
  • the main air flow passages are tangentially angled relative to the burner axis 50 to create an anticlockwise swirl direction of the main air flow 34A and the air passages 188 are tangentially angled relative to the fuel lance axis 179 to create a clockwise swirl direction of the pilot air flow 34B.
  • the range of angles which provide at least some of the desired advantages of the present invention is between and including +120° and 0°.
  • the main air flow passages are tangentially angled relative to the burner axis 50 to create a clockwise swirl direction of the main air flow 34A and the air passages 188 are tangentially angled relative to the fuel lance axis 179 to create an anticlockwise swirl direction of the pilot air flow 34B.
  • the range of angles which provide at least some of the desired advantages of the present invention is between and including 0° and -120°.
  • the centre-line 100 of the controlled air flow sector A can be angled between +120° and -120° from a radial line 102 from the axis 50 and passing through the fuel lance 156.
  • the igniter 58 is positioned downstream of the fuel lance156 with respect to the clockwise or anticlockwise direction of the main air flow 34A.
  • the orientation of the fuel lance 156 as described above is advantageous in that the outlets 190 are kept free of carbon deposits and therefore good atomisation of the fuel film and good start-up ignition is maintained.
  • ignition it is important that fuel washes over the igniter 58 to ensure reliable ignition.
  • other engine conditions such as weak extinction, part-load or maximum load other orientations of the controlled air flow sector A are even more beneficial.
  • During normal engine running at engine speed or power above ignition or start up, it is desirable to avoid the fuel contacting or washing over the igniter 58 because it may form carbon deposits.
  • the condition described with reference to FIG.5 is desirable where the fuel droplets wash over or very close to the injector; and during normal engine running it is desirable that the condition described with reference to FIG.6 is desirable where the fuel droplets are generally carried away from the igniter.
  • a method of operating the burner 30 in accordance with the present invention comprises the step of rotating the fuel lance between a start-up condition and a second condition.
  • the second condition can be any one of the conditions such as weak extinction, part-load or maximum load.
  • weak extinction is a condition where the flame can extinguish if there is further decrease in fuel supply without changes in the path the fuel takes during combustion and is related to flame stability.
  • the weak extinction does not depend on the fuel / air ratio only but also for example the air temperature as well as the rate of change in fuel / air ratio or changes in fuel composition. Typically a lower air temperature and /or a faster rate of change have a negative impact on flame stability. For the same fuel / air ratio with a lower weak extinction, the flame is less likely to extinguish.
  • the controlled air flow sector A has the centre-line 100 angled or orientated relative to the radial line 102; at engine start-up condition the blank sector 98 is angled between +120° and -120° from the radial line 102 and at the second condition the liquid fuel lance 56 is rotated about its own axis 79 such that the blank sector 98 is angled between +240° and -360° from the radial line 102.
  • the centre-line 102 is angled at approximately 0° from the radial line 102 and a high-power condition
  • the liquid fuel lance 56 is rotated by approximately -120° as viewed in FIG.14 .
  • FIG.16 depicts a further embodiment of the inventive fuel lance 156.
  • FIG.16 is an equivalent section G-G shown in FIG.8 .
  • This sector is provided with two subsectors, a first subsector 130A of approximately 90 degrees and a second subsector 130B of approximately 30 degree.
  • the majority of the air assist can be supplied to one of these subsectors 130A, 130B and which one will depend on the operating conditions of the engine or combustor.
  • the subsectors 130A, 130B can be each 90 degrees in extent and can be opposite one another rather than immediate next to one another.
  • FIG.17 is a schematic view on the tip of another embodiment of the liquid fuel lance 156 and having a second air assist supply generally surrounding the first air assist supply as described above.
  • the inner wall 136 defines the fuel passage 186 and the outer wall 134 bounds the air passages 130A, B, C and which via air flow conduits 188A, 188B, 188C feed the outlets 190 of the first air assist supply.
  • Surrounding the outer wall 134 the first air assist supply is a further outer wall 135 which bounds further air passages 130D, E , F feeding air via air flow conduits 188D, 188E, 188F to outlets 190 D, E, F (not shown but similar to those shown in FIG.8 ).
  • the walls 136, 134,135 are generally cylindrical and coaxial to one another.
  • the air via air flow conduits 188D, 188E, 188F and outlets 190 D, E, F are arranged to direct the air assist in a circumferential flow direction opposite to the first air supply.
  • This embodiment caters for a further optimisation of the flow field surrounding the fuel jet at different operation conditions.
  • the first air assist supply and the second air assist supply are arranged to form counter rotating vortices to further enhance mixing and asymmetric air assist delivery to improve ignition.
  • the second air assist supply is arranged similarly to the first air assist supply and has the same functionality and therefore no further description is required. In use the second air assist supply is varied in accordance with the first air assist supply or may be supplied.
  • liquid fuel lance 156 liquid fuel system 160 and method of operation has been described with reference to a pilot liquid fuel system, the fuel system is equally applicable to a main liquid fuel system.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Spray-Type Burners (AREA)
  • Nozzles For Spraying Of Liquid Fuel (AREA)
EP14196154.0A 2014-12-03 2014-12-03 Lance de carburant liquide pilote, système de carburant liquide pilote et procédé d'utilisation Withdrawn EP3029379A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
EP14196154.0A EP3029379A1 (fr) 2014-12-03 2014-12-03 Lance de carburant liquide pilote, système de carburant liquide pilote et procédé d'utilisation
US15/525,997 US20170307220A1 (en) 2014-12-03 2015-10-19 Pilot liquid fuel lance, pilot liquid fuel system and method of use
EP15788347.1A EP3227613A1 (fr) 2014-12-03 2015-10-19 Lance de carburant liquide pilote, système de carburant liquide pilote et procédé d'utilisation
PCT/EP2015/074154 WO2016087110A1 (fr) 2014-12-03 2015-10-19 Lance de carburant liquide pilote, système de carburant liquide pilote et procédé d'utilisation

Applications Claiming Priority (1)

Application Number Priority Date Filing Date Title
EP14196154.0A EP3029379A1 (fr) 2014-12-03 2014-12-03 Lance de carburant liquide pilote, système de carburant liquide pilote et procédé d'utilisation

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EP3029379A1 true EP3029379A1 (fr) 2016-06-08

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EP14196154.0A Withdrawn EP3029379A1 (fr) 2014-12-03 2014-12-03 Lance de carburant liquide pilote, système de carburant liquide pilote et procédé d'utilisation
EP15788347.1A Withdrawn EP3227613A1 (fr) 2014-12-03 2015-10-19 Lance de carburant liquide pilote, système de carburant liquide pilote et procédé d'utilisation

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Cited By (2)

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WO2017186386A1 (fr) * 2016-04-29 2017-11-02 Siemens Aktiengesellschaft Composant de brûleur, brûleur, et procédés de fabrication ou de mise en oeuvre de ceux-ci pour un fonctionnement dual-fuel
FR3071553A1 (fr) * 2017-09-27 2019-03-29 Arianegroup Sas Plaque d'injection pour une chambre de combustion

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US5505762A (en) * 1991-04-23 1996-04-09 Commonwealth Scientific And Industrial Research Organisation Lance for immersion in a pyrometallurgical bath and method involving the lance
WO2011066549A1 (fr) * 2009-11-30 2011-06-03 L'air Liquide Societe Anonyme Pour L'etude Et L'exploitation Des Procedes Georges Claude Commande dynamique de lances utilisant des techniques fluidiques à contre-écoulement
US20130146680A1 (en) * 2011-12-09 2013-06-13 United States Steel Corporation Injection lance with variable swirl

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US6029910A (en) * 1998-02-05 2000-02-29 American Air Liquide, Inc. Low firing rate oxy-fuel burner
US7546735B2 (en) * 2004-10-14 2009-06-16 General Electric Company Low-cost dual-fuel combustor and related method
US7908863B2 (en) * 2008-02-12 2011-03-22 General Electric Company Fuel nozzle for a gas turbine engine and method for fabricating the same
US8281595B2 (en) * 2008-05-28 2012-10-09 General Electric Company Fuse for flame holding abatement in premixer of combustion chamber of gas turbine and associated method
EP2420729A1 (fr) * 2010-08-18 2012-02-22 Siemens Aktiengesellschaft Buse à combustible

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Publication number Priority date Publication date Assignee Title
US5505762A (en) * 1991-04-23 1996-04-09 Commonwealth Scientific And Industrial Research Organisation Lance for immersion in a pyrometallurgical bath and method involving the lance
WO2011066549A1 (fr) * 2009-11-30 2011-06-03 L'air Liquide Societe Anonyme Pour L'etude Et L'exploitation Des Procedes Georges Claude Commande dynamique de lances utilisant des techniques fluidiques à contre-écoulement
US20130146680A1 (en) * 2011-12-09 2013-06-13 United States Steel Corporation Injection lance with variable swirl

Cited By (2)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO2017186386A1 (fr) * 2016-04-29 2017-11-02 Siemens Aktiengesellschaft Composant de brûleur, brûleur, et procédés de fabrication ou de mise en oeuvre de ceux-ci pour un fonctionnement dual-fuel
FR3071553A1 (fr) * 2017-09-27 2019-03-29 Arianegroup Sas Plaque d'injection pour une chambre de combustion

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EP3227613A1 (fr) 2017-10-11
US20170307220A1 (en) 2017-10-26

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