JP3117995B2 - Low emission combustion system for gas turbine engine - Google Patents

Description

Description: TECHNICAL FIELD The present invention relates to a method for reducing nitrogen oxide (NOx), carbon monoxide (CO) and unburned hydrocarbon (UHC) emissions of gas turbines from no load to full load operating parameters. A system that automatically maintains below a specified volume ppm level at ambient conditions. More particularly, the present invention relates to a system for regulating combustion air that mixes with fuel to control the air-fuel ratio.

BACKGROUND OF THE INVENTION The use of fossil fuels as fuels in gas turbine engines produces combustion products of carbon monoxide, carbon dioxide, water vapor, soot and particulates, unburned hydrocarbons, nitrogen oxides and sulfur oxides. . Of these products, carbon dioxide and water vapor are normal and not problematic. There are government regulations in most areas and the amount of pollutants in the exhaust gas is even more stringent.

Traditionally, most of the combustion products have been controlled by design improvements. For example, soot is usually controlled by combustor design improvements, particulates are controlled by traps and filters, and sulfur oxides are usually controlled by choosing fuels with lower total sulfur. This leaves the problem of carbon monoxide, unburned hydrocarbons and oxides of nitrogen as the primary emissions in the exhaust gases discharged from gas turbine engines.

Nitrogen oxides are produced in two paths in conventional combustion systems. For example, the direct bonding at high temperatures that occurs in the combustion zone of atmospheric nitrogen and oxygen and the presence of organic nitrogen in the fuel causes the formation of nitrogen oxides. The rate at which nitrogen oxides form depends on the temperature of the flame, so that a small decrease in flame temperature results in a large decrease in nitrogen oxides.

Past and present systems provide a way to reduce the maximum temperature in the combustion zone of a gas turbine combustor,
Included a plan to introduce more air in the combustion zone, recirculate the cooled exhaust products to the combustion zone and inject water into the combustion zone. One example of this system is disclosed in U.S. Patent No. 4,733,527 to Harry A. Kidd, issued March 29, 1988. The method and apparatus disclosed herein automatically maintain NOx emissions at a substantially constant level from no load to full load fuel supply at all ambient conditions. The water / fuel ratio is calculated to provide a substantially constant level of NOx emissions for a given operating condition, to determine the actual fuel flow to the gas turbine and to achieve the desired water / fuel ratio. A signal is provided indicating the position of the water metering valve required to inject the appropriate flow of water into the combustor.

Another example of a method and apparatus for reducing NOx emissions is 198
U.S. Patent to George D. Lewis, issued August 5, 0
No. 4,215,535. In this patent, the device has a combination of a serpentine fuel mixing tube discharging towards the area radially outside the combustor and an axially oriented fuel mixing tube near the center of the combustor, which comprises: Suitable for creating a strong centrifugal force field in the combustor. The tube near the center has a converging section and a diverging section.
The fuel supply discharges the fuel to a converging section, where evaporation of the liquid fuel is assisted by the differential axial velocity over the length of the tube. The force field promotes rapid mixing and combustion inside the combustion chamber, lowering the combustor temperature and reducing the time that the medium gas is exposed to that temperature, thereby reducing NOx formation.

Another way to reduce NOx formation and emissions is 1974
No. 3,842,597 to Frederic Franklin Ehrich, issued on 22.02. This patent escapes and cools a portion of the air stream pressurized by the compressor and then directs it to the first combustion zone of the combustor to reduce the temperature of the flame, thereby reducing the rate of nitrogen oxide formation. Let it.

The above systems are just a few examples of attempts to reduce nitrogen oxide emissions. Many of these attempts have resulted in additional costs. For example, Kidd's invention requires a water source, a control valve, a control and monitoring system, and an additional means of water injection into the combustion chamber, including a device for injecting water into the combustion chamber. Lewis' invention requires multiple fuel mixing tubes or injectors, a control system for each tube and a monitoring system with feedback for control of each individual tube. Ehrich's invention requires additional elements to escape and cool a portion of the air stream pressurized by the compressor, and hardware to reintroduce the cooling air to the combustor.

DISCLOSURE OF THE INVENTION In one aspect of the present invention, a control system for reducing emissions formation during operation of a gas turbine engine is disclosed. The engine includes a source of compressed air, a combustor, and a turbine in a series arrangement. The engine further includes a plurality of fuel injection nozzles for injecting fuel and compressed air into the combustor. The control system provides a means for directing a sufficient amount of air from the compressed air source through the injection nozzle to the combustor to support full gas operation of the gas turbine engine at a rated time by adding an appropriate amount of fuel. Including. The control system further includes means for controlling the amount of air going to the combustor low. The control system allows some of the air to escape from the injection nozzle when the engine is running at full fuel or below rating. To this end, a manifold communicates with each of the fuel injection nozzles and, in communication therewith, allows a portion of the air to escape from the fuel injection nozzles through the manifold when the engine operates at a maximum fuel or below rated speed. Provide a valve.

In one aspect of the invention, a gas turbine engine has a control system that reduces emissions formation during operation of the gas turbine engine. The engine includes a source of compressed air, a combustor, and a turbine in a direct array.

In another aspect of the invention, the combustor is adapted for use in one engine. The engine has one outer housing, the compressor located within the outer housing having a flow of compressed air exiting the compressor during operation of the engine. The turbine is in the outer housing and is tied to drive the compressor. The combustor comprises an outer shell in an outer housing, an inner shell inside the outer shell, an inlet end connected to the compressor, and an outlet end connected to the turbine. The combustor further comprises at least one generally within the inlet end and supported from the outer housing.
Including a number of spray nozzles. The injection nozzle is at the end of the combustor,
It has a passage extending between the outer end portion and both ends. The passage has a predetermined area through which a portion of the compressed air flows, and the injection nozzle further has an orifice with a predetermined area communicating with the passage. The injection nozzle further includes a fuel source connected to the passage and means for reducing the flow of compressed air entering the combustor by escaping a portion of the compressed air through the orifice.

In another aspect of the invention, an annular combustor section includes a combustor having an outer shell, an inner shell inside the outer shell, an inlet end tied to the outer shell and the inner shell, and outer and inner ends. Includes an exit end that is defined. The inlet end has a plurality of openings therein. The annular combustor section further includes a plurality of injection nozzles within the plurality of openings. The injection nozzle has a combustor end portion, an outer end portion and a passage extending between the ends. The passage has a predetermined area through which a portion of the compressed air flows. The annular combustor section further includes an orifice having a predetermined area leading to the passage, and a fuel source is coupled to the passage.

Operating the system to reduce nitrogen oxides, carbon monoxide and unburned hydrocarbon emissions provides a simple, inexpensive and reliable system for reducing emissions. The system is based on the fact that the rate at which nitrogen oxides are formed depends on the temperature of the flame, so that a slight reduction in flame temperature results in a significant reduction in nitrogen oxides. The system automatically maintains gas turbine nitrogen oxides, carbon monoxide and unburned hydrocarbon emissions at specified emission levels for no-load to full-load or high-load operating parameters at all ambient conditions .

BRIEF DESCRIPTION OF THE DRAWINGS FIG. 1 shows a gas turbine having an embodiment of the present invention.
It is an external view of an engine and a control system.

FIG. 2 shows a gas turbine having an embodiment of the present invention.
FIG. 2 is a partial sectional view of the engine.

FIG. 3 is a partial cross-sectional view of the end taken along line 3-3 of FIG.

FIG. 4 is an enlarged sectional view of a two-liquid ejector used in one embodiment of the present invention.

FIG. 5 is an enlarged cross-sectional view of another embodiment of the one liquid injector used in one embodiment of the present invention.

FIG. 6 is an enlarged sectional view of another liquid ejector used in one embodiment of the present invention.

BEST MODE FOR CARRYING OUT THE INVENTION FIGS. 1 and 2 show nitrogen oxides discharged therefrom,
1 shows a gas turbine engine 10 having a control system 12 for reducing carbon monoxide and unburned hydrocarbons. Gas turbine engine 10 has an outer housing 14 having a plurality of openings 16 therein at predetermined interrelated locations and a threaded hole 18 at a location associated with the plurality of 16 openings. In this application, the housing 14 further includes a central shaft 20 and a compressor section 22 disposed about the shaft 20, a turbine section 24 disposed about the shaft 20, and the compressor section 22 and the turbine section. 24 and is located around a combustor section 26 disposed between the combustor sections 26. Functionally, the compressed air source 22 entering the compressor or combustor section must be in a serial relationship as it is mixed with fuel and burns out to the turbine section to produce power. engine
10 has an inner case 28 arranged coaxially about axis 20 and located radially inward of combustor 26. Turbine section 24 has an output turbine 30 having an output shaft (not shown) tied to drive an accessory, such as a generator. Another portion of the turbine section 24 has a gas generating turbine 32 tied to drive the compressor section 22. In this application, compressor section 22 includes an axial multi-stage compressor 36, which has a plurality of rows of rotor assemblies 38, only one of which is shown. During operation of the engine 10, the flow of compressed air has a compressor section, as indicated by arrow 40. Alternatively, the compressor section may have a radial compressor or any suitable source of compressed air production.

The combustor section 26 is radially spaced from the housing 14 and has an annular combustor 42 supported from the housing 14. The combustor 42 has an annular outer shell 44 disposed about the center axis 20, a radially inner side of the outer shell 44, and an annular inner shell 46 coaxially arranged about the center axis, typically having a uniform spacing. An inlet end portion 48 having a plurality of openings 50 therein and an outlet end portion 52 are provided. The outer shell 44 has an outer surface 54 and the inner shell has an outer surface 56, which generally extends between an inlet end 48 and an outlet end 52. Each of the openings 50 has an injection nozzle 60 having a central axis 62, which is generally arranged to communicate with an inlet end 48 of the combustor 42. The smaller area between the annular combustor 42 between the outer housing 14 and the inner case 28 forms a predetermined cooling area 64 through which a portion of the compressed air flows. In this application approximately 20-50% of the compressed air is used for cooling. Instead of the annular combustor 42, a plurality of can-combustors or side can-combustors can be incorporated without changing the gist of the present invention.

As best shown in FIG. 4 in this application, the injection nozzle 60 is of the dual fuel type and is supported from the housing in a conventional manner. For example, each nozzle 60 has an outer tube member 70 having a tube passage 72 therein. The tube member 70 has a mounting flange 74 extending radially through one of the plurality of openings 16 in the housing 14 and extending therefrom. Flange 74 has a pair of holes 76 therein for receiving a pair of bolts threadably mounted in threaded holes 16 in housing 14. Thus, the nozzle 60 is detachable from the housing 14. The tube member 70 further has a combustor end portion 80 and an outer end portion 82. The nozzle 60 further comprises an inner surface 90,
It generally has a cylindrical main body 88 having an injector end wall 94 having an outer surface 92, an inner surface 96, and an inlet end 98 at least partially within the combustor end portion of the tube member 70. A plurality of spokes 100 having a predetermined length
Are generally evenly distributed around main body 88 and are rigidly attached to main body 88 and tube member 70. Thus, an orifice 102 having a predetermined area through which a portion of the compressed air flows is formed between the main body 88 and the pipe member 70. Orifice 102
The compressed air therein communicates with a tube passage 72 in the tube member. The inlet end 98 of the main body 88 has a relatively large hole 104, generally made in the center thereof, and an injector end wall 94.
Center axis 106 for liquid pilot fuel
Coaxial with 2 and having a plurality of angled passages 108 for gaseous pilot fuel spaced radially about central passage 106. Between the ends 94 and 98 of the main body 88, a first set of holes 110 for a low emission gas fuel injection mode is drilled radially between the inner surface 90 and the outer surface 92 and a low emission. Hole 11 for liquid fuel injection mode
A second set of two is also drilled radially between the inner surface 90 and the outer surface 92 axially away from the first set of holes 110.
A plurality of hollow spoke members 11 extend radially from the outer surface of main body 88 into a first set of holes 110.
Put 4. Each spoke member 114 has a predetermined length, a closed first end 116 and an open second end 118. A plurality of passages 120 are axially spaced along each spoke member and each spoke member 114
Communicates with the hollow part of Multiple passages 120 are main
Oriented against the injector end wall 94 of the body 88,
The first closed end 116 is the outer surface 9 of the main body 88
Located radially away from two. Main body 88
An outer cylindrical member having an open air inlet end 124 and a combustor end 126 radially spaced about and spaced from a first closed end 116 of the spoke member 114;
There are 122. The air inlet end 124 is generally coaxially located around the combustor end portion 80 of the tube member 70 and is
Supported by a plurality of swirlers 128 from 88. Main air passage 1
30 is the outer cylindrical member 122 and the outer surface 92 of the main body 88
Is formed between The main air passage 130 extends from the inlet end 124 to the combustor end 126 and has a predetermined area through which a portion of the compressed air can flow. In this application, approximately 50-80% of the compressed air falls within a predetermined area between the outer cylindrical member 122 and the outer surface 92 of the main body 88. The flow of compressed air entering the combustor 40 through the main air passage 130 is sufficient to add the appropriate amount of fuel to support full load operation of the gas turbine engine 10. Further, in this application, the predetermined cross-sectional area of the orifice 102 communicating with the main air passage 130 is approximately 15-35 of the cross-sectional area of the predetermined area between the outer cylindrical member 122 and the main body 88. %be equivalent to.

The injection nozzle 60 further has a liquid pilot receiver 140 formed inside the main body 88. A generally cup-shaped member 142 is sealingly mounted to the inner surface 96 of the injector end wall 94 and has an opening 144 therein. The liquid pilot fuel tube 146 has one end attached to the opening 144 so as not to leak, and communicates with a liquid fuel source (not shown). A portion of the liquid pilot fuel tube 146 extends through the tube passage 72 in the tube member 70 and exits the tube member 70 outside the housing (14) for communication with a source of liquid fuel. The liquid fuel in the pilot fuel tube 146 communicates with the liquid fuel receiver 140 and the center passage 106. Further, inside the main body 88 is a leak-tightly mounted inner surface 90 axially spaced from the inner surface 96 of the injector end wall 94 and the first surface of the inner surface 96 and the bore 110.
Gas body pilot receiver 150 inserted between sets
Is a first plate 148 that forms A pair of openings 152 are made in the first plate 148. One of the openings 152 has a liquid pilot fuel tube 146 extending therethrough without leakage. Another opening 152 has one end of a gas pilot fuel tube 154 that is sealingly attached thereto. The gas body pilot receiver 150 in the main body 88 generally comprises an inner surface 90 of the main body 88,
The inner surface 96 of the injector end wall 94, the periphery of the cup-shaped member 142 and the first plate 148. A portion of the gas pilot fuel tube 154 extends through the tube passage 72 of the tube member 70 and exits the tube member 70 outside of the housing 14 and communicates with a gas fuel source. Gas fuel in the gas pilot fuel tube 154 communicates with a gas fuel source (not shown) and communicates with the gas pilot fuel receiver 150 and the angled passages 108 in the injector end wall 94 of the main body 88. I do. Furthermore, in the main body 88, the main body
A main gas fuel receiver 158 is formed by a second plate 156 that is tightly attached to the interior surface of the body 88 and is axially inserted between the first set of holes 110 and the second set of holes 112. The second plate 156 creates a plurality of openings 160 therein. One of the plurality of openings 160 has a liquid pilot fuel tube 146 extending therethrough and the other one of the plurality of openings 160 has a gaseous pilot fuel tube 154 extending therethrough. Another one of the plurality of openings 160 has one end of a main gas fuel tube 162 that is sealingly attached thereto. Main gas fuel receiver 158 is generally defined by inner surface 90 of main body 88, first plate 148, and second plate 156. A portion of the main gas fuel tube 162 is within the tube passage 72 inside the tube member 70 and leaks out of the tube passage 72 outside the housing 14 to communicate with a gas fuel source. The gas fuel in the main gas combustion tube 162 is a gas fuel source, a main gas fuel receiver 158 and a plurality of hollow spoke members 114.
Communicates with the plurality of passages 120 in the inside. Further within the main body 88 is axially spaced from the second plate 156 and inserted between the second set of holes 112 and the inlet end 98 of the main body 88 to form a liquid fuel receiver 166. This is the third plate 164. Third plate 164 creates a plurality of openings 168 therein. One of the plurality of openings 168 is a liquid pilot fuel tube extending therethrough to prevent leakage
Another one of the plurality of openings 168 having a 146 has a gas body pilot fuel tube 154 extending therethrough without leakage. Another of the plurality of openings 168 has a main gas fuel tube 162 extending therethrough in a leaktight manner, and the other one of the plurality of openings 168 has one end of a main liquid fuel tube 170 attached thereto. Liquid fuel receiver 166
Is generally defined by the inner surface 90 of the main body 88, the second plate 156 and the third plate 164. A portion of the main liquid fuel tube 170 extends through a tube passage 72 inside the tube member 70 and leaks out of the tube member 70 outside the housing 14 to communicate with a liquid fuel source. Main liquid fuel tube
The liquid fuel in 170 is in communication with a liquid fuel source, a liquid fuel receiver 166 and a second set of holes 112 in the main body 88. As another good embodiment, as shown in FIG.
The one fuel type gas injection nozzle 180 can be used in place of the two fuel injection nozzles 60. The name used to denote 1 fuel type injection nozzle, if appropriate, is 2 fuel type injection nozzle.
Same as used for 60, but numbered separately. Each nozzle 180 is supported from housing 14 in a conventional manner. For example, each nozzle 180 has an outer tube member 182 having a tube passage 184 therein. Tube member 182 extends radially through one of a plurality of openings 16 in housing 14 and has a mounting flange (not shown) extending therefrom. The flange has a pair of holes therein and receives a pair of bolts 78 for screwing into threaded holes 16 in the housing 14, which receive two fuel injection nozzles 60.
Same as mounting flange. Like this nozzle
180 is removably attached to the housing 14.
The tube member 182 further has a combustor end 190 and an outer end 191. Nozzle 180 is also generally a cylindrical main body having an inner surface 194, an outer surface 196, a combustor end wall 198 having an inner surface 200, and an inlet end 202 at least partially within the combustor end 190 of tube member 182. It has a body 192. A plurality of spokes 204 having a predetermined length are generally evenly spaced around main body 192 and are fixedly attached to main body 192 and tube member 182. Thus, an orifice 206 having a predetermined area through which a portion of the compressed air can flow is formed between the main body 192 and the tube member 182.
The compressed air inside the orifice 206 communicates with the pipe passage 184 in the pipe member 182. Entrance end 202 of main body 192
Generally has a relatively large hole 208 at its center and combustor end wall 198 has a plurality of angled passages 212 therein in a circular arrangement. With the end 198 of the main body 192
Intermediate to 202 is a set of holes 214 extending from inner surface 194 to outer surface 196. Extending radially from the outer surface 196 of the main body 192 within the set of holes 214 are a plurality of hollow spoke members 218. Each of the plurality of hollow spoke members 218 has a predetermined length, a closed first end 220 and an open second end 222. A plurality of passages 224 are axially spaced along each spoke member 218 and communicate with a hollow portion of each spoke member 218. Multiple passages 224 in main body 1
A first closed end 220 is positioned facing the combustor end wall 198 of the 92 and remote from the outer surface 196 of the main body 192. Radially spaced around main body 192 and spaced from first closed end 220 of spoke member 218 is an outer side having an open air inlet inlet end 228 and a combustor end 230. It is a cylindrical member 226. The air inlet end 228 is generally coaxial about the combustor end 190 of the tube member 182 and is supported from the main body 192 by a plurality of swirlers 232. The main air passage 240 has an outer cylindrical member 226 and an outer surface 196 of the main body 192.
Is formed between Main air passage 240 extends axially from combustor end 230 to open air inlet end 228 and has a predetermined area through which a portion of the compressed air can flow. In this application, approximately 50-80% of the compressed air is comprised of the outer cylindrical member 226 and the main cylinder.
A predetermined area between the outer surface 196 of the body 192 is entered. The flow of compressed air entering combustor 40 through main air passage 240 is sufficient to add the appropriate amount of fuel to support full load operation of gas turbine engine 10. Further, in this application, a predetermined cross-sectional area of the orifice 206 communicating with the main air passage 240 having a predetermined area is defined between the outer cylindrical member 226 and the main body 192. Equal to approximately 15-35% of the cross-sectional area of the area.

The injection nozzle 180 is further leak tightly mounted to the inner surface 194 and is axially spaced from the inner surface 200 of the combustor end wall 198 and inserted between the inner surface 200 and the set of holes 214 so that the gaseous pilot fuel receiver It has a first plate 242 forming a vessel 244. An opening 246 has one end of a gas pilot fuel tube 246 made in the first plate 242 and tightly attached thereto. Maine·
The gas pilot fuel receiver 244 inside the body 192 is generally defined by an inner surface 194 of the main body 192, an inner surface 200 of the fuel machine end wall 198, and a first plate 242. A portion of the gaseous pilot fuel tube 246 extends through a tube passage 184 in the tube member 182 and leaks out of the tube member 182 outside the housing 14 to communicate with a gas fuel source. The gaseous fuel in the gaseous pilot fuel tube 246 communicates with a gaseous fuel source and the gaseous pilot fuel receiver 244 and the fuel machine end wall 198 of the main body 192.
Through a passageway 212 having a plurality of angles. Further inside the main body 192 is the main body 192
A second plate 248 that is leak tightly attached to the inner surface 194 of the first plate 242 and is axially inserted between the set of holes 214 and the first plate 242. The second plate 248 creates an opening 250 through which the gas pilot fuel tube 246 leaks. Further within the main body 192 is axially separated from the second plate 248,
A third plate 252 inserted between the set of holes 214 and the inlet end 202 of the main body 192 to form a gas fuel receiver 254. Third plate 252 creates a pair of openings 256 therein. One of the pair of openings 256 has a gaseous pilot fuel tube extending therethrough without leaking therethrough;
And the other one of the openings 256 has one end of a main gas fuel tube 258 attached thereto. The main gas fuel receiver 254 is generally the inner surface 194 of the main body 192,
It is partitioned by the second plate 248 and the third plate 252. A portion of the main gas fuel tube 258 extends through the tube passage 184 and sealing of the tube member 182 and exits the tube member 182 in a leaktight manner. Gas fuel within main gas fuel tube 258 communicates with a gas fuel source, a main gas fuel receiver 254 and a set of holes 214 within main body 192.

Control system 12 that reduces nitrogen oxides, carbon monoxide and unburned hydrocarbon emissions from gas turbine engine 10
Has means 260 for directing a portion of the flow of compressed air exiting the compressor section 22 through the injection nozzles 60, 180 to the inlet end 48 of the combustor 42. Means for directing part of the flow of compressed air 2
60 has outer housing 14, outer shell 44, inlet end 48 and inner shell 46 of combustor section 26. Combustion machine
Form a predetermined spatial relationship between the outer and inner shells 44, 46 of the 42 and the outer housing 14, and a predetermined flow area between the combustor 42 and the outer housing 14 and the inner case 26. The inner case 28 is also part of this means 260.

As in the best mode shown in FIGS. 1, 2 and 3, the control system 12 for reducing nitrogen oxides, carbon monoxide and unburned hydrocarbon emissions from the gas turbine engine 10 further includes It has a manifold 262 with a passage 264 therein. Manifold 262 is outer housing 14
And surrounds the outer housing 14. The position of the plurality of openings 266 in the manifold corresponds to the position of each of the tube members 70,182. The tube members 70,182 form part of the means for conduit 268 and are mounted in communication with the plurality of openings 266 in the manifold 262. As described above, the passage 264 in the manifold 262 is the pipe passage of the pipe members 70 and 182.
It communicates with the compressed air inside 72,184. The means for conduit 268 has a plurality of elbows, flanges and joints 270. The manifold 262 further has an outlet opening 272 having a duct 274 attached thereto. Duct 274 has a passage 276 therein that communicates with passage 264 of manifold 262. A valve 278 is attached to the duct 274. In this application, the valve 278 is of a conventional butterfly type, but any conventional design can be employed. Valve 278 has a housing 280 with a passage 282 therein. Further included in the housing 280 is a through hole 284 in which a pair of bearings (not shown) are secured. A shaft 286 is rotatably placed in the bearing and is mounted therein and the passage 28
2 has a diaphragm mechanism 288 located inside. Shaft 286 has a first end 290 that extends outside housing 280. lever
A 292 is attached to the first end 290 of the shaft 286 and movement of the lever 292 moves the throttle mechanism 288 from a closed position 294 to an open position 296.

Further included in the control system 12 to reduce nitrogen oxides, carbon monoxide and unburned hydrocarbon emissions are combustors
Means 298 for controllably reducing the amount of air going to 40. When the engine 10 is operating at a low load level, air is released from the injection nozzles 60,180. Means for reducing 298 are: the main cylinder of the outer cylindrical members 122,226 and each injector 60,180
Main air passages 130, 240 having a predetermined area formed between the bodies 88, 192; having a predetermined area,
Pipe members 70,1 of main body 88,180 and injectors 60,180
Pipe members 70 and 182 formed between the pipe members 70 and 182;
Passages 72, 184 in the interior of the
It contains four parts, which are also part of the control system 12.

Passageway 276 in duct 274 and passageway 28 in housing 280
2. Means 298 for the throttle mechanism 288 in the passage 282 to escape
Included in In this application, passage 282 is connected by a joint 300 to an exhaust outlet from engine 10 and directed to exhaust.

Also included in the control system 12 for reducing emissions of nitrogen oxides, carbon monoxide and unburned hydrocarbons is a means 310 for monitoring and controlling a portion of the compressed air flow escaping from the injection nozzles 60,180. The means 310 for monitoring and controlling comprises a sensor 312 in the engine 10 that monitors the inlet temperature of the power turbine 30. Alternatively, many engine parameters, such as load or speed, can be used as monitoring parameters. The sensor 312 is connected by a plurality of wires to a control box or computer 314 where the signal from the sensor 312 is interpreted and
A signal is sent to the power cylinder 320 through a plurality of wires 318. In this application, power cylinder 320 is a hydraulic cylinder, but could alternatively be an electric solenoid. Power cylinder 320 is lever 2
92 and correspondingly move the aperture mechanism 288 from the open position 296 to the closed position 294. The inlet temperature of the power turbine 30 is about 2700
When a predetermined temperature corresponding to a combustion temperature in the range of 33140 ° F. (1482-1726 ° C.) is reached, valve 278 turns injector 6
Increase the amount of compressed air that escapes from 0,180. In this application, the movement of the throttle mechanism 288 is from the open position 296 to the closed position.
You can change up to 294 steplessly. However, optionally, the movement of the throttle mechanism 288 can be moved through a plurality of predetermined stepped positions from a closed position 294 to an open position 296.

As in the best mode of FIG. 6, another injection nozzle 330 is shown. The injection nozzle 330 has an outer tube member 332 having a tube passage 334 therein. The tube member 332 has a mounting flange extending radially through one of the plurality of openings 16 in the housing 14 and extending therefrom, not shown. The flange has a pair of holes therein for receiving a pair of bolts and is threadably mounted in a threaded hole 16 in the housing 14. Thus, the nozzle 330 is removably attached to the housing 14. The tube member 332 generally further has a combustor end portion 336 and an outer end portion 338. Nozzle 330 is further generally a cylinder having an inner wall 342 having an inner surface 344 and an outer surface 346, an outer wall 348 having an inner surface 350 and an outer surface 352, a combustor end portion 354 and a compressor end portion 358. It has a shaped hollow main body 340. Channel shaped member 360 has an inlet portion 362 extending from base 364. Entrance part 362 is main body 340
Attached to the outer surface 352 of the outer wall 348 near the compressor end portion 358 and having an opening 366 formed therein. The inlet portion 362 is located in a spatial relationship with the inner surface 344 of the inner wall 342 of the main body 340 and has an orifice 370 having a predetermined area through which a portion of the compressed air can flow. Is formed in between. Orifice 3
70 is formed between the main body 340 and the inlet portion 362. The combustor end portion 336 of the outer pipe member 332 has an opening 336.
And is fixedly attached to the channel member 360. Pipe passage 334 communicates with orifice 370. A plurality of swirler vanes 372 having a predetermined length and configuration are generally evenly spaced around the inner surface 344 of the inner wall 342 and have one end rigidly attached thereto.
The reflector member 374 is located radially inward, coaxially within the main body 340, and is rigidly attached to the other end of each of the plurality of swirler blades 372. Main fuel gallery 380
Is formed inside the main body 340. For example,
The main fuel gallery 380 is defined by an outer surface 346 of the inner wall 342, a combustor end portion 358, an inner surface 350 of the outer wall 348, and a compressor end portion 358. Intermediate between the ends 354, 358 of the inner wall 342 of the main body 340 is an inner surface 334.
A set of holes 3 extending radially between the outer surface 346 and the
82. Extending radially from the inner surface 344 of the inner wall 342 within the set of holes 382 are a plurality of hollow spoke members 384. Each spoke member 384 has a predetermined length, a closed first end 386 and an open second end 386.
It has a terminal 388. Multiple aisles 390 for each spoke member
384 axially spaced along each spoke
It communicates with the hollow portion of the member 384. A plurality of passages 390 are positioned to inject fuel into the airflow in a predetermined manner, and the first closed end 386 is positioned radially inward from the inner surface 344 of the inner wall 342. Injection nozzle 3
30 further includes means 392 for communicating between the fuel source and the main fuel gallery 380. The means for communication 392 comprises a tube 394 for communication between the main fuel gallery 380 and the fuel source.
Having. One end of tube 394 is attached to main fuel gallery 380 and another end of tube 394 leaks out of housing 14 and communicates with a fuel source.

A main air passage 400 having a predetermined area is formed inside the inner surface 344 of the inner wall 342 of the main body 340 and extends axially from a combustor end portion 354 to a compressor end portion 358. Reflector member 374 is main air passage 4
00 to limit the amount of compressed air flowing therethrough to form a secondary air passage 402 having a predetermined area. The secondary air passage 402 has an inner surface 344 and a reflector member
Located between 374. In this application, approximately 50-80% of the compressed air falls into a predetermined area of the main air passage 400. The flow of compressed air through the secondary air passage 402 and into the combustor 40 is sufficient to add the appropriate amount of fuel to support full load operation of the gas turbine engine 10.
Further, in this application, the predetermined cross-sectional area of the orifice 370 in communication with the main air passage 400 is approximately 5-35 of the predetermined cross-sectional area between the main body 340 and the reflector member 374. %be equivalent to.

In service, the gas turbine engine 10 is started and warmed up, and is used to produce electricity, pump gas, operate a drive unit of a machine, or other applications. As the demand on the load or power generated by the generator increases, the load on the engine 10 increases and the control system 12 for reducing nitrogen oxides, carbon monoxide and unburned hydrocarbon emissions becomes active. Under start-up and warm-up conditions, the throttle mechanism 288 of the valve 278 is partially open or closed 296 and a minimum amount of compressed air escapes from the injection nozzles 60, 180 and a maximum amount of compressed air is discharged from the combustor 40. to go into. During start-up and warm-up conditions, the engine is in high emission mode and uses only pilot fuel. For example, compressed air from compressor section 26 flows between outer housing 14 and inner case 28 toward inlet end 48 of combustor 40, where one of the compressed air flows.
The portion flows through a predetermined cooling area 64 formed between the housing 14 and the inner case 28, which is smaller than the area of the combustor 40. The rest of the air is the outer cylindrical members 122,226
And a main air passage 130, 240 or a secondary air passage 4 having a predetermined area formed between the main body 88, 192 or the reflector member 374 and the main body 340.
Flow through 02. In the throttle mechanism 288 at the fully open position 294, the compressed air having the maximum allowable flow rate flows through the path of the minimum resistance to the exhaust through the passages of the orifices 102, 206, and 370. This minimizes the amount of air going to the combustor 40 through a predetermined area of the main air passage 130, 240 or the secondary air passage 402. Thus, the fuel / air ratio and temperature in combustor 40 are controlled to minimize the formation of nitrogen oxides, carbon monoxide and unburned hydrocarbons. As the load on engine 10 increases, the amount of fuel injected into combustor 40 increases, the fuel / air ratio changes, and the combustion temperature in combustor section 26 increases. As a result of the increase in the combustion temperature, the temperature of the gas at the inlet of the output turbine 30 increases. Sensor 312 sends a signal to computer 314 over a plurality of lines 316, which is translated to indicate an increase in the temperature at the inlet of power turbine 30, and a second signal is sent over a plurality of lines 316 to power cylinder 320. The lever 292 and the throttle mechanism 288 are moved toward the closed position 294. This reduces the amount of air that escapes or escapes from the nozzle and increases the amount of air that goes to combustor 40. Continuous monitoring by the sensor 312 and conversion by the computer keep the air / fuel ratio relatively constant. The air / fuel ratio must be changed for acceleration. In the air / fuel ratio, the air remains constant while the amount of fuel increases. However, controlling the combustion temperature generally requires about 2700-3140 ° F (148
Combustion temperatures between 2 and 1726 ° C) result in increased emissions of nitrogen oxides, carbon monoxide and unburned hydrocarbons. Turbine
The temperature of the gas entering section 24 is monitored frequently and is maintained at this temperature only for a short time if the temperature reaches a range of about 2700-3140 ° F (1482-1726 ° C). Thus, emissions are controlled by varying or varying the air / fuel ratio that results in high temperature combustion. When the engine 10 accelerates, it reaches a high fuel position 296 where the valve 278 has a fully closed lever 292 and a control mechanism 288 to stop the flow of air through the passageway 276. Thus, the orifices 102,206,
The flow of compressed air through 370 is prevented.

Other aspects, objects, and advantages of the present invention can be obtained from a study of the drawings, the disclosure, and the appended claims.

──────────────────────────────────────────────────続 き Continuation of the front page (56) References JP-A-62-175524 (JP, A) JP-A-61-66019 (JP, A) US Patent 3720058 (US, A) (58) Fields investigated (Int .Cl. ⁷ , DB name) F23R 3/26 F02C 9/00

Claims (11)

(57) [Claims] 1. A compressed air source (22), a combustor (40), and a turbine (30) are sequentially arranged in series, and a plurality of fuels for directing combustible fuel and compressed air to the combustor (40). Gas turbine engine with injection nozzles (60, 180) (1
0) The operating system (12) of claim 1 wherein an appropriate amount of fuel is added to the compressed air source to provide a sufficient amount of air to maintain maximum fuel operation of the gas turbine engine (10) at a rated speed. Means (260) for directing from (22) through the fuel injection nozzles (60, 180) to the combustor (40); and a manifold (262) communicating with each of the fuel injection nozzles (60, 180). In communication with the manifold (262),
By providing a valve (278) that allows a portion of the air to escape from the fuel injection nozzles (60, 180) through the manifold (262) when the engine (10) operates at less than maximum fuel or rated speed. , The combustion machine (4
Means (298) for controlling and reducing the amount of air sent to 0). 2. The means (298) for reducing the amount of air sent to the combustor (40) is arranged in the injection nozzle (60, 180, 330) having a predetermined area. The control system (1) for reducing exhaust emissions from a gas turbine engine (10) according to any of the preceding claims, comprising an orifice (102, 206, 370).
2). 3. The predetermined area of the orifice (102, 206, 370) is such that about 25 percent of the compressed air entering the injection nozzle (60, 180, 330) can exit the injection nozzle. The control system (12) for reducing exhaust emissions from a gas turbine engine (10) according to claim 2, characterized in that it is sized. 4. The gas turbine engine (10) according to claim 3, wherein the compressed air escaping from the injection nozzle (60, 180, 330) is discarded into exhaust gas.
Control system to reduce exhaust emissions from the (12). 5. A plurality of passages (72, 264, 276, 334, 184, 264, 2) branched from the manifold by the valve (278).
The control system (12) for reducing exhaust emissions from a gas turbine engine (10) according to claim 1, wherein the injection nozzle (60, 180, 330) is connected by 76). 6. The valve (278) includes a housing (280).
The control system (10) for reducing exhaust emissions from a gas turbine engine (10) according to any of the preceding claims, comprising a control lever (292) disposed outside the housing (280). 12). 7. The valve (278) has a throttle mechanism (288) that passes between a plurality of predetermined stepped positions and is movable between an open position (294) and a closed position (296). A control system (1) for reducing exhaust emissions from a gas turbine engine (10) according to claim 6, wherein
2). 8. The valve (278) has a diaphragm mechanism (288) movable between a closed position (296) and an open position (294), the diaphragm mechanism (288) being in the open position. The control system (1) for reducing exhaust emissions from a gas turbine engine (10) according to claim 5, characterized in that it is steplessly movable between (294) and the closed position (296).
2). 9. The means (260) for sending air from the compressed air source (22) through the injection nozzles (60, 180, 330) to the combustor (40) comprises the outer housing (14).
A predetermined cooling area (64) formed to be smaller than the area of the combustor (40) between the combustor (40) disposed therein and the outer housing (14) and the inner case (28). The control system (12) for reducing exhaust emissions from a gas turbine engine (10) according to any of the preceding claims, comprising: 10. The cooling area (64) in the housing (14) is capable of flowing 20 to 50 percent of the compressed air.
A control system (12) for reducing exhaust emissions from a gas turbine engine (10) according to (1). 11. The combustor (40) includes an outer shell (44).
And an inner shell (46), each of the outer and inner shells (44, 46) having an outer surface (54, 56), respectively, and air flowing through the predetermined cooling area (64). Control system for reducing exhaust emissions from a gas turbine engine (10) according to claim 10, wherein the system is adapted to cool the combustor (40) over the outer surface. (12).