JP2008185253A - System having reverse flow injection mechanism, and method of injecting fuel and air - Google Patents

Abstract

<P>PROBLEM TO BE SOLVED: To provide a gas turbine combustor having a reverse flow injection mechanism. <P>SOLUTION: According to a specific embodiment, this system includes the reverse flow injection mechanism. The reverse flow injection mechanism includes fuel-air injection mechanisms 50, 150 having fuel and air passages to fuel and air injection openings 70, 72, 156, 157, 210, 211, and the fuel and air injection openings 70, 72, 156, 157, 210, 211 are disposed at off-center positions to the approximately longitudinal flow axis of a gas turbine combustor 30 approximately in the reverse flow direction. <P>COPYRIGHT: (C)2008,JPO&INPIT

Description

  The present invention relates to a gas turbine combustor having a backflow injection mechanism.

  This section is intended to introduce the reader to various technical aspects that may be related to the aspects of the invention described and / or claimed below. This description is believed to help provide the reader with background information to enable a better understanding of the various aspects of the present invention. Accordingly, it should be understood that these descriptions should be read from this perspective and not as an introduction to the prior art.

Combustion engines, such as gas turbine engines, produce a variety of polluting emissions. For example, contaminated emissions typically include carbon oxides (COx), nitrogen oxides (NOx), sulfur oxides (SOx), and particulate matter (PM). These polluting emissions are strictly regulated in the United States and other countries. NOx emissions from gas turbine engines can be reduced by premixing fuel and air. Unfortunately, premixing can result in unstable flames that are difficult to establish and even today's best premixing systems cannot reach the NOx emission target. Another approach is the selective catalytic reduction (SCR) method of NOx by ammonia injection. Unfortunately, the SCR method is relatively expensive.
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  Accordingly, there is a need for improved methods for reducing pollutant emissions, such as NOx emissions from gas turbine combustors.

  Several embodiments whose scope is consistent with the originally claimed invention are described below. These aspects are presented merely to give the reader a brief overview of some of the forms that the invention can take, and these aspects are not intended to limit the scope of the invention. I want you to understand. Indeed, the invention may encompass a variety of aspects that may not be set forth below.

  According to certain embodiments, the system includes a back-flow injection mechanism. The reverse flow injection mechanism includes a fuel-air injection mechanism that includes a fuel and air passage leading to a fuel and air injection opening, the fuel and air injection opening being in an off-center position with respect to a substantially longitudinal flow axis of the gas turbine combustor. And it arrange | positions in a substantially reverse flow direction.

  According to another embodiment, the system includes a gas turbine combustor having a combustion liner. The combustion liner includes an outer casing having a pressurized air inlet, an inner casing having a combustion outlet, an air circulation passage extending between and along the inner and outer casings, and a generally longitudinal extension extending from the residence zone to the combustion outlet. Includes directional flow axis. The gas turbine combustor also includes a back-flow injection mechanism disposed in the combustion liner downstream of the residence zone in a generally off-center back-flow configuration with respect to the generally longitudinal flow axis. The reverse flow injection mechanism includes one or more fuel passages extending through the combustion liner to a plurality of fuel injection openings, and one or more extending through the inner casing from the air circulation passages to the plurality of air injection openings. Air passage.

  According to another embodiment, the method includes injecting fuel and air at an off-center position and in a generally counterflow direction relative to a generally longitudinal flow axis of the gas turbine combustor.

  In connection with various aspects of the present invention, there are various improvements of the above features. Still other features can be incorporated into these various aspects as well. These refinements and additional features may exist individually or in any combination. For example, the various features described below in connection with one or more of the illustrated embodiments can be incorporated into the above aspects of the invention either alone or in any combination. Again, the brief summary presented above is for the reader's understanding of certain aspects and contents of the invention and is not intended to limit the claimed subject matter.

  These and other features, aspects and advantages of the present invention will be better understood when the following detailed description is read with reference to the accompanying drawings in which like reference characters represent like parts throughout the drawings, wherein: It will be like that.

  One or more specific embodiments of the present invention are described below. In order to provide a concise description of these embodiments, not all features of the actual apparatus are described herein. As with any technology or design project, the development of any such actual device, including developer specific goals such as meeting system-related and business-related constraints that vary from device to device. It should be understood that a number of decisions specific to the device must be made to achieve this. Further, it should be understood that such development efforts may be complex and time consuming, but may still be a routine task of design, fabrication and manufacture for those skilled in the art who benefit from the present disclosure.

  FIG. 1 is a block diagram of an exemplary system 10 according to a particular embodiment of the present technology, including a gas turbine engine 12 coupled to an application device 14. In this particular embodiment, system 10 can include an aircraft, a water vehicle, a locomotive, a power generation system, or a combination thereof. Accordingly, the application device 14 can include a generator, a propeller, or a combination thereof. The illustrated gas turbine engine 12 includes an intake section 16, a compressor 18, a combustor section 20, a turbine 22 and an exhaust section 24. The turbine 22 is drivingly coupled to the compressor 18 via a shaft 26. As described in more detail below, the disclosed embodiments of combustor section 20 include a variety of backflow fuel-air injection mechanisms that facilitate mixing fuel, air, and hot combustion products within the combustor section. More specifically, the disclosed reverse flow fuel-air injection mechanism provides both fuel and air in one or more directions that generally resist or oppose the overall flow through the gas turbine engine 12, particularly the combustor section 20. Inject.

  As indicated by the arrows, air flows through the intake section 16 into the compressor 18, which compresses the air prior to the air entering the combustor section 20. The illustrated combustor section 20 includes a combustor housing 28 disposed concentrically or annularly about a shaft 26 between the compressor 18 and the turbine 22. Inside the combustor housing 28, the combustor section 20 includes a plurality of combustors 30 disposed in a plurality of radial locations as a circular or annular configuration around the shaft 26. As will be described in more detail below, the pressurized air from the compressor 18 flows into each of the combustors 30, and then mixed with fuel and combusted in each combustor 30 to drive the turbine 22.

  In certain embodiments, the combustor 30 may be configured as a multi-stage combustor in which the fuel injectors are arranged in different stages along the length of each combustor 30. Alternatively, the combustor 30 can be configured as a single stage combustor with fuel injectors arranged for a single combustion stage or combustion zone. In the following description, combustor 30 will be described as a single stage combustor, but the disclosed embodiments may be utilized with either a single stage or multi-stage combustor within the scope of the present technology.

  The disclosed embodiments of the combustor 30 may include a variety of backflow fuel-air injection mechanisms that direct air and fuel in one or more directions generally against the flow in the combustor 30. For example, the reverse flow fuel-air injection mechanism may include a plurality of longitudinally oriented fuel-air injectors, a transversely oriented fuel-air injector, or an oblique fuel-air injector having both longitudinal and transverse components. Can be included. The longitudinally oriented fuel-air injector can be substantially aligned longitudinally along the combustor 30, while the transversely oriented fuel-air injector can be longitudinally flowed along the combustor 30 or It can be substantially aligned transverse, transverse or radial with respect to the axis. The angled fuel-air injector can be oriented in an oblique direction with an acute angle with respect to the longitudinal flow axis or inner surface of the combustor 30. The acute diagonal direction generally includes a longitudinal and transverse component or can be broken down into a longitudinal component and a transverse component. Each of the longitudinal direction, the transverse direction, and the acute angle oblique direction can be defined as a backflow direction.

  As will be described in more detail below, the backflow fuel-air injection mechanism injects fuel and air in its backflow direction toward the opposite end of the combustor 30 away from the turbine 22 and fuel and air within the residence zone. To mix and burn. The residence zone at the opposite end of the combustor 30 generally increases the stability and anchoring of the flame within the combustor 30. The hot combustion product then travels past the backflow fuel-air injection mechanism and toward the turbine 22. Again, the reverse flow fuel-air injection mechanism facilitates mixing of fuel and air with hot combustion products. The hot combustion products then flow through nozzle 32 to turbine 22. These hot combustion products drive the turbine 22, thereby driving the compressor 18 and the load 34 of the application device 14 via the shaft 26. The hot combustion products are then exhausted through the exhaust section 24.

  FIG. 2 is a longitudinal schematic view of an exemplary embodiment of a combustor 30 as shown in FIG. 1, in which the combustor 30 includes a combustion liner 54 according to a particular embodiment of the present technology. It includes a back-flow injection mechanism 50 that includes a plurality of fuel-air injection lobes 52 disposed at different radial locations around the inner circumference. The illustrated combustion liner 54 includes a non-perforated inner casing 56 surrounded by a perforated outer casing 58. In other words, the combustion liner 54 has a hollow wall structure with a generally continuous gap between the inner and outer casings 56 and 58. The combustion liner 54 can include ceramic, cermet, or another suitable metal. The fuel-air injection lobe 52 is typically formed by or coupled to the non-porous inner casing 56. In this illustrated embodiment, the fuel-air injection lobes 52 are arranged in a plurality of radial directions around the perforated inner casing 56 at one longitudinal position 60 relative to the central longitudinal axis 62 along the combustor 30. Placed in position. Accordingly, the illustrated combustor 30 is configured as a single-stage combustor. However, other embodiments of the combustor 30 may have fuel-air injection lobes 52 disposed at a plurality of longitudinal positions relative to the axis 62.

  The illustrated reverse flow injection mechanism 50 includes a fuel injection assembly 64 disposed adjacent to an air injection assembly 66. In certain embodiments, the fuel and air injection assemblies 64 and 66 are positioned in close proximity to each other. The fuel injection assembly 64 includes a plurality of fuel injectors 68 having an elongated injector tip 70. The air injection assembly 66 includes a plurality of acutely angled oblique air passages 72 disposed at various radial locations around the inner periphery of the non-perforated inner casing 56. In certain embodiments, the elongated injector tip 70 can be positioned proximate to the air passage 72. For example, in the embodiment shown in FIG. 2, the elongated injector tip 70 is generally coaxial or concentric with the air passage 72. Both the elongated injector tip 70 and the air passage 72 extend through the lobe structure 74 at a plurality of radial locations around the inner circumference of the non-perforated inner casing 56. In other words, each of the fuel-air injection lobes 52 includes one of the elongated injector tips 70 and one of the air passages 72 disposed within one of the lobe structures 74. As illustrated, the lobe structure 74 includes a protrusion 76 and a recess 78 on both sides of the position 60 in the longitudinal direction. In certain embodiments, each lobe structure 74 has a generally circular or annular configuration (eg, a donut shape), and its geometric shape gradually changes between the protrusions 76 and the recesses 78.

  In the embodiment shown in FIG. 2, the elongated injector tip 70 and air passage 72 of each fuel-air injection lobe 52 are substantially opposite to the overall flow through the gas turbine engine 12, as described above with respect to FIG. Oriented in the direction or counterflow direction. For example, the elongated injector tip 70 and the air passage 72 can be disposed at respective angles 82 and 84 with respect to the axis 62 of the combustor 30. Angles 82 and 84 may be substantially the same or different from each other. Angles 82 and 84 can also vary from 0 ° to 90 ° depending on the length of combustion liner 54 and other factors. For example, the angles 82 and 84 are about 5 °, 10 °, 15 °, 20 °, 25 °, 30 °, 35 °, 40 °, 45 ° with respect to the axis 62 or the inner surface of the non-porous inner casing 56. It can be 50 °, 55 °, 60 °, 65 °, 70 °, 75 °, 80 ° or 85 °. Further, the elongated injector tip 70 and the air passage 72 of the fuel-air injection lobe 52 may be oriented to converge generally toward a residence area 86 in the closed back portion 88 of the non-porous inner casing 56. it can. The residence zone 86 generally improves the stability and fixability of the flame near the closed back portion 88 of the combustor 30.

  During operation, the combustor 30 as shown in FIG. 2 receives pressurized air from the compressor 18 through an opening 90 in the perforated outer casing 58 as indicated by arrow 92. When passing through the perforated outer casing 58 and into the combustion liner 54, the pressurized air remains in the annular space between the non-perforated inner casing 56 and the perforated outer casing 58. In other words, the combustion liner 54 has a hollow wall formed by the inner and outer casings 56 and 58, such as a hollow annular or can-like wall. The combustion liner 54 has the advantage of directing pressurized air to flow along the non-porous inner casing 56 toward the plurality of fuel-air injection lobes 52, as indicated by arrows 94. In this way, the air flow 94 facilitates cooling of the non-porous inner casing 56 prior to being injected into the combustor 30 via the air passage 72.

  In the fuel-air injection lobe 52, the elongated injector tip 70 injects a fuel stream 96 that entrains an air stream 98 from the air passage 72. In the illustrated embodiment, the fuel and air streams 96 and 98 are coaxial or concentric with each other. Specifically, as a result of the concentric or coaxial configuration of the elongated injector tip 70 within the air passage 72, the air stream 98 is disposed concentrically around the fuel stream 96. Again, the elongated injector tip 70 and the air passage 72 are arranged at respective angles 82 and 84 so that the fuel and air streams 96 and 98 converge toward the axis 62 and the residence zone 86. At least initially move at angles 82 and 84. Thus, the coaxial or concentric configuration of the fuel-air injection lobes 52 and the resulting coaxial or concentric flows 96 and 98 facilitate fuel-air mixing within the combustor 30 rather than premixing. In addition, the convergence relationship of the fuel-air injection lobes 52 facilitates fuel and air mixing within the residence zone 86 as indicated by the flow / mixing arrow 100. As shown, the flow 100 includes a U-shaped flow inwardly toward the axis 62 and a U-shaped flow outwardly toward the wall of the non-porous inner casing 56. In other words, when the flow 100 moves in the counterflow direction from the fuel-air injection lobe 52 toward the closed back portion 88, the flow 100 is generally U-shaped toward both the axis 62 and the wall of the non-porous inner casing 56. Invert. Similar flow patterns occur in other embodiments described later. The fuel-air mixture 100 burns in a residence zone 86 in the vicinity of the closed back portion 88, which has the advantage of holding or fixing the flame and improving flame stability in the combustor 30. .

  Thereafter, the hot combustion product moves in the longitudinal direction along the combustor 30 from the residence zone 86 toward the nozzle 32 as indicated by the arrow 102. Accordingly, the hot combustion product 102 flows in the same general flow direction 80 as in the gas turbine engine 12, while the fuel and air streams 96 and 98 injected from the fuel-air injection lobe 52 are substantially backflowed. . Again, the backflow is longitudinally toward the residence zone 86, transversely to the axis 62 or the non-porous inner casing 56, or in an acute oblique direction having longitudinal and transverse components, or a combination thereof. Can be directed in the direction. In this way, the reverse injection mechanism 50 improves the mixing of fuel and air and hot combustion products within the combustor 30, thereby improving combustion and polluting emissions from the combustor 30 (eg, NOx). Emissions). The lobe structure 74 also slightly offsets the elongated injector tip 70 and air passage 72 relative to the inner periphery of the non-porous inner casing 56, thereby directing fuel and air flow 96 and 98 injection from the inner periphery. Position slightly apart to improve mixing of fuel, air and hot combustion products.

  FIG. 3 is a transverse schematic view of an embodiment of a combustor 30 as shown in FIG. 2, and a plurality of radial locations 110, 112, around a non-perforated inner casing 56, according to certain embodiments of the technology. Further shown is the radial configuration of the fuel-air injection lobe 52 of the backflow injection mechanism 50 at 114, 116, 118, 120, 122 and 124. As described above with respect to FIG. 2, the fuel and air streams 96 and 98 of the plurality of fuel-air injection lobes 52 converge generally toward the axis 62 within the residence zone 86. In certain embodiments, the fuel and air streams 96 and 98 can converge entirely to a center having an axis 62 as shown by dotted lines 110, 112, 114, 116, 118, 120, 122 and 124. .

  In other embodiments, the fuel-air injection lobe 52 is directed toward the retention zone 86 so as to converge toward the axis 62 while being at least slightly off-centered relative to the axis 62 as indicated by the dotted arrow 126. Can be oriented. As a result of this off-centered convergence direction of the fuel-air injection lobe 52, the fuel and air streams 96 and 98 can form a swirl flow as indicated by the dotted arrow 128. In any configuration, the convergence relationship between the fuel-air injection lobes 52 promotes mixing of fuel and air (and further mixing with high-temperature combustion products) in the residence region 86. However, adding the swirl flow 128 within the residence zone 86 can further improve fuel-air mixing and combustion within the combustor 30. In some embodiments, all of the fuel-air injection lobes 52 can be oriented to form a clockwise swirl flow or a counterclockwise swirl flow. Alternatively, the fuel-air injection lobes 52 can be staggered to form both a clockwise and counterclockwise swirl flow. For example, odd numbered fuel-air injection lobes 52 (eg, at radial positions 110, 114, 118 and 122) can be oriented to form a clockwise swirl flow, while even numbered fuel- The air injection lobes 52 (eg, at radial locations 112, 116, 120, and 124) can be configured to form a counterclockwise swirl flow. Again, the particular embodiment of the combustor 30 shown is for the fuel-air injection lobe 52 as shown in FIG. 3 at a plurality of longitudinal positions along the axis 62, as in the multi-stage combustor 30 described above. An annular row can be included.

  FIG. 4 is a longitudinal schematic view of another embodiment of a combustor 30 as shown in FIGS. 1-3, in which the back-flow injection mechanism 50 is a flash fuel according to certain embodiments of the present technology. -Include a radial row or array of air injection regions 140; As shown, the elongated injector tip 70 and air passage 72 of the fuel and air injection assemblies 64 and 68 extend to a position that is substantially flush with the non-porous inner casing 56 of the combustion liner 54. . In other words, the elongate injector tip 70 and air passage 72 are generally recessed from the inner surface 142 of the non-porous inner casing 56, while the inner casing 56 is elongate injector tip 70 and air passage 72. It does not protrude in the vicinity of. Thus, in contrast to the fuel-air injection lobe 52 as shown in FIGS. 2 and 3, the radial row of flash fuel-air injection regions 140 as shown in FIG. It does not protrude into the combustor 30. However, in certain embodiments, the elongated injector tip 70 can be oriented to partially protrude from the inner surface 142 of the non-porous inner casing 56. Alternatively, the elongated injector tip 70 can be retracted into the air passage 72 as shown in FIG. 12 and described in more detail below with respect to FIG. Again, the backflow mechanism 50 as shown in FIG. 4 directs the fuel and air streams 96 and 98 to generally converge toward the residence zone 86 against the overall flow 80 through the gas turbine engine 12. Configured to be oriented. Thereafter, the hot combustion products travel out of the combustor 30 through the nozzle 32 through the radial region of the flash fuel-air injection region 140 from the residence region 86.

  FIG. 5 is a longitudinal schematic view of yet another embodiment of a combustor 30 as shown in FIG. 1, in which the combustor 30 is a perforated inner casing according to a particular embodiment of the present technology. 56 includes a back-flow injection mechanism 50 having a radial array of inward cantilevered support fuel-air injection members 152 disposed along the interior of 56. In this illustrated embodiment, the fuel-air injection member 152 is positioned so that it does not reach the central longitudinal axis 62 from the non-porous inner casing 56 of the combustion liner 54 toward the central longitudinal axis 62 of the combustor 30. Protruding in the direction. In other words, the fuel-air injection member 152 is cantilevered and is off-center from the axis 62.

  The illustrated fuel-air injection member 152 has a parallel flow body 154 with coaxial fuel-air ports 156 and 157 disposed along an edge 158 facing the residence zone 86. In this illustrated embodiment, the coaxial fuel-air port 156 includes three ports 156 that are substantially parallel to the axis 62, while the coaxial fuel-air port 157 is in the axis 62 in the reverse flow direction toward the residence zone 86. It includes a single port 157 that is slanted inwardly toward the end (ie, converges on axis 62). In other embodiments, the fuel-air ports 156 and 157 can include any number or arrangement of ports arranged at a desired spacing along the parallel flow body 154. A coaxial fuel-air port 156 is coupled to the fuel pump or injector 160 and an air passage 162 extending to the space between the non-porous inner casing 56 and the perforated outer casing 58 of the combustion liner 54.

  Accordingly, the fuel-air injection member 152 receives both fuel and air through the parallel flow body 154 and then substantially coaxially in the longitudinal direction toward the residence zone 86 as indicated by arrows 164 and 165. And 157 inject a parallel flow of fuel and air into the combustor 30. In the illustrated embodiment, the fuel and air longitudinal flow 164 is substantially parallel to the axis 62 of the combustor 40, while the flow 165 converges generally toward the axis 62. However, in other embodiments, the coaxial fuel-air port 156 can be oriented at an angle that generally converges or diverges relative to the axis 62. Further, the coaxial fuel-air ports 156 and 157 may be substantially clockwise or counterclockwise about the axis 62 such that a swirl flow can be formed in the combustor 30 as described above with respect to FIG. Can be oriented.

  During operation, similar to the embodiment of FIG. 2, the combustor 30 passes through the perforated outer casing 58 and along the non-porous inner casing 56 to the back-flow injection mechanism 150 as indicated by arrows 92 and 94. Receive pressurized air. When reaching the back-flow injection mechanism 150, the pressurized air flows through the air passage 72 into the parallel flow body 154 while fuel is received from the fuel pump or injector 160. Next, as shown by arrows 164 and 165, the fuel-air injection member 152 injects a parallel flow of both fuel and air from the ports 156 and 157 into the non-porous inner casing 56. Again, these parallel flows 164 and 165 are arranged at a plurality of peripheral-radial positions offset from the axis 62. In addition, the parallel flows 164 and 165 are directed toward the residence zone 86 in a generally opposite or counterflow direction to the overall flow 80 through the gas turbine engine 12. In this way, the fuel-air parallel flows 164 and 165 facilitate fuel-air mixing, thereby improving combustion in the combustor 40 and reducing pollutant emissions. In the residence zone 86, the fuel-air mixture 100 burns, and then the hot combustion products pass through the back-flow injection mechanism 150 and move toward the nozzle 32 so as to return as indicated by arrow 102. Again, the fuel-air parallel flows 164 and 165 are generally in the reverse flow direction with respect to the hot combustion product stream 102. This reverse flow thus further improves the mixing of fuel-air and hot combustion products in the combustor 30 as detailed above.

  FIG. 6 is a cross-sectional schematic view of the combustor 30 as shown in FIG. Further shows. The embodiment of FIG. 6 is slightly different from the embodiment of FIG. Specifically, the number of ports 156 is four instead of three, and the length of the parallel flow body 154 is relatively shorter than the embodiment of FIG. However, the number of ports 156 and 157 can be increased or decreased as desired for a particular combustor 30. Further, the length of the body 154 can be increased to extend closer to the axis 62. Further, each of the ports 156 and 157 can be angled inwardly toward the axis 62.

  In the illustrated embodiment, the fuel-air injection member 152 is around the inner or peripheral portion of the non-porous inner casing 56 as indicated by dotted arrows 166, 168, 170, 172, 174, 176, 178 and 180. Are arranged at a plurality of radial positions. In addition, the fuel-air injection member 152 is substantially aligned with the axis 62, i.e., centered about the axis 62. However, the inside or free end of the inward cantilevered support fuel-air injection member 152 is generally offset or off-center from the axis 62 as indicated by arrow 182. In certain embodiments, the fuel-air injection member 152 can be angled with respect to the axis 62, thereby creating a counterclockwise or clockwise swirl flow downstream of the residence zone 86. For example, the fuel-air injection member 152 can be tilted at an acute angle rather than being substantially perpendicular to the inner surface of the non-porous inner casing 56. In the illustrated embodiment, the backflow injection mechanism 150 includes eight fuel-air injection members 152 in a circumferential-radial configuration as shown in FIGS. However, other embodiments of the reverse flow injection mechanism 150 can include another suitable number of fuel-air injection members 152.

  FIG. 7 is a cross-sectional view of an exemplary embodiment of a fuel-air injection member 152 as shown in FIGS. 5 and 6, illustrating the parallel flow passages inside the parallel flow body 154 according to certain embodiments of the present technology. Further shows. As shown, the parallel flow body 154 has a generally aerodynamic geometry or airfoil structure. In addition, the parallel flow body 154 includes a plurality of lateral fuel injection passages 184 extending from a longitudinal or common fuel supply passage 186 corresponding to a longitudinal axis of the parallel flow body 154 (eg, perpendicular to the drawing). including. Generally, these passages 184 and 186 are supported by upper and lower support members 118 and 190 and one or more side support structures 192 having passages 184. The parallel flow body 154 also includes one or more air passages 194, 196 and 198. The illustrated fuel injection passage 184 and air passages 194, 196 and 198 lead to coaxial fuel-air ports 156 and 157 along the edge 158 as described above. Specifically, as shown in FIG. 7, coaxial fuel-air ports 156 and 157 include a central fuel port 200 from side fuel injection passage 184 and concentric or annular air ports from air passages 194, 196 and 198. 202. Thus, during operation, fuel flows through the fuel-air injection member 152 as indicated by arrow 204, while air flows through the fuel-air injection member 152 as indicated by arrow 206.

  8-10 illustrate another embodiment of the combustor 30 as shown in FIGS. 5-7, in which the radial row of inwardly cantilevered support fuel-air injection members 152 is , Including additional coaxial fuel-air ports 210 and 211 along the top and bottom sides of the parallel flow body 154 according to certain embodiments of the present technology. Reference is first made to FIG. 8, which is a longitudinal schematic view of the combustor 30, along a series of coaxial fuel-air ports 156 and 157 along the edge 158 and the face of the parallel flow body 154. A series of coaxial fuel-air ports 210 and 211 are shown. As described above with respect to FIG. 5, the coaxial fuel-air port 156 is oriented generally longitudinally with respect to the axis 62 of the combustor 30, thereby forming a coaxial fuel and air flow as indicated by arrow 164. Again, these coaxial flows 164 can be aligned to be generally parallel to the axis 62, converge to the axis 62, or diverge with respect to the axis 62. However, these coaxial flows 164 are generally directed longitudinally along the combustor 30 toward the residence zone 86. Similarly, the coaxial fuel-air port 157 (and stream 165) is oriented along the length of the combustor 30 toward the residence zone 86. However, as described above, the coaxial fuel-air port 157 (and flow 165) converges toward the axis 62 in the counterflow direction toward the residence region 86 as a whole.

  In contrast, coaxial fuel-air port 210 is oriented transversely at a distance from axis 62. In other words, the coaxial fuel-air port 210 is oriented to form a flow that is substantially perpendicular to the page of FIG. A coaxial fuel-air port 211 is also oriented transverse to the axis 62. However, in contrast to the coaxial fuel-air port 210, the coaxial fuel-air port 211 is directed radially inward to converge directly toward the axis 62, as indicated by arrow 167. In other words, all of the coaxial fuel-air ports 211 point straight toward the axis 62, like wheel spokes or solar rays. In this manner, the fuel-air injection member 152 forms both a longitudinal flow and a transverse flow to facilitate fuel and air mixing within the combustor 30.

  FIG. 9 is a transverse schematic view of the combustor 30 as shown in FIG. 8, and coaxial fuel-air ports disposed on opposing surfaces 212 and 218 of the parallel flow body 154 according to certain embodiments of the present technology. Further illustrated are fuel and air transverse flows 214 and 216 from 210. Again, the embodiment of FIG. 9 is slightly different from the embodiment of FIG. Specifically, the number of ports 156 and 210 is four instead of three, and the length of the parallel flow body 154 is relatively shorter than the embodiment of FIG. However, the number of ports 156, 157, 210, and 211 can be increased or decreased as desired for a particular combustor 30. Further, the length of the body 154 can be increased to extend closer to the axis 62. Further, each of the ports 156, 157, 210 and 211 can be slanted inwardly toward the axis 62.

  As shown in FIG. 9, the coaxial flows 214 and 216 are generally offset from the axis 62 by an incremental distance from the free end of the parallel flow body 154 to the non-porous inner casing 56 of the combustion liner 54. In addition, parallel flow 214 is generally oriented clockwise around axis 62, while parallel flow 216 is generally oriented counterclockwise around axis 62. In this way, parallel flows 214 and 216 can form a counter-inverted or opposed swirl flow as indicated by arrows 220 and 222, respectively. In addition, the coaxial flows 165 and 167 generally converge toward the axis 62 such that the coaxial flows 165 and 167 are generally transverse or transverse to the coaxial flows 214 and 216.

  FIG. 10 is a cross-sectional view of a fuel-air injection member 152 as shown in FIGS. 8 and 9, and coaxial fuel-air ports 210 and 210 disposed on surfaces 212 and 218 according to certain embodiments of the technology. An internal passage leading to 211 is further shown. Again, similar to the embodiment of FIG. 7, the parallel flow body 154 has a generally aerodynamic geometry or airfoil structure and a longitudinal axis of the parallel flow body 154 (eg, relative to the drawing). A plurality of lateral fuel injection passages 184 extending from a first one of the longitudinal or common fuel supply passages 186 corresponding to The parallel flow body 154 also includes one or more air passages 194, 196 and 198. The illustrated fuel injection passage 184 and air passages 194, 196 and 198 lead to coaxial fuel-air ports 156 and 157 along the edge 158 as described above. Specifically, as shown in FIG. 7, coaxial fuel-air ports 156 and 157 include a central fuel port 200 from side fuel injection passage 184 and concentric or annular air ports 202 from air passages 194, 196 and 198. Including.

  In addition to the features of the embodiment of FIG. 7, the upper and lower support members 118 and 190 of FIG. 10 are fuels on surfaces 212 and 218, respectively, that are opposite from the second one of the longitudinal or common fuel injection passages 186, respectively. Upper and lower fuel injection passages 230 and 232 leading to injection ports 234 and 236 are included. In other words, the illustrated embodiment includes two independent fuel supply passages 186 such that ports 156 and 157 are supplied with fuel independently from ports 210 and 211. In another embodiment, a single fuel supply passage 186 can be used for all of the ports 156, 157, 210 and 211. In yet another alternative embodiment, an independent fuel supply passage 186 can be used for each set of ports 156, 157, 210 and 211. Coaxial fuel-air ports 210 and 211 also include air injection ports 238 and 240 disposed concentrically or annularly around fuel injection ports 234 and 236, respectively. Thus, during operation, fuel and air flow through the fuel-air injection member 152 as indicated by arrows 204 and 206.

  FIG. 11 is a longitudinal schematic view of another embodiment of the combustor 30 as shown in FIG. 5, in which the back-flow injection mechanism 150 is at or near the nozzle 32 or at the nozzle. 32 has a single inwardly cantilevered support fuel-air injection member 152 according to certain embodiments of the present technology disposed inside. As shown, the parallel flow body 154 of a single cantilevered fuel-air injection member 152 projects from one side of the non-porous inner casing 56 and extends over most of the diameter at the nozzle 32. Thus, in this embodiment, the parallel flow body 154 extends across the central longitudinal axis 62 of the combustor 30 at the nozzle 32. The coaxial fuel-air port 156 is disposed across the sides of the axis 62 such that the fuel-air injection member 152 supplies a coaxial flow 164 of fuel and air at an off-center or offset position relative to the axis 62. In the illustrated embodiment, one of the coaxial fuel-air ports 156 is substantially aligned along axis 62 or centered along axis 62, thereby providing a fuel and air 1 centered on axis 62. Two coaxial streams 164 are formed. In some embodiments, the fuel-air injection member 152 can further include a coaxial fuel-air port 210, such as the coaxial fuel-air port shown in the embodiments of FIGS. Further, since the back-flow injection mechanism 150 is disposed at or near the nozzle 32 rather than at an intermediate position between the closed end 88 and the nozzle 32 of the combustor 30, the combustor 30 is shown in FIG. Note that it may have a relatively shorter length compared to the embodiments of FIGS.

  FIGS. 12-15 illustrate fuel-air such as the fuel-air injection lobe 52, the flash fuel-air injection region 140 and the inward cantilevered support fuel-air injection member 152 as described in detail above with respect to FIGS. FIG. 6 is a schematic view showing various other embodiments of an injection mechanism. Referring initially to the embodiment of FIG. 12, this figure illustrates a coaxial fuel-air injection mechanism 260 according to a particular embodiment of the present technology. As shown, the coaxial fuel-air injection mechanism 260 includes a central fuel passage 262 along the axis 62 and a concentric or outer annular air passage 266 disposed concentrically around the central fuel passage 262. In the illustrated embodiment, the end 268 of the central fuel passage 262 is disposed at an offset distance 270 with respect to the end 272 of the concentric or outer annular air passage 266. Specifically, the end 268 of the central fuel passage 262 is recessed with respect to the end 272 of the concentric or outer annular air passage 266. However, in other embodiments of the coaxial fuel-air injection mechanism 260, the ends 268 and 272 can be substantially flush with each other, or the end 268 of the central fuel passage 262 can be concentric or outer annular. The air passage 266 can protrude outward from the end 272. During operation, the coaxial fuel-air injection mechanism 260 forms a central fuel stream 274 surrounded by an annular air stream 276 that facilitates fuel and air mixing within the combustor 30.

  FIG. 13 illustrates an exemplary radial-axial fuel-air injection mechanism 280 having both radial and axial flow that collide with each other to promote fuel-air mixing in accordance with certain embodiments of the present technology. FIG. In the illustrated embodiment, the radial-axial fuel-air injection mechanism 280 includes a central fuel passage 282 along the axis 284 and a concentric or outer annular air passage 286 disposed about the central fuel passage 282. Including. In addition, the central fuel passage 282 includes one or more radial ports 288 that are substantially perpendicular to the axis 284. The central fuel passage 282 also has a tapered portion or end 290 downstream of the radial port 288. In operation, air travels axially along axis 284 through a concentric or outer annular air passage 266 around the central fuel passage 282 as indicated by arrow 292. In addition, the fuel flows substantially axially along the axis 284 through the central fuel passage 282 as indicated by arrow 294. Upon reaching the radial port 288, the fuel moves radially outward from the axis 284 into the air stream 292, as indicated by arrow 296. Thus, the air flow 292 and the fuel flow 296 are substantially intersecting or perpendicular to each other, and the fuel and air mixing within the radial-axial fuel-air injection mechanism 280 immediately prior to injection into the combustor 30. Promote. In addition, the radial-axial fuel-air injection mechanism 280 facilitates fuel and air mixing within the combustor 30 rather than premixing fuel and air.

  FIG. 14 is a schematic diagram of another radial-axial fuel-air injection mechanism 280 in accordance with certain embodiments of the present technology. As shown, the fuel injection mechanism 302 is coupled to the outer wall 304 of the central air passage 306. The illustrated fuel injection mechanism 302 includes a plurality of radial fuel ports 308 extending through the outer wall 304. In operation, air flows through the central air passage 306 along the axis 312 in a generally axial direction 310. In contrast, fuel flows in a radial or transverse direction 314 with respect to the axis 312 through the radial fuel port 308. In this way, the air flow 310 and the fuel flow 314 collide with each other within the radial-axial fuel-air injection mechanism 300. The collision between the air flow 310 and the fuel flow 314 facilitates the mixing of fuel and air within the injection mechanism 300. In addition, the radial-axial fuel-air injection mechanism 300 facilitates fuel and air mixing within the combustor 30 rather than premixing fuel and air.

  FIG. 15 is a schematic diagram of another coaxial fuel-air swirl injection mechanism 320 in accordance with certain embodiments of the present technology. As shown, the swirl injection mechanism 320 includes a central fuel passage 322 extending along the axis 324 and a concentric or outer annular air passage 326 disposed around the central fuel passage 322. In addition, the central fuel passage 322 includes a fuel swirl mechanism 328 disposed at or near the fuel outlet or port 330. The concentric or outer annular air passage 326 also includes one or more air swirl mechanisms 332 disposed upstream of the fuel outlet or port 330. In operation, fuel travels in a generally axial direction 334 along the axis 324 through the central passage 322. Upon reaching the fuel swirl mechanism 328, the fuel flow acquires a clockwise or counterclockwise rotation or swirl as indicated by arrow 336. Similarly, air flows generally axially through concentric or outer annular air passages 326 as indicated by arrows 338. Upon reaching the air swirl mechanism 332, the airflow acquires a clockwise or counterclockwise rotation as indicated by arrow 340. In this manner, the rotating or swirling fuel flow 336 and the air flow 340 facilitate fuel and air mixing within the swirl injection mechanism 320.

  In certain embodiments, the rotating or swirl fuel flow 336 and the air flow 340 have a common direction of rotation, such as clockwise or counterclockwise. However, in other embodiments, the rotating or swirl fuel stream 336 and the rotating or swirl air stream 340 can have opposing rotational directions, such as clockwise and counterclockwise or vice versa. Further, some embodiments of the swirl injection mechanism 320 can include only the air swirl mechanism 332 without the fuel swirl mechanism 328 or include only the fuel swirl mechanism 328 without the air swirl mechanism 332. . Other embodiments may include additional fuel swirl mechanism 328 and air swirl mechanism 332 arranged in series or in parallel with each other. Again, these swirl mechanisms 328 and 332 facilitate fuel and air mixing within the swirl injection mechanism 320. In addition, the coaxial fuel-air swirl injection mechanism 320 facilitates fuel and air mixing within the combustor 30 rather than premixing fuel and air.

  While various modifications and alternative forms can readily be envisaged in the present invention, particular embodiments have been shown by way of example in the drawings and have been described in detail herein. However, it should be understood that the invention is not intended to be limited to the particular forms disclosed. On the contrary, the invention is intended to protect all modifications, equivalents, and variations that fall within the spirit and scope of the invention as defined by the claims.

1 is a block diagram of an exemplary system having a gas turbine engine coupled to a load, according to certain embodiments of the technology. FIG. As shown in FIG. 1, further illustrating a back-flow injection mechanism having a plurality of fuel-air injection lobes circumferentially disposed along a non-porous inner casing of a combustor, according to certain embodiments of the present technology. 1 is a longitudinal schematic view of an exemplary combustor of a gas turbine engine. FIG. FIG. 3 is a transverse schematic view of an embodiment of the combustor as shown in FIG. 2 further illustrating a plurality of fuel-air injection lobes disposed at a plurality of radial locations along the circumference of the non-porous inner casing. A combustor as shown in FIGS. 1 and 2 further illustrating a back-flow injection mechanism having a radial array of flash fuel-air injection regions circumferentially disposed along the non-porous inner casing of the combustor. FIG. 3 is a longitudinal schematic view of another embodiment. A radial array of inward cantilevered support fuel-air injection members circumferentially disposed along a non-perforated inner casing of the combustor, each of the inward cantilevered support fuel-air injection members burning A combustor as shown in FIGS. 1 and 2 further illustrating a back-flow injection mechanism having a plurality of coaxial fuel-air ports oriented substantially longitudinally and in a back-flow direction relative to the longitudinal flow axis of the combustor. FIG. 3 is a longitudinal schematic view of another embodiment. An embodiment of a combustor as shown in FIG. 5 further illustrating a radial row of inward cantilevered support fuel-air injection members disposed at a plurality of radial locations along the circumference of the non-porous inner casing FIG. One of the inward cantilevered fuel-air injection members as shown in FIG. 5, further illustrating a coaxial flow of fuel and air in a substantially longitudinal and counterflow direction relative to the longitudinal axis of the combustor. Sectional drawing of embodiment. In FIG. 5, each of the inwardly cantilevered support fuel-air injection members further includes a plurality of coaxial fuel-air ports oriented generally transversely and in a reverse flow direction with respect to the longitudinal axis of the combustor. FIG. 3 is a longitudinal schematic view of another embodiment of a combustor as shown. An embodiment of a combustor as shown in FIG. 8 further illustrating a radial row of inwardly cantilevered support fuel-air injection members disposed at a plurality of radial locations along the circumference of the non-porous inner casing FIG. Further shown is a coaxial flow of fuel and air in a substantially longitudinal and counter-flow direction relative to the combustor longitudinal flow axis, and two opposing directions that are generally transverse and counter-flow to the combustor longitudinal flow axis. FIG. 9 is a cross-sectional view of one embodiment of an inward cantilevered fuel-air injection member as shown in FIG. A single inward cantilevered support fuel-air injection member disposed on a non-porous inner casing of a combustor at or near the turbine nozzle, the inward cantilevered support fuel-air injection member 1 further illustrates a back-flow injection mechanism having a plurality of coaxial fuel-air ports oriented substantially longitudinally and back-flow with respect to the combustor longitudinal flow axis. The longitudinal direction schematic of embodiment of this. 1 is a diagram of an exemplary fuel-air injector with coaxial fuel and air flow in the same longitudinal or axial direction, according to certain embodiments of the technology. FIG. FIG. 4 is a diagram of another embodiment of a fuel-air injector having a coaxial fuel and an air flow, the fuel flow being redirected transversely or outwardly to the air flow. FIG. 6 is a diagram of yet another embodiment of a fuel-air injector having a central axial air flow and an outer fuel flow directed transversely or inwardly radially with respect to the air flow. FIG. 6 is a diagram of yet another embodiment of a fuel-air injector having coaxial fuel and air flow and including a swirl mechanism for both the fuel and air flow.

Explanation of symbols

DESCRIPTION OF SYMBOLS 10 System 12 Gas turbine engine 14 Application apparatus 16 Intake section 18 Compressor 20 Combustor section 22 Turbine 24 Exhaust section 26 Shaft 28 Combustor housing 30 Combustor 32 Nozzle 34 Load 40 Combustor 50 Backflow injection mechanism 52 Fuel-air injection lobe 54 Combustion liner 56 Non-perforated inner casing 58 Perforated outer casing 60 Longitudinal position 62 Central longitudinal axis 64 Fuel injection assembly 66 Air injection assembly 68 Fuel injector 70 Injector tip 72 Sharp angled air passage 74 Lobe structure Body 76 Projection 78 Recess 80 Overall Flow 82 Angle 84 Angle 86 Retention Area 88 Closed Back Section 90 Open 92 Arrow 94 Arrow 96 Fuel Flow 98 Air Flow 100 Flow / Mixing Arrow 102 Arrow 110 Radial Position 112 Radial Directional position 114 Radial position 116 Radial position 118 Radial position 120 Radial position 120 Radial position 122 Radial position 124 Radial position 126 Dotted arrow 128 Dotted arrow 140 Flash fuel-air injection region 142 Inner surface 150 Injection mechanism 152 Fuel-air injection Member 154 Parallel flow body 156 Port 157 Port 158 Edge 160 Fuel pump or injector 162 Air passage 164 Arrow 165 Arrow 166 Dotted line 167 Arrow 168 Dotted line 170 Dotted line 172 Dotted line 174 Dotted line 176 Dotted line 18 Dotted line 18 Dotted line 18 Dotted line 18 Fuel supply passage 188 Support member 190 Support member 192 Support member 194 Air passage 196 Air passage 198 Air passage 200 Central fuel port 202 Air port 204 Arrow 206 Arrow 210 Coaxial fuel-air port 211 Coaxial fuel-air port 212 surface 214 Coaxial flow 216 Coaxial flow 218 surface 220 Arrow 222 Arrow 230 Fuel injection passage 232 Fuel injection passage 234 Fuel injection port 236 Fuel injection port 238 Air injection port -To 240 air injection port 260 Coaxial fuel-air injection mechanism 262 Central fuel passage 264 Axis 266 Annular air passage 268 End 270 Offset distance 272 End 274 Fuel flow 276 Air flow 280 Radial-Axial fuel-air injection Mechanism 282 Fuel passage 284 Fuel passage 286 Air passage 288 Radial port 290 Tapered portion or end 292 Arrow 294 Arrow 296 Arrow 300 Radial-axial fuel-air injection mechanism 302 Fuel injection mechanism 304 Outer wall 306 Central air passage 08 Radial fuel port 310 Axial 312 Axis 314 Radial or transverse 320 Coaxial fuel-air swirl injection mechanism 322 Central fuel passage 324 Axis 326 Air passage 328 Fuel swirl mechanism 330 Fuel outlet or port 332 Air swirl mechanism 334 Axial 336 Arrow 338 arrow 340 arrow

Claims (10)

A reverse flow injection mechanism (50, 150), the reverse flow injection mechanism,
A fuel-air injection mechanism (50, 150) having fuel and air passages leading to fuel and air injection openings (70, 72, 156, 157, 210, 211);
The fuel and air injection openings (70, 72, 156, 157, 210, 211) are disposed in an off-center position and in a substantially counterflow direction with respect to a substantially longitudinal flow axis of the gas turbine combustor (30);
system.   The system of any preceding claim, wherein the fuel and air injection openings (70, 72, 156, 157, 210, 211) are disposed in a lobe structure (74).   The system of any preceding claim, wherein the fuel and air injection apertures (70, 72, 156, 157, 210, 211) are disposed within a flash wall portion (140).   The system of any preceding claim, wherein the fuel and air injection openings (70, 72, 156, 157, 210, 211) are disposed within a cantilevered support member (152).   The system of claim 4, wherein the cantilevered support member (152) comprises an airfoil structure (154).   The system according to claim 1, wherein the fuel and air injection openings (70, 72, 156, 157, 210, 211) are arranged close to each other.   The system of claim 1, wherein the back-flow injection mechanism (50, 150) comprises a plurality of fuel-air injection mechanisms including the fuel-air injection mechanisms (50, 150) arranged in a circumferential array.   The plurality of fuel-air injection mechanisms are disposed within a plurality of lobe structures (74), flash wall portions (140), cantilevered support members (152), airfoil structures (154), or combinations thereof. The system of claim 7. A gas turbine combustor (30), the gas turbine combustor comprising:
An outer casing (58) having a pressurized air inlet (90), an inner casing (56) having a combustion outlet (32), extending between and along the inner and outer casings (56, 58). A combustion liner (54) including an air circulation passage (94) and a substantially longitudinal flow axis extending from the residence zone (86) to the combustion outlet (32);
A back-flow injection mechanism (50, 150) disposed in the combustion liner (54) downstream of the residence zone (86) in a substantially off-center back-flow configuration relative to the substantially longitudinal flow axis;
One or more fuel passages extending through the combustion liner (54) to a plurality of fuel injection openings (70, 156, 210), and the inner casing (56); ) Through one or more air passages extending from the air circulation passage (94) to a plurality of air injection openings (72, 157, 211).
system.   Injecting fuel and air (70, 72, 156, 157, 210, 211) in a generally counter-flow direction at an off-center position relative to a substantially longitudinal flow axis of the gas turbine combustor (30).

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