KR102522143B1 - Fuel supply system for combustor - Google Patents

Abstract

The present invention relates to a fuel supply system for a combustor including a nozzle assembly for a combustor capable of coaxial multi-stage stratified combustion and capable of increasing flame stability while having excellent fuel-air mixing characteristics as fuel is supplied through an annular ring. .
A fuel supply system for a combustor according to an embodiment of the present invention includes a manifold unit supplying fuel to a nozzle assembly for a combustor; a control valve unit formed between the manifold unit and the fuel tank and adjusting the concentration of fuel supplied to the manifold unit; It includes; a controller unit for controlling the operation of the control valve unit. In addition, the combustor nozzle assembly includes a central nozzle tube; An inner nozzle tube that surrounds the central nozzle tube in a spaced apart state; An outer nozzle tube surrounding the inner nozzle tube in a spaced apart state; a pilot fuel injection unit provided between the central nozzle tube and the inner nozzle tube; Includes; main fuel injection unit provided between the inner nozzle pipe and the outer nozzle pipe. In addition, the manifold unit and the control valve unit may include a first manifold for supplying fuel to the pilot fuel injection unit and a first control valve for adjusting the concentration of the fuel supplied to the first manifold; It includes; a second manifold for supplying fuel to the main fuel injection unit and a second control valve for adjusting the concentration of the fuel supplied to the second manifold.

Description

Fuel supply system for combustor {Fuel supply system for combustor}

The present invention relates to a fuel supply system for a combustor, and more particularly, to a combustor capable of coaxial multi-stage stratified combustion and capable of improving flame stability while having excellent fuel-air mixing characteristics as fuel is supplied through an annular ring. It relates to a fuel supply system for a combustor including a nozzle assembly.

In general, a gas turbine is a type of external combustion engine that converts thermal energy into mechanical energy by injecting high-temperature, high-pressure combustion gas generated by mixing fuel with air compressed by a compressor and then combusting the turbine to rotate it. Since these gas turbines do not have a reciprocating mechanism such as a piston of a 4-stroke engine, there is no mutual friction part such as a piston-cylinder, so the consumption of lubricating oil is extremely low, the amplitude characteristic of reciprocating machines is greatly reduced, and high-speed movement is possible. There are advantages.

A gas turbine is a basic element. It consists of a compressor that compresses air, a combustor that generates combustion gas by burning the compressed air supplied from the compressor and fuel, and a turbine that generates electric power by rotating blades through high-temperature, high-pressure gas ejected from the combustor. includes

The combustion state generated in the combustor is a constant pressure heating process that raises the temperature of the combustion gas to a temperature that the turbine metal can withstand. It corresponds to the part that plays the role of transmitting and driving the turbine.

1, combustion air cools the combustor along a path between the sleeve 1 and the combustor liner 2 and moves, and after the moving direction is changed, the liner 2 passes through the nozzle 3. ), and by supplying fuel from the nozzle 3, the fuel and air are ignited in the liner 2.

In the combustor, it is necessary to control the temperature of the reaction zone of the combustor to a low level in order to form air pollutants, particularly nitrogen oxides (NOx), discharged through combustion below a standard value. To this end, fuel and air may be pre-mixed into a lean mixture before combustion in the nozzle 3 and supplied to the reaction zone of the combustor.

At this time, the fuel-air mixture coming out of the premixing zone of the combustor and entering the reaction zone of the combustor must be very uniform in order to achieve the desired emission standard.

This is because, if there are regions where the fuel-air mixture is much more fuel-rich than average, the products of combustion in these regions can reach higher-than-average temperatures and form thermal nitrogen oxides (NOx). Conversely, if there is an area where the fuel-air mixture is significantly below average fuel deficit, the inability to oxidize hydrocarbons and/or carbon monoxide to equilibrium levels may result in quenching, which may result in unburned hydrocarbons (UHC) and/or carbon monoxide. Alternatively, carbon monoxide (CO) emission standards may not be satisfied. Thus, a sufficiently uniform fuel-air mixture distribution must be created to meet the desired emission standards.

Additionally, to achieve emission performance targets, the fuel-air mixture strength must be reduced to a level close to the lean flammability limit for most hydrocarbon fuels, resulting in reduced flame propagation rates and emissions. As such, lean premixed combustors tend to be more unstable than conventional diffusion flame combustors, resulting in higher levels of combustion drive dynamic pressure fluctuations. It is important to control combustion dynamics to an acceptably low level, as these dynamic pressure fluctuations can have negative consequences such as combustor damage.

To this end, conventionally, as disclosed in US Patent Application No. 6,438,961, a Swozzle type burner having a cylindrical center body extending below the center line of the burner is provided. The end of the center body provides a bluff body to form a strong recirculation area in which the flame is fixed, thus enabling excellent flame stability. However, the above-mentioned Swozzle type burner generally has a problem in that it does not achieve uniform mixing of fuel and air.

In addition, conventionally, as disclosed in US Patent Application No. 5,165,241, an air-fuel mixer of the DACRS (Dual Annular Counter Rotating Swirler) type is provided. Such a DACRS type air-fuel mixer has excellent fuel-air mixing characteristics due to high fluid shear and turbulence. However, these swirlers do not generate a strong recirculation flow at the center line, and do not provide good flame stability because the flow structure in the combustion chamber is greatly changed by the rapid change in the turning angle occurring in the boundary layer. Accordingly, it is often necessary to additionally inject non-premixed fuel to stabilize the flame, and there is a problem in that emission of nitrogen oxides (NOx) is increased by the non-premixed fuel.

U.S. Patent Application No. 5,165,241 U.S. Patent Application No. 6,438,961

The present invention provides a combustor fuel supply system including a combustor nozzle assembly capable of coaxial multi-stage stratified combustion and having excellent fuel-air mixing characteristics and improving flame stability as fuel is supplied through an annular ring. aims to

The technical problem to be achieved by the present invention is not limited to the above-mentioned technical problem, and other technical problems not mentioned can be clearly understood by those skilled in the art from the description below. There will be.

A fuel supply system for a combustor according to an embodiment of the present invention includes a manifold unit supplying fuel to a nozzle assembly for a combustor; a control valve unit formed between the manifold unit and the fuel tank and adjusting the concentration of fuel supplied to the manifold unit; It includes; a controller unit for controlling the operation of the control valve unit. In addition, the combustor nozzle assembly includes a central nozzle tube; An inner nozzle tube that surrounds the central nozzle tube in a spaced apart state; An outer nozzle tube surrounding the inner nozzle tube in a spaced apart state; a pilot fuel injection unit provided between the central nozzle tube and the inner nozzle tube; Includes; main fuel injection unit provided between the inner nozzle pipe and the outer nozzle pipe. In addition, the manifold unit and the control valve unit may include a first manifold for supplying fuel to the pilot fuel injection unit and a first control valve for adjusting the concentration of the fuel supplied to the first manifold; It includes; a second manifold for supplying fuel to the main fuel injection unit and a second control valve for adjusting the concentration of the fuel supplied to the second manifold.

In the fuel supply system for a combustor according to an embodiment of the present invention, the controller controls the operation of the first control valve and the second control valve so that the concentrations of the fuel supplied to the first manifold and the second manifold are different. do.

In the fuel supply system for a combustor according to an embodiment of the present invention, the controller unit determines the concentration of fuel supplied to the pilot fuel injection unit via the first manifold and the concentration of fuel supplied to the main fuel injection unit via the second manifold. Controls the operation of the first control valve and the second control valve so as to be greater than

In the fuel supply system for a combustor according to an embodiment of the present invention, a plurality of combustor nozzle assemblies are provided, and pilot fuel injection units respectively provided in the plurality of combustor nozzle assemblies receive fuel from a plurality of first manifolds and , The main fuel injection units respectively provided in the plurality of combustor nozzle assemblies may receive fuel from the plurality of second manifolds.

In the fuel supply system for a combustor according to an embodiment of the present invention, the concentration of fuel supplied from one of the plurality of first manifolds and the other first manifold may be different from each other.

In the fuel supply system for a combustor according to an embodiment of the present invention, the concentration of fuel supplied from one second manifold among a plurality of second manifolds and the other second manifold may be different from each other.

In the fuel supply system for a combustor according to an embodiment of the present invention, the number of pilot fuel injection units receiving fuel from one of a plurality of first manifolds and supplying fuel from another first manifold The number of received pilot fuel injection units may be different from each other.

In the fuel supply system for a combustor according to an embodiment of the present invention, the number of main fuel injection units receiving fuel from one of a plurality of second manifolds and supplying fuel from another second manifold The number of receiving main fuel injection units may be different from each other.

In the fuel supply system for a combustor according to an embodiment of the present invention, the pilot fuel injection unit includes: a pilot annular ring disposed between a central nozzle tube and an inner nozzle tube; a plurality of pilot struts extending radially from the central nozzle tube toward the pilot annular ring.

In the fuel supply system for a combustor according to an embodiment of the present invention, a plurality of pilot struts are arranged at regular intervals along the circumferential direction of the central nozzle pipe, and a plurality of first fuel injection holes are provided in the annular pilot ring along the circumferential direction may be provided.

In the fuel supply system for a combustor according to an embodiment of the present invention, a plurality of first fuel injection holes may be provided on radially inner and radially outer surfaces of the annular pilot ring, respectively.

In the fuel supply system for a combustor according to an embodiment of the present invention, each of the plurality of pilot struts includes a first pilot strut extending from the central nozzle tube to the pilot annular ring and a radial direction from the pilot annular ring toward the inner nozzle tube. A second pilot strut extending may be included.

In the fuel supply system for a combustor according to an embodiment of the present invention, the main fuel injection unit includes at least one main annular ring disposed between an inner nozzle pipe and an outer nozzle pipe; A plurality of main struts radially extending from the inner nozzle tube toward the main annular ring.

In the fuel supply system for a combustor according to an embodiment of the present invention, a plurality of main struts are arranged at regular intervals along the circumferential direction of the inner nozzle pipe, and a plurality of third fuel injection holes are provided in the main annular ring along the circumferential direction may be provided.

In the fuel supply system for a combustor according to an embodiment of the present invention, a plurality of third fuel injection holes may be provided on radially inner and radially outer surfaces of the main annular ring, respectively.

In the fuel supply system for a combustor according to an embodiment of the present invention, each of the plurality of main struts includes a first main strut extending from the inner nozzle tube to the main annular ring and a radial direction from the main annular ring toward the outer nozzle tube. It may include a second main strut that extends.

Other specific details of implementations according to various aspects of the present invention are included in the detailed description below.

According to the present invention, as the fuel is injected into the two flow passages separated between the coaxial triple tube by the pilot annular ring and the main annular ring, respectively, the fuel-air mixing degree can be improved, and ultimately nitrogen of the gas turbine combustor Generation of oxides (NOx) can be minimized.

In addition, flame stability can be improved as multi-stage stratified combustion with different combustion conditions of pilot and main is possible, and stable combustion is possible by suppressing combustion vibration.

In addition, as the fuel injection hole is additionally provided in the outer nozzle pipe to inject fuel, fuel-air mixing can be enhanced even near the outer nozzle pipe where the distance between adjacent struts is relatively long.

The effects of the present invention are not limited to the above effects, and should be understood to include all effects that can be inferred from the detailed description of the present invention or the configuration of the invention described in the claims.

1 is a cross-sectional view schematically illustrating a conventional gas turbine combustor.
2 is a cross-sectional view showing a gas turbine according to an embodiment of the present invention.
FIG. 3 is an enlarged cross-sectional view of a combustor included in the gas turbine of FIG. 2 .
FIG. 4 is a block diagram illustrating a fuel supply system for a combustor applicable to the combustor of FIG. 3 .
5 is a view illustrating that a plurality of combustor nozzle assemblies constitute one combustor.
6 is a diagram illustrating a connection relationship between a plurality of combustor nozzle assemblies and a plurality of manifolds.
7 is a cross-sectional view showing a nozzle assembly for a combustor according to an embodiment of the present invention.
8 is a side view of FIG. 7 viewed from A;
9 is a perspective view showing a part of FIG. 7 .
FIG. 10 is a conceptual diagram illustrating a fuel supply structure of the nozzle assembly of FIG. 7 .
11 is a cross-sectional view of a central nozzle tube.
12 is a cross-sectional view of a pilot annular ring according to another embodiment.
13 is a side view of the pilot annular ring of FIG. 12 viewed from the rear;
14 is a perspective view showing a part of a nozzle assembly for a combustor according to another embodiment.

Since the present invention can apply various transformations and have various embodiments, specific embodiments will be exemplified and described in detail in the detailed description. However, it should be understood that this is not intended to limit the present invention to specific embodiments, and includes all transformations, equivalents, and substitutes included in the spirit and scope of the present invention.

Terms used in the present invention are only used to describe specific embodiments, and are not intended to limit the present invention. Singular expressions include plural expressions unless the context clearly dictates otherwise. In the present invention, terms such as 'include' or 'having' are intended to designate that there is a feature, number, step, operation, component, part, or combination thereof described in the specification, but one or more other features It should be understood that the presence or addition of numbers, steps, operations, components, parts, or combinations thereof is not precluded.

First, a configuration of a gas turbine according to an embodiment of the present invention will be described with reference to FIGS. 2 and 3 .

A gas turbine according to an embodiment of the present invention includes a casing 10, a compressor 20 for sucking air and compressing it to a high pressure, and mixing the air compressed by the compressor 20 with fuel for combustion. It may include a combustor 30 and a turbine 40 that generates electric power by obtaining rotational force by the combustion gas transferred from the combustor 30 .

The casing 10 may include a compressor casing 12 in which the compressor 20 is accommodated, a combustor casing 13 in which the combustor 30 is accommodated, and a turbine casing 14 in which the turbine 40 is accommodated. Here, the compressor casing 12, the combustor casing 13, and the turbine casing 14 may be sequentially arranged from the upstream side to the downstream side in the fluid flow direction.

A rotor 50 is rotatably provided inside the casing 10, a generator (not shown) is interlocked with the rotor 50 for power generation, and combustion passing through the turbine 40 is located downstream of the casing 10. A diffuser for discharging gas may be provided.

The rotor 50 is accommodated in a compressor rotor disk 52 accommodated in the compressor casing 12, a turbine rotor disk 54 accommodated in the turbine casing 14, and a combustor casing 13, and the compressor rotor disk 52 Each of the turbine rotor disk 52 and the turbine rotor disk 54 is formed with a groove engaged with the protrusion, so that the relative rotation of the torque tube 53 with respect to the compressor rotor disk 52 and the turbine rotor disk 54 is prevented. can In addition, the torque tube 53 may be formed in a hollow cylinder shape so that air supplied from the compressor 20 can flow to the turbine 40 through the torque tube 53 .

The tie rod 55 is formed to pass through the plurality of compressor rotor disks 52, the torque tube 53, and the plurality of turbine rotor disks 54, and one end portion of the plurality of compressor rotor disks 52 in the direction of air flow. It is fastened in the compressor rotor disk located at the upper most upstream end, and the other end is on the opposite side of the compressor 20 based on the turbine rotor disk located at the most downstream end in the flow direction of the combustion gas among the plurality of turbine rotor disks 54. It protrudes and can be fastened with the fixing nut 56.

Here, the fixing nut 56 presses the turbine rotor disk 54 positioned at the most downstream end toward the compressor 20, and the compressor rotor disk 52 positioned at the most upstream end and the turbine rotor disk positioned at the most downstream end. As the spacing between (54) is reduced, the plurality of compressor rotor disks (52), the torque tube (53) and the plurality of turbine rotor disks (54) can be compressed in the axial direction of the rotor (50). Accordingly, axial movement and relative rotation of the plurality of compressor rotor disks 52, torque tubes 53 and plurality of turbine rotor disks 54 can be prevented.

On the other hand, in the case of the present embodiment, one tie rod is formed to pass through the center of the plurality of compressor rotor disks, the torque tube, and the plurality of turbine rotor disks, but is not limited thereto. That is, separate tie rods may be provided on the compressor side and the turbine side, respectively, a plurality of tie rods may be radially arranged along the circumferential direction, and a combination thereof may be used.

The compressor 20 may include compressor blades 22 rotated together with the rotor 50 and compressor vanes 24 installed on the compressor casing 12 to align the flow of air introduced into the compressor blades 22. can

Compressor blades 22 are formed in plurality, the plurality of compressor blades 22 are formed in multiple stages along the axial direction of the rotor 50, and each stage is radially formed along the rotational direction of the rotor 50. can The root portion 22a of the compressor blade 22 is coupled to the compressor blade coupling slot of the compressor rotor disk 52, and the root portion 22a is such that the compressor blade 22 is coupled to the rotor 50 from the compressor blade coupling slot. It may be formed in the form of a fir-tree to prevent deviation in the radial direction of rotation. At this time, similarly, the compressor blade coupling slot may be formed in a fir tree shape to correspond to the root portion 22a of the compressor blade.

In this embodiment, the compressor blade root portion 22a and the compressor blade coupling slot are formed in a fir tree shape, but are not limited thereto and may be formed in a dovetail shape or the like. Alternatively, the compressor blades may be fastened to the compressor rotor disk using other fastening devices other than the form, for example, fasteners such as keys or bolts.

Here, the compressor rotor disk 52 and the compressor blade 22 are typically coupled in a tangential type or an axial type. In this embodiment, the compressor blade root portion 22a is a compressor blade It is formed in the so-called axial type form inserted into the coupling slot along the axial direction of the rotor 50. Accordingly, a plurality of compressor blade coupling slots according to the present embodiment may be formed, and the plurality of compressor blade coupling slots may be radially arranged along the circumferential direction of the compressor rotor disk 52 .

Compressor vanes 24 are formed in plurality, and the plurality of compressor vanes 24 may be formed in multiple stages along the axial direction of the rotor 50 . Here, the compressor vanes 24 and the compressor blades 22 may be alternately arranged along the air flow direction. In addition, the plurality of compressor vanes 24 may be radially formed along the rotational direction of the rotor 50 for each stage.

The combustor 30 mixes air introduced from the compressor 20 with fuel and combusts it to produce high-temperature, high-pressure combustion gas having high energy.

The combustor 30 is formed in plurality, and the plurality of combustors 30 may be arranged along the rotational direction of the rotor 50 in the combustor casing.

As shown in FIG. 3, each combustor 30 has a liner 32 into which air compressed by the compressor 20 is introduced, and is located behind the liner 32 to guide combustion gas to the turbine 40. It includes a transition piece 34 that does. The liner 32 forms a combustion chamber 31 therein, and a flow sleeve 36 is disposed to surround the liner 32 and the transition piece 34 to form an annular flow space therebetween.

In addition, each combustor 30 includes a plurality of combustor nozzle assemblies 1000 that mix air supplied from the compressor 20 with fuel, and the nozzle assemblies 1000 are coupled to the front of the liner 32 . An end plate 38 is coupled to the front of the combustor casing 13 or the flow sleeve 36, the nozzle assembly 1000 is supported by the end plate 38, and the combustor can be sealed.

Cooling the liner 32 and the transition piece 34 exposed to the high-temperature and high-pressure combustion gas is an important part to increase the durability of the combustor. To this end, the liner 32, the transition piece 34 through a plurality of impact holes formed in the flow sleeve 36 from the receiving space in which the compressed air discharged from the compressor 20 is accommodated is limited by the combustor casing 13 ) and the annular flow path between the flow sleeve 36, compressed air (combustion air) may be introduced.

In this way, the compressed air introduced into the annular flow path between the liner 32, the transition piece 34 and the flow sleeve 36 cools the outer wall of the liner 32 and the transition piece 34 and flows forward of the combustor. . After reaching the end plate 38, the compressed air is turned in the opposite direction and supplied to the nozzle assembly 1000. As such, the compressed air introduced from the compressor 20 is injected into the combustion chamber 31 while being mixed with fuel through the nozzle assembly 1000, and in the combustion chamber 31, it is ignited by a spark plug (not shown) and combusted. will happen

Thereafter, the burned gas is discharged to the turbine 40 through the transition piece 34 to generate rotational force. The structure of the nozzle assembly 1000 will be described in detail below.

Next, turbine 40 may be formed similarly to compressor 20 . The turbine 40 includes turbine blades 42 rotating together with the rotor 50 and turbine vanes 44 fixed to the turbine casing 14 to align the flow of air introduced into the turbine blades 42. can do.

The turbine blades 42 are formed in plurality, and the plurality of turbine blades 42 are formed in multiple stages along the axial direction of the rotor 50, and each stage is radially formed along the rotational direction of the rotor 50. can

The root portion 42a of the turbine blade 42 is coupled to a turbine blade coupling slot of the turbine rotor disk 54, and the root portion 42a allows the turbine blade 42 to be coupled to the rotor 50 from the turbine blade coupling slot. It may be formed in the form of a fir-tree to prevent deviation in the turning radial direction. At this time, similarly, the turbine blade coupling slot may be formed in a fir tree shape to correspond to the root portion 42a of the turbine blade.

The turbine vanes 44 are formed in plurality, and the plurality of turbine vanes 44 may be formed in multiple stages along the axial direction of the rotor 50 . Here, the turbine vanes 44 and the turbine blades 42 may be alternately arranged along the air flow direction. In addition, the plurality of turbine vanes 44 may be radially formed along the rotational direction of the rotor 50 for each stage.

Here, unlike the compressor 20, the turbine 40 is in contact with high-temperature and high-pressure combustion gas, so it requires a cooling means to prevent damage such as deterioration. To this end, a cooling passage for extracting compressed air from a portion of the compressor 20 and supplying the compressed air to the turbine 40 may be included.

Depending on the embodiment, the cooling passage may extend from the outside of the casing 10 (external passage) or may extend through the inside of the rotor 50 (internal passage), and both the external and internal passages may be used. At this time, the cooling passage communicates with the turbine blade cooling passage formed inside the turbine blade 42, so that the turbine blade 42 can be cooled by the cooling air. In addition, the turbine blade cooling passage communicates with the turbine blade film cooling hole formed on the surface of the turbine blade 42, and cooling air is supplied to the surface of the turbine blade 42, so that the turbine blade 42 is cooled by the cooling air. So-called film cooling can be achieved. Similar to the turbine blades 42, the turbine vanes 44 may also be cooled by receiving cooling air from the cooling passage.

Here, the above gas turbine is only one embodiment of the present invention, and the combustor of the present invention, which will be described in detail below, can be widely applied to jet engines in which air and fuel are combusted as well as general gas turbines.

Hereinafter, a fuel supply system for a combustor applicable to a combustor according to an embodiment of the present invention will be described with reference to FIGS. 4 to 6 .

Referring to FIG. 4, the fuel supply system for the combustor includes a fuel tank T, control valve units V1 and V2, manifold units M1 and M2, a controller unit C, and a combustor nozzle assembly 1000. includes

Fuel fluid is stored in the fuel tank T. The fuel fluid may be a gaseous fuel, a liquid fuel, or a combination fuel of these fuels.

The control valve units V1 and V2 supply the fuel fluid stored in the fuel tank T to the manifold units M1 and M2. The control valve units V1 and V2 adjust the concentration of the fuel fluid supplied to the manifold units M1 and M2 by adjusting the opening of the supply pipe through which the fuel fluid flows according to the control command of the controller unit C.

In the manifold parts M1 and M2, the fuel fluid whose concentration is adjusted by the control valve parts V1 and V2 is temporarily stored, and the temporarily stored fuel fluid is supplied to the combustor nozzle assembly 1000. The combustor nozzle assembly 1000 includes a pilot fuel injection unit 400 and a main fuel injection unit 500, which will be described later.

The controller unit (C) controls the operation of the control valve units (V1, V2). Specifically, the controller unit (C) controls the operation of the first control valve (V1) to adjust the concentration of the fuel fluid (hereinafter referred to as fuel) stored in the first manifold (M1), The fuel stored in the fold M1 is injected through the pilot fuel injection unit 400 . In addition, the controller unit (C) controls the operation of the second control valve (V2) to adjust the concentration of the fuel stored in the second manifold (M2), and the fuel stored in the second manifold (M2) is the main It is injected through the fuel injection unit 500.

The controller unit (C) controls the operation of the first control valve (V1) and the second control valve (V2) so that the concentrations of fuel supplied to the first manifold (M1) and the second manifold (M2) are different. do. Preferably, the controller unit (C) controls the concentration of the fuel supplied to the pilot fuel injection unit 400 via the first manifold M1 to the main fuel injection unit 500 via the second manifold M2. It is possible to control the operation of the first control valve (V1) and the second control valve (V2) to be greater than the concentration of the fuel supplied to the. A program embodying an algorithm for controlling such an operation may be loaded in the controller unit C.

Such a fuel supply system for a combustor adjusts the fuel-air concentration in the pilot passage 220 and the fuel-air concentration in the main passage 320 differently, which will be described later, and multi-stage stratification according to different combustion conditions. make combustion possible. As a result, flame stability can be greatly improved. In particular, the flame stability of the central portion of the nozzle assembly 1000 may be enhanced by adjusting the concentration of the fuel in the pilot passage 220 to be higher than the concentration of the fuel in the main passage 320 .

FIG. 5 is a diagram illustrating that a plurality of combustor nozzle assemblies constitute one combustor, and FIG. 6 is a diagram illustrating a connection relationship between a plurality of combustor nozzle assemblies and a plurality of manifolds.

As shown in FIG. 5 , a plurality of combustor nozzle assemblies 1000a to 1000e may constitute one combustor. Although FIG. 5 illustrates that five combustor nozzle assemblies 1000a to 1000e constitute one combustor, the number of nozzle assemblies 1000 constituting the combustor is not limited thereto.

Each of the plurality of combustor nozzle assemblies 1000a to 1000e includes pilot fuel injection units 400a to 400e and main fuel injection units 500a to 500e.

At this time, as shown in FIG. 6, one manifold does not supply fuel to one pilot fuel injection unit or main fuel injection unit, but one manifold supplies fuel to a plurality of pilot fuel injection units or main fuel injection units. can supply fuel.

That is, the pilot fuel injection units 400a to 400e respectively provided in the plurality of combustor nozzle assemblies 1000a to 1000e receive fuel from the plurality of first manifolds, and the main fuel injectors 400a to 400e respectively provided in the plurality of combustor nozzle assemblies. The fuel injection units 500a to 500e may receive fuel from a plurality of second manifolds.

At this time, the concentration of the fuel supplied from the first manifold M1 and the other first manifold may be different from each other by controlling the first control valve of the controller unit C. In FIG. 6, one first manifold is illustrated as one first control valve, but when there are two first manifolds, two first control valves are also installed.

In addition, the concentration of the fuel supplied from one second manifold and the other second manifold may be different from each other by controlling the second control valves M2a and M2b of the controller unit C.

Also, the number of pilot fuel injection units receiving fuel from one first manifold may be different from the number of pilot fuel injection units receiving fuel from another first manifold.

Also, the number of main fuel injection units receiving fuel from one second manifold may be different from the number of main fuel injection units receiving fuel from another second manifold.

6, one first manifold M1 supplies fuel to five pilot fuel injection units 400a to 400e included in five combustor nozzle assemblies 1000a to 1000e, and one second manifold It is illustrated that the fold M2a supplies fuel to the two main fuel injection units 500a to 500b and the second manifold M2b supplies fuel to the three main fuel injection units 500c to 500e. Of course, a plurality of first manifolds M1 may be provided.

As a result, it is possible to secure an installation space by miniaturizing the size of a combustor including a plurality of combustor nozzle assemblies 1000a to 1000e, and by enabling multi-stage stratified combustion under different combustion conditions, high frequency generated by fuel Flame stability can be greatly improved by solving the combustion instability problem caused by resonance.

Next, a nozzle assembly 1000 for a combustor according to an embodiment of the present invention will be described with reference to FIGS. 7 to 9 .

FIG. 7 is a cross-sectional view of a nozzle assembly for a combustor according to an embodiment of the present invention, FIG. 8 is a side view of FIG. 7 viewed from A, and FIG. 9 is a perspective view of a portion of FIG. 7 .

7 to 9, a nozzle assembly 1000 for a combustor according to an embodiment of the present invention includes a central nozzle pipe 100 and an inner nozzle pipe 200 surrounding the central nozzle pipe 100 in a spaced apart state. ) and an outer nozzle pipe 300 surrounding the inner nozzle pipe 200 in a spaced apart state, and the central nozzle pipe 100, the inner nozzle pipe 200, and the outer nozzle pipe 300 are coaxial. have As a result, a pilot passage 220 is formed between the central nozzle pipe 100 and the inner nozzle pipe 200, and a main flow passage 320 is formed between the inner nozzle pipe 200 and the outer nozzle pipe 300. . That is, due to the coaxial triple tube structure of the nozzle assembly 1000, two separated flow paths are formed.

A pilot fuel injection unit 400 for injecting fuel is provided between the central nozzle pipe 100 and the inner nozzle pipe 200, that is, in the pilot passage 220. The pilot fuel injection unit 400 may include a pilot annular ring 420 and a plurality of pilot struts 440 radially extending from the central nozzle pipe 100 toward the pilot annular ring 420 . Although not limited thereto, it is preferable that the plurality of pilot struts 440 be provided at uniform intervals along the circumferential direction.

A plurality of pilot struts 440 extend from the central nozzle tube 100 to the pilot annular ring 420, and may further extend radially from the pilot annular tube 420 toward the inner nozzle tube 200. In this embodiment, as shown in FIG. 8 , each of the plurality of pilot struts 440 includes a first pilot strut 440a extending from the central nozzle pipe 100 to the pilot annular ring 420 and a pilot annular It consists of a second pilot strut 440b extending radially from the ring 420 toward the inner nozzle tube 200. At this time, the radially outer end of the second pilot strut 440b is spaced apart from the inner nozzle pipe 200, but is not limited thereto, and the second pilot strut 440b may extend to the inner nozzle pipe 200. is of course

As shown in FIG. 9 , the annular pilot ring 420 is provided with a plurality of first fuel injection holes 422 along the circumferential direction. The plurality of first fuel injection holes 422 are preferably provided on both the inner surface facing the inside in the radial direction and the outer surface facing the outside in the radial direction of the annular pilot ring 420 . Accordingly, fuel can be injected both inside and outside the pilot annular ring 420 in the radial direction, and the mixing of fuel and air can be improved. In addition, although not limited thereto, it is preferable that the plurality of first fuel injection holes 422 are uniformly provided along the circumferential direction of the annular pilot ring 420 . For example, as shown in FIG. 9 , two first fuel injection holes 422 may be disposed at regular intervals between adjacent pilot struts 440 . Accordingly, fuel-air mixing can be uniformly performed along the circumferential direction of the pilot annular ring 420 and the mixing degree can be improved.

Additionally, a second fuel injection hole 442 may be provided in each pilot strut 440 according to an exemplary embodiment. It is preferable that the second fuel injection holes 442 are provided in plurality for each pilot strut 440 and are respectively formed on side surfaces facing each other in the circumferential direction of the pilot strut 440 . Accordingly, not only can fuel be injected in the radial direction by the first fuel injection hole 422 of the pilot annular ring 420, but also fuel can be injected by the second fuel injection hole 442 of the pilot strut 440. It can also be sprayed in a circumferential direction. Accordingly, the degree of fuel-air mixing can be improved, and a uniform fuel-air mixture can be created. As such, the number and location of fuel injection holes may be adjusted so as to obtain a desired equivalence ratio distribution.

In addition, a main fuel injection unit 500 for injecting fuel is provided between the inner nozzle pipe 200 and the outer nozzle pipe 300, that is, the main flow path 320.

The main fuel injection unit 500 may include a main annular ring 520 and a plurality of main struts 540 extending radially from the inner nozzle tube 200 toward the main annular ring 520 . Although not limited thereto, it is preferable that the plurality of main struts 540 be provided at uniform intervals along the circumferential direction.

The plurality of main struts 540 extend from the inner nozzle tube 200 to the main annular ring 520, and may further extend radially from the main annular ring 520 toward the outer nozzle tube 300. In this embodiment, as shown in FIG. 8 , each of the plurality of main struts 540 includes a first main strut 540a extending from the inner nozzle pipe 200 to the main annular ring 520 and a main annular ring It consists of a second main strut 540b extending radially from the ring 520 toward the outer nozzle pipe 300. At this time, the second main strut 540b extends to the outer nozzle pipe 300, but is not limited thereto, and the radially outer end of the second main strut 540b may be spaced apart from the outer nozzle pipe 300 is of course In addition, of course, the first main strut 540a and the second main strut 540b may be alternately disposed in the circumferential direction of the main annular ring 520 .

The main annular ring 520 is provided with a plurality of third fuel injection holes 522 along the circumferential direction. The plurality of third fuel injection holes 522 are preferably provided on both the inner surface facing the inside in the radial direction and the outer surface facing the outside in the radial direction of the main annular ring 520 . Accordingly, fuel can be injected both inside and outside the main annular ring 520 in the radial direction, and the mixing of fuel and air can be improved. In addition, although not limited thereto, it is preferable that the plurality of third fuel injection holes 522 are uniformly provided along the circumferential direction of the main annular ring 520 . For example, as shown in FIG. 9 , three third fuel injection holes 522 may be arranged at regular intervals between adjacent main struts 540 . Accordingly, fuel-air mixing is uniformly performed along the circumferential direction of the main annular ring 520 and the mixing degree can be improved.

Additionally, a fourth fuel injection hole 542 may be provided in each main strut 540 according to the embodiment. A plurality of fourth fuel injection holes 542 are provided for each main strut 540 , and it is preferable that the main struts 540 are formed on opposite sides of the main strut 540 in the circumferential direction. Accordingly, not only can fuel be injected in the radial direction by the third fuel injection hole 522 of the main annular ring 520, but also fuel can be injected by the fourth fuel injection hole 542 of the main strut 540. It can also be sprayed in a circumferential direction. Accordingly, the degree of fuel-air mixing can be improved, and a uniform fuel-air mixture can be created. As such, the number and location of fuel injection holes may be adjusted so as to obtain a desired equivalence ratio distribution.

At this time, the fuel-air concentration in the pilot passage 220 and the fuel-air concentration in the main passage 320 are differently adjusted to enable multi-stage stratified combustion under different combustion conditions, thereby improving flame stability. can be greatly improved. In particular, the flame stability of the central portion of the nozzle assembly 1000 may be enhanced by adjusting the concentration of the fuel in the pilot passage 220 to be higher than the concentration of the fuel in the main passage 320 . However, the present invention is not limited thereto, and the fuel-air concentration in the pilot passage 220 and the fuel-air concentration in the main passage 320 may be adjusted to be equal to each other according to driving purposes. Also, it goes without saying that the concentration of fuel in the pilot passage 220 may be adjusted to be lower than the concentration of fuel in the main passage 320 according to driving purposes.

Next, with reference to FIGS. 10 and 8 , a structure for supplying fuel to the pilot annular ring 420 and the plurality of pilot struts 440 will be reviewed.

Each pilot annular ring 420 and the plurality of pilot struts 440 are hollow. Accordingly, a first fuel channel 421 corresponding to an annular hollow is provided inside the pilot annular ring 420, and a second fuel channel 421 corresponding to a rod-shaped hollow is provided inside each pilot strut 440. A fuel channel 441 is provided. At this time, each second fuel channel 441 communicates with the first fuel channel 421 , and fuel of the second fuel channel 441 may be transferred into the first fuel channel 421 .

In order to supply fuel from the outside of the nozzle assembly 1000 to the second fuel channel 441 of the pilot strut 440, a pilot fuel supply pipe 102 extending along its length is inside the central nozzle pipe 100 is provided The pilot fuel supply pipe 102 extends along the longitudinal direction of the central nozzle pipe 100 and communicates with the second fuel channel 441 of the pilot strut 440 . At this time, in order to supply fuel to each of the plurality of second fuel channels 441 formed in the plurality of pilot struts 440, one pilot fuel supply pipe 102 may be provided for each pilot strut 440. That is, as shown in FIG. 11 , a plurality of pilot fuel supply pipes 102 may be formed spaced apart from each other inside the central nozzle pipe 100 .

Accordingly, the fuel introduced into the plurality of pilot fuel supply pipes 102 from the outside of the nozzle assembly 1000 is supplied to the second fuel channels 441 of the pilot strut 440, respectively, and the plurality of second fuel channels 441 ) to the first fuel channel 421 of the pilot annular ring 420. At this time, since the plurality of first fuel injection holes 422 are all in communication with the first fuel channel 421, the fuel supplied to the first fuel channel 421 is communicated with the plurality of first fuel injection holes 422. ) through which it can be injected into the pilot passage 220 . In addition, even when a plurality of second fuel injection holes 442 are formed in the pilot strut 440, the plurality of second fuel injection holes 442 communicate with the second fuel channel 441, so that the second fuel Fuel supplied to the channel 441 may be injected into the pilot passage 220 through the plurality of second fuel injection holes 442 communicating therewith.

As described above, the fuel may directly flow into the plurality of pilot fuel supply pipes 102 from the outside of the nozzle assembly 1000, but according to the embodiment, the fuel flows through the flange 120 installed at the front end of the central nozzle pipe 100. It could be. To this end, a plurality of pilot fuel injection pipes 122 connected from an end surface of the flange 120 to a plurality of pilot fuel supply pipes 102 may be provided inside the flange 120 . That is, fuel can be respectively introduced into the plurality of pilot fuel supply pipes 102 through the plurality of pilot fuel injection pipes 122 from the end surface of the flange 120 .

Next, a structure for supplying fuel to the main annular ring 520 and the plurality of main struts 540 will be reviewed. Each of the main annular ring 520 and the plurality of main struts 540 is hollow. Accordingly, the inside of the main annular ring 520 is provided with a third fuel channel 521 corresponding to an annular hollow, and a fourth fuel channel 521 corresponding to a rod-shaped hollow inside each main strut 540. A fuel channel 541 is provided. At this time, each of the fourth fuel channels 541 communicates with the third fuel channel 521 , and fuel of the fourth fuel channel 541 may be transferred into the third fuel channel 521 .

In order to supply fuel from the outside of the nozzle assembly 1000 to the fourth fuel channel 541 of the main strut 540, the main fuel supply pipe 104 extending along the longitudinal direction inside the central nozzle pipe 100 is provided In addition, a plurality of first fuel supply struts 240 extending in a radial direction from the central nozzle pipe 100 to the inner nozzle pipe 200 are provided in the pilot passage 220 . The plurality of first fuel supply struts 240 are preferably arranged at regular intervals along the circumferential direction. Although not limited thereto, the plurality of first fuel supply struts 240 may be disposed at the rear end of each pilot strut 440 corresponding to the position of the plurality of pilot struts 440 . Each of the plurality of first fuel supply struts 240 has a hollow, and accordingly, a fifth fuel channel 241 corresponding to a bar-shaped hollow is provided inside each first fuel supply strut 240 . Due to this, the main fuel supply pipe 104 extends along the longitudinal direction of the central nozzle pipe 100 and communicates with the fifth fuel channel 241 of the first fuel supply strut 240 . At this time, in order to supply fuel to each of the plurality of fifth fuel channels 241 formed in the plurality of first fuel supply struts 240, the main fuel supply pipe 104 is provided for each first fuel supply strut 240 It may be provided one by one. That is, as shown in FIG. 11, a plurality of main fuel supply pipes 104 may be formed spaced apart from each other inside the central nozzle pipe 100. Although not limited thereto, a plurality of pilot fuel supply pipes 102 and a plurality of main fuel supply pipes 104 are alternately disposed inside the central nozzle pipe 100 along the circumferential direction.

The inner nozzle pipe 200 likewise has a hollow, and accordingly, the sixth fuel channel 201 corresponding to the hollow annular ring is provided inside the inner nozzle pipe 200 . The sixth fuel channel 201 of the inner nozzle pipe 200 communicates with a plurality of fifth fuel channels 241 located radially inside and at the same time communicates with a plurality of fourth fuel channels 541 located radially outside and communicated

Accordingly, the fuel introduced into the plurality of main fuel supply pipes 104 from the outside of the nozzle assembly 1000 is supplied to the fifth fuel channel 241 of the first fuel supply strut 240, respectively, and the plurality of fifth fuel It can be supplied from the channel 241 to the sixth fuel channel 201 of the inner nozzle pipe 200. Subsequently, fuel is supplied from the sixth fuel channel 201 to the fourth fuel channel 541 of the main strut 540, respectively, and the third fuel of the main annular ring 520 from the plurality of fourth fuel channels 541 can be fed into channel 521. At this time, since the plurality of third fuel injection holes 522 are all in communication with the third fuel channel 521, the fuel supplied to the third fuel channel 521 is communicated with the plurality of third fuel injection holes 522. ) through which it can be injected into the main flow path 320 . In addition, since all of the plurality of fourth fuel injection holes 542 communicate with the fourth fuel channel 541, the fuel supplied to the fourth fuel channel 541 communicates with the plurality of fourth fuel injection holes 542 communicating therewith. ) through which it can be injected into the main flow path 320 .

Similarly, fuel may directly flow into the plurality of main fuel supply pipes 104 from the outside of the nozzle assembly 1000, but may be introduced through the flange 120 installed at the front end of the central nozzle pipe 100 according to the embodiment. may be To this end, a plurality of main fuel injection pipes 124 connected from the end surface of the flange 120 to the plurality of main fuel supply pipes 104 may be provided inside the flange 120 .

That is, fuel can be respectively introduced into the plurality of main fuel supply pipes 104 through the plurality of main fuel injection pipes 124 from the end surface of the flange 120 .

A main swirler 700 may be further provided downstream of the main fuel injection unit 500 in the main flow path 320 . The main swirler 700 may further improve mixing characteristics of the fuel-air mixture by generating a swirling flow. The main swirler 700 may have an airfoil-shaped cross section to increase aerodynamic properties, and may be simplified and applied to a plate-shaped structure. Meanwhile, although not shown, a swirler may be further provided downstream of the pilot fuel injector 400 in the pilot flow path 220 as a matter of course.

Since the main passage 320 is located radially outside the pilot passage 220 and has a larger diameter, the distance between adjacent main struts 540 is relatively longer than the distance between adjacent pilot struts 440. . Due to this, the radially outer side of the main flow passage 320, that is, near the outer nozzle pipe 300, is a region where the fuel injected by the main annular ring 520 and the main strut 540 cannot reach (zero-fuel region). ) may exist.

In this way, in order to prevent the fuel-air mixture from not being properly performed due to the occurrence of a region where fuel cannot reach near the outer nozzle pipe 300, the present invention additionally attaches the outer nozzle pipe 300 according to the embodiment. It may include a plurality of eighth fuel injection holes 302 provided.

A plurality of eighth fuel injection holes 302 are provided on an inner surface of the outer nozzle pipe 300 in a radial direction, and thus fuel may be injected into the outer nozzle pipe 300 in a radial direction. In addition, the plurality of eighth fuel injection holes 302 are provided along the circumferential direction of the outer nozzle pipe 300, and are preferably uniformly provided. For example, three eighth fuel injection holes 302 may be arranged at regular intervals between adjacent main struts 540 . In particular, the 8th fuel injection hole 302 is provided at each location where fuel is unlikely to reach due to the third fuel injection hole 522 and the fourth fuel injection hole 542, that is, at each center of the adjacent main strut 540. It is preferable to arrange this. Accordingly, even near the outer nozzle pipe 300, fuel-air mixing is uniformly performed along the circumferential direction, and excellent fuel-air mixing characteristics can be obtained.

In this case, referring to FIG. 10 , a structure for supplying fuel to the outer nozzle tube 300 will be reviewed. The outer nozzle pipe 300 has a hollow, and accordingly, an eighth fuel channel 301 corresponding to the annular hollow is provided inside the outer nozzle pipe 300 . Since the plurality of eighth fuel injection holes 302 communicate with the eighth fuel channels 301, the fuel supplied to the eighth fuel channels 301 passes through the plurality of eighth fuel injection holes 302 communicating therewith. It may be injected into the main flow path 320 .

Depending on the embodiment, a structure having wrinkles up and down in a radial direction may be applied to a tail portion, which is a rear end portion of the pilot annular ring 420 in the air stream.

12 shows a cross section of the pilot annular ring 420 to which the corrugated tail is applied, and FIG. 13 shows a side view of the pilot annular ring 420 to which the corrugated tail is applied from the rear end. As such, the corrugated tail mixes the flow of the fuel-air mixture in the radial direction up and down in the pilot passage 220, so that the fuel-air mixture can be further improved.

Depending on the embodiment, as shown in FIG. 14 , the first to fourth fuel injection holes 422 , 442 , 522 , and 542 may be formed toward the rear end of the nozzle assembly 1000 . That is, the plurality of first fuel injection holes 422 are at the rear end of the pilot annular ring 420, the plurality of second fuel injection holes 442 are at the rear end of the pilot strut 440, and the plurality of third fuel The injection hole 522 is formed at the rear end of the main annular ring 520 and the plurality of fourth fuel injection holes 542 are formed at the rear end of the main strut 540 . Accordingly, the fuel is injected toward the rear end of the nozzle assembly 1000 through the first to fourth fuel injection holes 422, 442, 522, and 542, thereby stagnation in the annular ring and the tail portion of the strut through high-speed fuel injection. area can be prevented. In this way, as the fuel injection holes are formed toward the rear end of the nozzle assembly 1000, combustion within the nozzle assembly 1000 can be prevented by the stagnant region, and at the same time, processing and inspection of the fuel injection holes are performed. can be easily done. Of course, the eighth fuel injection hole 302 of the outer nozzle pipe 300 may also be provided on the inner surface in the radial direction of the outer nozzle pipe 300, but may be formed close to the rear end of the nozzle assembly 1000.

Although one embodiment of the present invention has been described above, those skilled in the art can add, change, delete, or add components within the scope not departing from the spirit of the present invention described in the claims. The present invention can be variously modified and changed by the like, and this will also be said to be included within the scope of the present invention.

10: casing 20: compressor
30: combustor 40: turbine
100: central nozzle pipe 102: pilot fuel supply pipe
104: main fuel supply pipe 120: flange
122: pilot fuel injection pipe 124: main fuel injection pipe
200: inner nozzle pipe 220: pilot passage
300: outer nozzle pipe 320: main flow path
400: pilot fuel injection unit 500: main fuel injection unit
1000: nozzle assembly
T: fuel tank V1, V2: control valve
M1, M2: Manifold C: Controller

Claims (16)

A manifold unit supplying fuel to a combustor nozzle assembly;
A control valve unit formed between the manifold unit and the fuel tank and adjusting the concentration of the fuel supplied to the manifold unit;
Including; a controller unit for controlling the operation of the control valve unit,
The combustor nozzle assembly,
central nozzle tube;
an inner nozzle pipe surrounding the central nozzle pipe in a spaced apart state;
an outer nozzle tube surrounding the inner nozzle tube in a spaced apart state;
a pilot fuel injection unit provided between the central nozzle tube and the inner nozzle tube;
A main fuel injection unit provided between the inner nozzle pipe and the outer nozzle pipe; includes,
The manifold part and the control valve part,
a first manifold supplying fuel to the pilot fuel injection unit and a first control valve controlling a concentration of the fuel supplied to the first manifold;
a second manifold for supplying fuel to the main fuel injection unit and a second control valve for adjusting the concentration of the fuel supplied to the second manifold;
A fuel supply system for a combustor comprising a.
The method according to claim 1, wherein the controller unit,
Controlling the operation of the first control valve and the second control valve so that the concentrations of fuel supplied to the first manifold and the second manifold are different,
Fuel supply system for combustor.
The method according to claim 2, wherein the controller unit,
The first control valve and the second control valve such that the concentration of fuel supplied to the pilot fuel injection unit via the first manifold is greater than the concentration of fuel supplied to the main fuel injection unit via the second manifold. to control the operation of
Fuel supply system for combustor.
The method of claim 1,
The combustor nozzle assembly is provided in plurality,
Pilot fuel injection units provided in each of the plurality of combustor nozzle assemblies receive fuel from a plurality of first manifolds,
The main fuel injection unit provided in each of the plurality of combustor nozzle assemblies receives fuel from a plurality of second manifolds,
Fuel supply system for combustor.
The method of claim 4,
The concentration of the fuel supplied from any one of the plurality of first manifolds and the other first manifold is different from each other,
Fuel supply system for combustor.
The method of claim 4,
The concentration of the fuel supplied from any one of the plurality of second manifolds and the other second manifold is different from each other,
Fuel supply system for combustor.
The method of claim 4,
The number of pilot fuel injection units receiving fuel from any one of the plurality of first manifolds and the number of pilot fuel injection units receiving fuel from other first manifolds are different from each other,
Fuel supply system for combustor.
The method of claim 4,
The number of main fuel injection units receiving fuel from any one second manifold among the plurality of second manifolds and the number of main fuel injection units receiving fuel from another second manifold are different from each other,
Fuel supply system for combustor.
The method according to claim 1, wherein the pilot fuel injection unit,
a pilot annular ring disposed between the central nozzle tube and the inner nozzle tube;
a plurality of pilot struts extending radially from the central nozzle tube toward the pilot annular ring;
Fuel supply system for combustor.
The method of claim 9,
The plurality of pilot struts are arranged at uniform intervals along the circumferential direction of the central nozzle pipe,
The pilot annular ring is provided with a plurality of first fuel injection holes along the circumferential direction,
Fuel supply system for combustor.
The method of claim 10,
The plurality of first fuel injection holes are provided on radially inner and radially outer surfaces of the annular pilot ring, respectively.
Fuel supply system for combustor.
The method according to claim 9, wherein each of the plurality of pilot struts,
a first pilot strut extending from the central nozzle tube to the pilot annular ring;
a second pilot strut extending radially from the pilot annular ring toward the inner nozzle tube;
Fuel supply system for combustor.
The method according to claim 1, wherein the main fuel injection unit,
at least one main annular ring disposed between the inner nozzle tube and the outer nozzle tube;
A plurality of main struts extending radially from the inner nozzle tube toward the main annular ring;
Fuel supply system for combustor.
The method of claim 13,
The plurality of main struts are arranged at uniform intervals along the circumferential direction of the inner nozzle tube,
The main annular ring is provided with a plurality of third fuel injection holes along the circumferential direction,
Fuel supply system for combustor.
The method of claim 14,
The plurality of third fuel injection holes are provided on radially inner and radially outer surfaces of the main annular ring, respectively.
Fuel supply system for combustor.
The method according to claim 13, wherein each of the plurality of main struts,
a first main strut extending from the inner nozzle tube to the main annular ring;
And a second main strut extending radially from the main annular ring toward the outer nozzle tube.
Fuel supply system for combustor.

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