US2601000A - Combustor for thermal power plants having toroidal flow path in primary mixing zone - Google Patents

Combustor for thermal power plants having toroidal flow path in primary mixing zone Download PDF

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US2601000A
US2601000A US750015A US75001547A US2601000A US 2601000 A US2601000 A US 2601000A US 750015 A US750015 A US 750015A US 75001547 A US75001547 A US 75001547A US 2601000 A US2601000 A US 2601000A
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air
fuel
combustion
liner
chamber
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Anthony J Nerad
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General Electric Co
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General Electric Co
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    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23C—METHODS OR APPARATUS FOR COMBUSTION USING FLUID FUEL OR SOLID FUEL SUSPENDED IN  A CARRIER GAS OR AIR 
    • F23C99/00—Subject-matter not provided for in other groups of this subclass
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23R—GENERATING COMBUSTION PRODUCTS OF HIGH PRESSURE OR HIGH VELOCITY, e.g. GAS-TURBINE COMBUSTION CHAMBERS
    • F23R3/00—Continuous combustion chambers using liquid or gaseous fuel
    • F23R3/02—Continuous combustion chambers using liquid or gaseous fuel characterised by the air-flow or gas-flow configuration
    • F23R3/04—Air inlet arrangements
    • F23R3/06—Arrangement of apertures along the flame tube
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23C—METHODS OR APPARATUS FOR COMBUSTION USING FLUID FUEL OR SOLID FUEL SUSPENDED IN  A CARRIER GAS OR AIR 
    • F23C2700/00—Special arrangements for combustion apparatus using fluent fuel
    • F23C2700/02—Combustion apparatus using liquid fuel
    • F23C2700/023—Combustion apparatus using liquid fuel without pre-vaporising means
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T50/00—Aeronautics or air transport
    • Y02T50/60—Efficient propulsion technologies, e.g. for aircraft

Definitions

  • H is AU: own ey.
  • This invention relates to apparatus for effecting heat releasing reactions between two fluid reactants. It has found particular utility as a device for the combustion of fluid fuels in air, for instance as a combustor in a gas turbine powerplant, and is particularly well suited for small, high capacity, light weight combustors for aircraft powerplants.
  • This application is a continuation-in-part of my application Serial No. 501,106, filed September 3, 1943, and now abandoned.
  • An object of the invention is to provide a fluid reaction device having a new method of operation which gives greatly improved performance characteristics when used as a combustor for fluid fuels.
  • Another object is to provide a combustor for fluid fuels capable of effecting eiiicient mixing, ignition, and combustion under exceptionally difficult conditions, and under an extremely wide range of heat release rates, up to a maximum many times that though feasible with the most advanced combustion equipment known to the prior art, while employing apparatus which is simple and inexpensive to fabricate, small in size and light in weight, and capable of giving excellent performance with a reasonable life expectancy.
  • Another object is to provide a liner arrangement for a reaction device of the type described having means for forming cooling and insulating fluid strata over the interior surfaces exposed to the reaction products, which serves to prolong the liner life, reduce to a minimum the deposition of carbonized particles when used as a combustor for fluid fuels, while permitting operation with extremely high combustion temperatures.
  • Still another object is to provide an improved combustor capable of very rapid changes in the rate of heat release without serious disturbance to the combustion process.
  • a further object is to provide a fluid fuel combustor arrangement which facilitates the initiation of combustion at high rates of air flow by means of an electric sparking device.
  • a further object is to provide a combustor capable of effecting ready ignition and efiicient combustion over a ery wide range of combustion space pressures, as is required in thermal powerplants for high altitude aircraft.
  • the invention is particularly well suited for the combustion of a wide variety of liquid fuels, and may also be used with pulverized solid fuels entrained in a suitable fluid or with various other types of fluid reactants, such as those used with rocket or reaction motors.
  • FIG. 1 is a longitudinal sectional view of a combustor embodying my invention
  • Fig. 2 is a view on a larger scale of one end of the structure shown in Fig. 1
  • Fig. 3 is a sectional view taken on the plane 3-3 of Fig. 2
  • Fig. 4 is an end view of the fuel nozzle and adjacent chamber walls of the structure of Figs. 1 and 2
  • Fig. 5 is a sectional view taken on the plane 5-5 of Fig. 4
  • Fig. 6 is a diagrammatic view illustrating the basic theory of operation of the invention
  • Fig. 7 is a sectional view taken on the plane 1-! of Fig. 6
  • Fig. 1 is a longitudinal sectional view of a combustor embodying my invention
  • Fig. 2 is a view on a larger scale of one end of the structure shown in Fig. 1
  • Fig. 3 is a sectional view taken on the plane 3-3 of Fig. 2
  • Fig. 4 is an end view of
  • Fig. 8 Fig. 9, and Fig. 10 are diagrammatic representations of alternate methods of supplying a fluid uniformly to the reaction space
  • Fig. 11 and Fig. 12 are views of combustors illustrating alternate arrangements for forming the cooling and insulating fluid strata on the interior surfaces of the reaction chamber
  • Fig. 13 is a sectional View of a still further modified form of the invention
  • Fig. 14 is a sectional view on the plane I4l4 in Fig. 13
  • Fig. 15 is a view of a modification arranged to burn pulverized solid fuels
  • Fig. 16 illustrates diagrammatically how a plurality of combustors embodying the invention may be arranged in a thermal powerplant such as a gas turbine
  • Fig. 17 illustrates the invention applied to an annular reaction chamber used as a combustor'for a gas turbine powerplant.
  • the combustion unit comprises two coaxial walls, an inner wall or liner [0 and an outer wall I I held in spaced relation to each other by a number of circumferentially spaced axially extending fins l2 which may be welded or otherwise fixed to either one or both of walls Ii] and II.
  • the right hand portions of the unit walls 10 and l l are tapered and are connected together as is indicated at [3.
  • the tapered discharge portion of inner wall [0 is formed as a separate member I4 which telescopes over the main portion of the wall Hi as is indicated at l5 and its end is in the form of a discharge nozzle 16 which telescopes over and is loosely attached to member I4 by circumferentially spaced clips l6 which may be welded to member [4 and engage over the end of nozzle Hi.
  • Discharge nozzle l5 may supply gases to any desired point of consumption such as to the buckets of a gas turbine wheel.
  • the forward or admission end of inner Wall [0 is closed by a head ll.
  • the forward or admission end of outer wall H is closed by a head or dome l8.
  • Supported centrally in heads l1 and I8 is a fuel spray nozzle 19.
  • At 20 is a suitable spark plug for igniting the fuel-air mixture.
  • the fuel supplying means comprises a tubular nozzle 2
  • is supported in an outer casing 24 which at its one end projects through an opening in head I! and its other end is provided with a boss which fits in an opening in dome 18.
  • the nozzle casing is firmly supported in .the two heads.
  • At 25 is a supply pipe through which fluid fuel is supplied to the nozzle at a suitable pressure by a pump or other means (not shown).
  • the space between walls and H and between heads I1 and [8 forms a plenum chamber .26 to which air is supplied by a conduit 21 from any suitable source, such as an air compressor (not shown).
  • a gas turbine powerplant it may be an 'air compressor driven by a turbine operated by hot gases from the combustion-unit.
  • inner wall or liner 1.0 In inner wall or liner 1.0 are a plurality of circumferentially spaced axially extending rows of holes 28 through which combustion air passes from plenum chamber 26 to the axially elongated reaction space defined by inner wall I0.
  • eight longitudinal rows of holes are shown equally spaced circumferentially. However, a somewhat greater or lesser number may be utilized, as noted more specifically hereinafter.
  • the longitudinal rows of holes 28 terminate short of head I! (or ⁇ - otherwise stated, the first circumferential row of holes is spaced from head I 1) to define what may be termed an initial mixing and ignition chamber 30 to which no air is directly discharged through the combustion air inlet holes 28.
  • the axial rows of holes 28 are arranged so that corresponding holes in the respective rows are in a common plane normal to the axis of the chamber.
  • the fuel nozzle discharges fuel in a spray into chamber 30, the arrangement being such that the fuel is distributed in the form of a substantially hollow cone as shown at 35 in Fig. 2.
  • a wide angle spray nozzle that is, one giving a spray angle on the order of '80" is employed. It should be understood that nozzles of other angles may be used; and for various modifications of combustor design, nozzles having spray angles in the range from 50 to 90 have been found appropriate.
  • the first ring of holes 28 is spaced from head 11 a distance such that fuel discharged from the spray nozzle does not reach them, so that drops of liquid fuel are not discharged directly into the comparatively cool entering air jets from the holes 28.
  • the first ring of holes is spaced from the head I! a distance of the order of .7 the diameter of the cylinder formed by wall l0, 1. e., .7 the mean diameter of the combustion space, but of course this spacing required would vary somewhat with the spray angle of the nozzle used.
  • the fuel nozzle 21 has as its primary object the even distribution of atomized fuel particles about the axis of the chamber and must be amenable to accurate flow rate control, preferably by means of varying the supply pressure. Uniform distribution of fuel over a wide range of fuel 'flow rates is important, especiallywhere uniform temperatures are desired across the exit of the combustion unit. Another desideratum for optimum results is that the fuel be given a low forward or axial component of velocity. This avoids hurling large droplets of fuel axially down the combustion space at such high velocity as to give insufficient chance for mixing and burning.
  • fuel is supplied to chamber 30 by nozzle 2
  • the air from the initial openings 28 which flows axially towards the nozzle as indicated by arrows 34, 35 in Fig. 2 corresponds to what is ordinarily called primary air" in the combustion art, while that entering from successive openings and flowing axially toward the open discharge end of the liner 10 corresponds to the secondary air.
  • the discrete jets of primary air are somewhat heated by radiation and conduction from, as well as some intermingling with, the burning gases flowing in the direction of the arrows 3'! from the mixing and ignition chamber through the spaces 33 between the entering jets of primary air.
  • This preheating effect on the entering primary air has an important effect on the ignition characteristics, ease of starting, and ability to maintain combustion under adverse conditions and over a wide range "of air and fuel flow.
  • the air flow represented by arrows 34, 35 decribes a symmetrical opposed spiral or toroidal path in the space between the end plate I1 and the first circle of holes 28. This toroidal flow will herein be referred toas the tore.
  • the chamber 30 defines adjacent to the fuel nozzle a zone of highly turbulent flow relatively independent of the load on the combustion unit, which serves to maintain combustion, thoroughly entraining and mixing the fresh cool fuel from the nozzle. Once burning has been established in this ignition space, the flame will not be extinguished by material or rapid changes in fuel and air flow rates. As demonstrative of this fact, in such a chamber there has been burned fuel at varying rates of flow in the ratio of 1 to 100 without extinction of the flame and with high efficiency.
  • combustion ceases; if blown partly out, noisy and irregular or partially completed combustion results.
  • the provision of the tore chamber 30, without any holes 28, has the additional advantage that any large drops of fuel thrown from the nozzle are not projected directly through the air inlet holes 28, since the fuel nozzle is selected with a spray angle such that the spray cone 36 intersects wall l0 between the head I! and the first circumferential row of holes 28.
  • This provision of an initial mixing chamber to which no air is directly discharged through holes 28 is a very important feature of my invention. It forms a cul-de-sac into which the fuel oil is sprayed and into which air flows in a definite symmetrical path to effectively pick up the fuel particles, mix with and vaporize the fuel and initiate burning. It is important that the holes 28 be so sized and spaced that in operation the air forms a stable ignition tore, and that thorough mixing of fresh fuel, air, and burning combustion gases take place with a relatively small loss in total fluid head.
  • the precise arrangement, location, size and number of the holes determines the strength H of the tore, and thereby determines the quality and efficiency of the combustion as well as the capacity.
  • the holes 28 are spaced apart axially and circumferentially by distances such that discrete jets are formed, as shown in Fig. 3, by the air from the annular space about the inner wall I0 flowing through these holes.
  • the very eifective action of a free jet in mixing with and entraining ambient fluid is well known to those familiar with fluid flow phenomena, and the mixing is of great rapidity. I have determined that the holes 28 should have diameters of the order of .1 the diameter of the combustion space formed by wall If), i.
  • the inner diameter of the liner e., the inner diameter of the liner, and they should be spaced apart circumferentially between centers by distances of the order of /8 to /6 of the circumference of such cylinder.
  • the holes may be spaced axially a distance of the order of 1% hole diameters between centers or a distance of the order of A; the diameter of the combustion chamber between centers.
  • I provide means whereby these surfaces of the walls are swept over continuously by thin sheets of cooling and insulating air.
  • I provide slots 40 in wall I0 between the rows of holes 28 with which are associated deflecting plates 4
  • the slots and deflecting plates may be formed by making U- shaped cuts in the wall and bending the tongues so formed slightly inwardly, as shown particularly in Fig. 1.
  • slots 40 are provided, and they are made of such a width, that there flows over the inner surface of wall Ill an envelope of air in volume and extent sufflcient to prevent deposits of carbon from forming on the inner surface of the wall. This envelope of cool air also serves to cool the liner wall.
  • I provide air admission openings 42 in head I! around wall 24 and, in front of the openings, a deflecting plate 43 attached to the inner end of wall 24 by welding or other suitable means. Air flowing through openings 42 strikes deflecting plate 43 and is fanned out to flow radially outward across the inner surface of head H to cool it and prevent carbon deposits from forming thereon.
  • a second deflecting plate 44 is located in front of deflecting plate 43 and provided with openings 45 located to direct streams of air across the face of the fuel nozzle, deflecting plate 43 being provided with openings 46 for flow of air into contact with deflecting plate 44.
  • Deflecting plate 44 is of lesser diameter than deflecting plate 43 and may be formed integral with it as shown particularly in Fig. 5. It serves also to direct air across the adjacent surface of deflecting plate 43 to prevent carbon from depositing thereon.
  • a series of openings 41 adjacent the outer circumference of head I! effects flow of air in the direction of the arrows in Fig. 2 over that portion of the surface of liner H] which defines the mixing tore chamber 30, thus keeping it clear of carbon deposits.
  • a protective envelope of air which flows over the inner surfaces of head I! and wall Ill and over the exposed surfaces of the fuel nozzle to prevent formation of carbon deposits on such surfaces.
  • This envelope is thin relative to the diameter of the combustion chamber, thus avoiding any material effect on the temperature of the outflowing gases.
  • the slots 40 may be of a radial width such that the air envelope has a thickness of the order of 1% of the diameter of the combustion chamber.
  • the quantity of carbonpreventing air entering through slots 40, holes 42, 46, and 41 is small compared with the combustion air which enters through the holes 28.
  • the function of the air envelope is not primarily to furnish air for combustion but to provide a fluid shield for preventin unburned or partly burned fuel particles from contacting the comparativeiy cool metal walls of liner I and other interior surfaces and'carbonizing thereon. It will also be observed that the air entering the carbon-preventing openings 42, 4t, 47 does so in a direction to complement and augment the tore in chamber '39. By arranging these auxiliary air inlets properly, an appreciable strengthening of the toreis obtained.
  • reaction chambers employing the new principles of my invention may be rationalized as follows:
  • Figs. 6 and 7 show two pairs of parallel, fiat, opposed wall members Hi0, IEBI, and I82, I03, respectively, defining an elongated combustion space having a rectangular cross-section of width 10 and a height d, as indicated in Fig.7.
  • the opposed walls I63, IEiI each be provided with .a single combustion air inlet port I06 and IE5, respectively, which may be considered to be round holes, Assume now that air is supplied by a suitable compressor to the space surrounding the walls IEO, lill, I62, I03. Air will begin to flow through the ports I0 3, 15 as soon as a pressure difierence is established between the space 26 and the combustion space defined within the walls.
  • the spouting velocity of the opposed jets formed by the orifices I65, I85, represented by the vectors V1 and V2, will be small. Because of the wellknown entraining action of a free jet, the spouting velocity is soon dispersed. In other words, the discrete opposed jets V1 and V2 extend only a short distance from the walls I60, IIH into the combustion space. If now the pressure ratio goo/1 c is increased, the magnitude of the spouting velocities V1, V2, increases, and the length of the free jets also increases until they meet at the The supply of pressure fluid to the center of the combustion pace.
  • the jets represented by the vectors V1, V2 will be exactly normal to the walls I00, IBI and therefore they will be coaxial, so as to meet at the center of the combustion space.
  • the length of the free jet produced also increases, as described above, until a certain maximum length is attained, whereupon further increase in the pressure ratio will produce no further increase in the length of the jet.
  • This maximum length of jet is also a function of the diameter of the orifice, indicated as a in Fig. 6.
  • the distance d between the opposed orifices IM, I should be so related to the orifice diameter a that the discrete jets produced by the orifices are sufficientl long that the jets V1 and V2 actually meet at the center of the combustion space with an appreciable residual velocity. When this happens the fluid fans out" laterally, as indicated by the stream-lines in Figs.
  • the spouting velocities V1, V2 are converted into transverse velocity components V3, V4, V5, V6, as represented by the vector arrows projecting radially from the point of intersection of the jets V1, V2. Since the velocities V1 and V2 were equal in magnitude and exactly opposed in direction, the velocities V3, V4, V 5, V6, will likewise tend to be equal to each other in magnitude and radiating uniformly from, and normal to, the common axis of the jets V1, V2.
  • the fluid represented by the velocities V5, V6 will directly impinge on the side walls I02, I03 and will again fan out transversely as indicated by the flow lines.
  • the magnitude of the velocities V3, V4, V5, V6, depends upon the magnitude of the spouting velocities, V1, V2, and the efficiency with which these velocities are converted into the transverse velocity components. If the velocities V5, V6 are of suflicient magnitude, the fiuid may flow along the walls I92, I93 as represented by the flow lines and arrows I06, and may actually recirculate and be partially entrained by the jets V1, V2, as indicated by the arrows Ill'i.
  • the fuel will be vaporized or further broken up and mixed by reason of the high velocity in the vortices.
  • the burning mixture serves to preheat the comparatively cool incoming jets V1, V2 by radiation, by conduction, and by partial entrainment with the fluid represented by the arrows III, II3.
  • the distance d between the opposed nozzles I04, I05 should be on the order of ten times the diameter of the nozzles, when the nozzles are round in shape. It should be understood, however, that the nozzles need not be exactly round but may be rectangular or other elongated or elliptical shapes. Orifices of such other shapes should preferably have the same hydraulic diameter as an equivalent round orifice.
  • the hydraulic diameter may be defined as equal to four timesthe hydraulic radius. As is well known, the hydraulic radius is equal to the cross-section area of the orifice divided by its wetted perimeter. It follows that for orifices of shapes other than circular, the following relation should be approximately adhered to:
  • A cross-section area of the orifice used.
  • P wetted perimeter of the orifice used.
  • the side walls I02, I03 should be spaced from the axis of the jets by a distance approximately .Zd. With round orifices, this means that the spacing from the side wall to the edge of the orifice should be at least .15d.
  • good transverse spacing between jets Will be obtained if the holes are arranged at to A; the circumference, measured between centers. It is however entirely feasible to use only two opposed orifices, as in Figs. 6 and '7, or four holes; but six or more have been found preferable.
  • a certain minimum spacing, b in Fig. 6, is re quired in an axial direction between the orifices. This minimum depends upon the space required to produce effective entraining action of the free jets with the surrounding fluid.
  • the axial spacing required between orifices is considerably less than the transverse or circumferential spacing (Fig. 3), by reason of the fact that the transverse spacing must also be great enough to form the comparatively unobstructed longitudinal flow passages, represented at 33 in Fig. 3 and at I 22 in Fig. 7, to permit the flow of burning mixture from the chamber 30 to the exit of the combustor with a minimum pressure drop.
  • the total number of holes depends upon the aggregate orifice area necessary to pass that quantity of primary and secondary air, without exceeding the allowable pressure loss, which is required to complete the combustion process and then reduce the average temperature of the reaction products to a value which the structure of the combustor exit and other. parts associated therewith may safely'be subjected to. It will be appreciated by those skilled in the art that in modern gas turbine powerplants its is necessary to introduce a certain quantity of air in excess of that required for good combustion in order to dilute the combustion products to a temperature which the turbine wheel will Withstand.
  • a rule of thumb which may be used to determine the aggregate orifice area is that the total hole area should be that required to make the overall pressure drop through the combustor roughly equivalent to 1% of the total head of the fluid supplied to the combustor. It has been found that combustors meeting this requirement give good combustion efiiciency with a minimum cost in terms of loss of pressure energy.
  • FIGs. 6 and '7- represent diagrammatically the nature of the flow path.
  • the stream lines and the vector arrowsrepresenting fluid velocities have not been drawn with mathematical exactness to represent actual magnitudes, but are merely illustrative.
  • the fluid velocities in the opposed vortices in the initial mixing chamber 30 depend upon the magnitude of the initial spouting velocity V1, V2, the efiiciency with which this initial velocity is converted into the axial component V3, and the effect of subsequent jets V7, V8, V11, V12, etc., as described above.
  • the shape or symmetry of the vortices depends upon the direction of the jets V1, V2, V7, V3, etc., the direction of the first set of jets V1, V2 being particularly important. In order to form a uniform symmetrical vortex fiow pattern,
  • the axial velocity component V3 be parallel to the axis of the reaction space in order that the fluid will approach the end closure member I09 in a direction perpendicular thereto, so as to divide evenly and produce the transverse oppositely directed velocities IIO.
  • the supply of air to the orifices I04, I05, etc. must be entirely uniform, both with respect to the static pressure 190 at which the fluid is supplied to the orifice, and with respect to the velocity of approach to the orifices. If the air supply is not uniform, the jets will not meet properly at the axis of the combustion space and will produce axial velocities which are highly erratic and unpredictable, both in magnitude and direction. When this happens, the vortex flow pattern in chamber 30 may either be distorted, that is, unsymmetrical, or it may not be formed at all. Formation of a strong, symmetrical vortex flow patsupply is illustrated in Fig. 9.
  • tern in chamber 30 has been found essential to optimum performance relative to ready ignition, wide range, and efficient combustion. With an erratic, unstable, or unsymmetrical fiow pattern, the liberation of heat in the combustion chamber is less uniform, ignition and combustion characteristics are poorer, and hot spots may be formed which very shortly result in destruction of the liner.
  • Fig. 8 This represents diagrammatically a compressor supplying air at a suitable pressure to a plenum chamber I08 of comparatively large volume surrounding the end portion of the combustor liner H8.
  • the comparatively high velocity stream of air from the compressor will diffuse uniformly throughout the generously proportioned plenum chamber, so that the velocity with which the air enters the plenum chamber is substantially dissipated and the total pressure is equivalent to the common static pressure 720, which exists throughout the plenum chamber.
  • the liner H9 is provided with short radially extending pipes I20, I2I connected to the respective orifices I04, I05.
  • Each of the. radial pipes is connected by separate conduits I22, I23 to the discharge scroll or diffuser of the compressor.
  • the compressor is arranged to discharge air uniformly into the conduits I22, I23, uniformity of the velocity of approach in the pipes I20, I2 I is assured. Because the pipe sections I20, I2I are exactly radial, this velocity of approach will be normal to the axis of the liner and the jets produced will meet exactly at the axis as desired.
  • FIG. 10 Still another arrangement for uniform air supply is illustrated in Fig. 10, in which the liner I24 is surrounded by an outer housing I25 defining a comparatively restricted air supply passage I26.
  • the compressor supplies air through the diifuser or transition section I2'I to the pasage I26.
  • Each of the air inlet orifices in liner I24 is provided with a short radially extending nozzle pipe I28, each formed with a well-rounded inlet.
  • the efiect of these nozzles I28 is somewhat the same as that of the short, straight sections of pipe I20, I2I in Fig. 9.
  • the jets produced will be very nearly exactly radial, regardless of any non-uniformity in the air velocities through the space I26.
  • nozzles such as those indicated in Fig. 10 make the combustion device less sensitive to variations in the direction or velocity at which the fluid in the transition section I-2'I approaches the liner I24.
  • a combustor in accordance with my invention and embodying the improved nozzle arrangement of Fig. 1 0 is disclosed more fully in United States Patent No. 2,510,645, issued June 6, 1950, on an application, Serial No. 705,866, filed October 26, 1946, in the name of Kenton D. McMahan and assigned to the same assignee as the present application.
  • bafile arrangement Another particularly effective, yet structurally simple, method for obtaining uniformity of air supply is the perforated bafile arrangement shown in Figs. 1, 3, and 13, 14. It will be obvious to those skilled in the art that many different arrangement of bafiles, shrouds, guide vanes, honeycomb grids and similar known 'ex-, pedients may be used to make sufliciently uni- 13 form the flow of air to the inlets of the liner orifices.
  • the approach velocity V0 gives the spouting velocity V1 a slight axial component toward the left.
  • This slight axial component is not harmful to operation of the combustor, since it somewhat tends to increase the flow of air from the initial holes 28 into the tore chamber 36.
  • the fluid in the supply passage 26 approached the orifices 28 from the left, then an axial component of V1 to the right would be produced, which might tend to decrease the amount of air flowing into the tore chamber 36 from the initial row of jets.
  • it would be necessary to decrease the approach velocity V0 as by increasing the cross section area of the supply passage 26, so as to reduce this axial component of V1.
  • some special means would be needed, for instance the nozzle arrangement of Fig. 10, to eliminate the axial component of the spouting velocity, introduced by the excessive velocity of approach.
  • a further factor limiting the maximum value of the approach velocity V0 is the increase in the overall pressure drop created if the approach velocity is too high.
  • the initial spouting velocity V1 produced by the orifices in the liner should be of such a magnitude that the velocity head of the jets is roughly equivalent to 1% of the initial total head of the fluid approaching the orifices. If the spouting velocity is increased above this value, the total pressure losses through the combustor increase; whereas if the spouting velocity is decreased, the combustion efiiciency decreases by reason of the decreased strength of the vortex flow path produced. The practical result of this decrease in combustion efliciency is that the flames produced by the combustor lengthen, and may extend beyond the exit of the combustor. It is of course desired that combustion go to completion within the combustion space so that a mixture of uniform temperature will be produced at the combustor exit. This is particularly important in a gas turbine powerplant, where it is highly undesirable that flames reach the turbine nozzles or buckets.
  • FIGs. 13 and 14 I have illustrated a form wherein the air, instead of being admitted adjacent the discharge end of the combustion unit, is admitted adjacent the inlet end in the vicinity of the fuel nozzle.
  • 50 and EI indicate inner and outer walls corresponding to walls It! and I I of Fig. l and 52 indicates perforated baffle strips corresponding to members I2 of Fig. 1.
  • the air inlet is indicated at 53 and the discharge nozzle at 54.
  • converge toward each other from the admission end to the discharge end, providing an annular plenum chamber '55 which in longitudinal section is tapering.
  • the fuel nozzle is indicated at 56 and the ignition plug at 51. Otherwise, the arrangement may be the same as that shown in Fig. 1 and the operation is the same.
  • nozzles for supplying the film of insulating and cooling air on the inner surfaces of the liner, a great many alternate arrangements are possible, instead of the single transversely extending nozzles lI between the longitudinal rows of holes 28, as in Figs. 1-3, there may be provided a plurality of smaller slots arranged as shown in Fig. 11.
  • These cooling air nozzles may be formed by providing a slot I39 in the liner wall and then stamping the liner wall outwardly, downstream from this slot, so as to provide the dimples indicated at I 3
  • These dimples with the slit orifice at their upstream side are arranged in groups between the longitudinal rows of air inlet holes 28.
  • FIG. 12 A still further step in the development of the nozzle arrangements for providing the cooling and insulating film is shown in Fig. 12.
  • the liner is made up of a plurality of coaxial cylindrical segments I32, I33, I34, I35, and I36.
  • Each seg ment is of slightly greater diameter than the adjacent upstream segment and has an end portion in telescoping relation therewith.
  • the segments are supported in concentric relation by means of struck-out dimples I31, a plurality of which are equally spaced circumferentially around the outer surface of each segment where it projects into the next adjacent larger diameter segment.
  • These projections I37 may of course be spot-welded to the next succeeding segment so that the set of segments forms an integral liner.
  • the liner may be supported within the outer housing II by means of perforated radially extending bafiles I2, which are similar in structure and purpose to the baffles I2 of Fig. 1. With this arrangement, the telescoping portions of the liner segments form substantially continuous annular slots I38, which serve as orifices for forming the film of cooling and insulating air on the inner surface of the next succeeding segment, as indicated by the arrows in Fig. 12. It will be observed that the air inlet ports 280, which furnish the primary air to the initial mixing and ignition chamber defined by segment I32 are located in Segments I32 and I33. The openings 281) which furnish the secondary air are arranged in segments I35 and I36, these secondary openings being separated from the primary air openings by the imperforate segment 134.
  • suitable fuel injecting means other than that illustrated in the drawings may be employed; Any ofv the wellknown types of mechanical atomizing nozzles may be used, such as the high pressure nozzles used in diesel engine fuel injection systems. Such nozzles require pressures in the neighborhood of 2,000 lb./in. to produce effective atomization of the fuel oil. The pressure required may be greatly reduced by the use of the well-known simple vortex nozzle which requires pressures in the neighborhood of 5 to 400 1b./in. A very considerable increase in the range, and improvement in other operating characteristics of the combustor, can be obtained by use of the so-called duplex nozzle. This general typeof nozzle is disclosed in the United States patent to Nightingale, 1,873,781, issued August 23, 1932.
  • liquid fuel particles be introduced into the mixing and ignition chamber 30 with a spray pattern in the form of a hollow cone, as represented in Fig. 2. This is particularly important at low total rates of fuel flow. This avoids the projection of liquid fuel particles axially down the liner, and results in the particles being projected substantially transversely to the flow path of the air circulating in the double opposed vortex flow paths in chamber 30. This arrangement has been found most effective in producing quick and efiicient mixing of the fuel particles with the combustion air, so that ignition is readily initiated under difficult conditions.
  • the sparking device (Fig. 1) should be so located that the spark gap will lie substantially in the surface of the conical spray pattern produced by the fuel nozzle. This insures that fuel will reach the spark gap when the sparking device is energized.
  • I may also utilize solid fuel, such as pulverized coal.
  • solid fuel such as pulverized coal
  • fuel may be admitted through the ring of openings adjacent to the initial mixing and igniting chamber.
  • Fig. 15 wherein indicates the inner wall, 5
  • fuel nozzles 55 through which fuel, such as powdered fuel, may be discharged. into the combustion space.
  • two fuel nozzles 55 are illustrated, the same being arranged diametrically opposite each other. Otherwise, the arrangement shown in Fig. 15 may be the same asthat shown. in Figs. 1 to 5, inclusive.
  • My invention is well adapted for use in con.- nection with gas turbines.
  • a number of the individual units When utilized to drive a turbine wheel, a number of the individual units may be arranged circumferentially around the periphery of a turbine wheel so as to supply gases throughout the circumference of the wheel.
  • Such an arrangement is illustrated in Fig. 15 wherein l0 indicates a number of'combustion units spaced circumferentially and having their discharge ends connected to an annular nozzle box H from which gases may be fed through suitable nozzles to a turbine wheel.
  • a combustion unit embodying my invention because of its capacity to initiate combustion under conditions of relatively high air flow and relatively low fuel flow, has especially great utility in an arrangement such as that shown in Fig. 15.
  • a further important advantage of combustors incorporating my invention is that they are capable of operating at combustion space pressures over a wide range, for instance from atmosphere to 8 atmospheres, as may be required for burning hydrocarbons in air in a high altitude aircraft powerplant. 'Onthe basis of present knowledge, I believe there is no upper limit of pressure at which my combustion system may be made to work satisfactorily. With specially selected fuels, the lower pressure limit may be atmosphere or lower.
  • my combustors may operate over extremely Wide ranges in average exit temperature. They may operate with a minimum temperature rise through the system of only 100 R, up to a maximum on the order of 3000 F. temperature rise, while maintaining efficient, quiet, and stable combustion throughout this extreme range. The rate of air flow over the operating range of the combustor may be on the order of 30 to l, as for example from 1000 lbs. of air per hour, total flow through one combustor, to a maximum of 36,000 lbs. per hour.
  • Fig. 17 is illustrated a modification wherein, instead of using a plurality of units after the manner shown in Fig. 16, I utilize a single unit which is in the form of an annulus and which is shown as being utilized to supply gases for operating a turbine wheel.
  • 80 and Si are concentric spaced walls which define an annular combustion chamber 82 to which fuel is supplied by one or more fuel nozzles 83.
  • Surrounding walls BI and 80 are two spaced concentric walls 84 and 85 which define annular air chambers 86 and 81 from which air is supplied through openings 88 in walls 80 and 8
  • annular nozzle arranged to discharge gases to the buckets SI of a gas turbine wheel 92.
  • the arrangement is illustrated only diagrammatically. It may embody the various details of construction illustrated more specifically in Figs. 1 to 15, inclusive.
  • annular chamber of Fig. 17 could be developed to form a flat combustor, the walls 80, 8! being plane instead of annular. Such an arrangement would amount to a plurality of the elemental units represented by Figs. 6, 7 placed in side-by-side relation.
  • My invention has made possible heat release space rates hitherto thought impossible with known combustion devices.
  • the maximum rates obtained are on the order of 200 million B. t. u./cu. ft./hr., or upwards of 1,000 times that obtained with the mostefiicient modern steam power boilers.
  • the practical fuel rates for gas turbine operation are in the neighborhood of 23/ gallons of a liquid fuel such as kerosene per square inch of liner cross-section per hour at a combustion space pressure of 4 atmospheres.
  • a reaction device comprising walls defining a primary mixing zone and a secondary reaction space, said walls including secondary spaced side wall portions forming an axially elongated sec-' ondary space, the primary zone being defined between spaced primary side wall portions and a transversely extending end closure wall, means for introducing a first fluid reactant into the-primary space, the primary side wall portionsdefining at least two transversely spaced exactly opposed fluid inlet nozzles located at a common plane normal to the axis of the reaction space, said plane being spaced from the closed, end wall of the primary space a distance on the order of .7 times the transverse spacing of said nozzles, and a source of supply of a second fluid reactant under pressure including walls associated'with the primary walls and defining symmetrical flow paths communicating with the respective nozzles and of such size that substantially radial discrete free jets of the second fluid issue symmetrically from the nozzles and meet at the axis of the reaction space, with at least a portion thereof flowing axially toward the closed
  • a reaction chamber comprising first and second opposed wall portions defining therebetween an axially elongated reaction space, a third portion forming a closure for one end of said space, the opposite end being open for the discharge of reaction products, means for introducing a first fluid reactant into said space adjacent the closed end of the chamber, and means for introducing a second fluid including opposed nozzle means in said first and second wall portions located in a common plane normal to the axis of the chamber and spaced from the closed end thereof, and means including walls defining passages for supplying a second fluid uniformly to said nozzle means whereby discrete jets of the second fluid issuing from said nozzles meet at the axis of the chamber and thence flow axially with at least a portion of the fluid flowing toward the closedend of the chamber and then transversely away from the axis to describe a uniform symmetrical double opposed spiral flow path in the primary mixing space between the closed end of the chamber and said nozzle means, and orifice means in said opposed wall portions adapted to form a thin protective envelope of
  • a reaction chamber In a reaction chamber the combination of a liner of substantially circular cross section closed at one end and open for the discharge of reaction products at the other end, means for introducing a first fluid reactant into the liner adjacent the closed end thereof, means for introducing a second fluid comprising a plurality of circumferentially spaced inlet openings in the wall of the liner located in a common plane transverse to the axis of the liner and spaced from the closed end thereof, and means including walls defining passages for supplying the second fluid to said inlet openings uniformly whereby discrete jets of fluid produced, by the circumferentially spaced openings meet at the axis of the liner and thence flow axially with atleast a portion of the fluid flowing axially toward the closed end of theliner and then radially outward to described a uniform symmetriflowingfluid over the surfaces subject to con- 1 tact with reaction products.
  • a combustor for burning fluid fuel the combination of a liner of substantially circular cross section closed at one end and open for the discharge of hot products of combustion. at theother end, means for introducing fluid fuel into the liner adjacent the closed end thereof, means for introducing combustion air comprising a plurality of circumferentially spaced air inletopenings in the wall of the liner located in a common plane transverse to the axis of the liner and spaced from theclosed end of the liner, and means for supplying, combustion air to said inlet openings in such a manner that discrete jets of air produced by the circumferentially spaced openings meet at the axis of the liner and thence flow axially with at least a portion of the air flowing axially toward the closed end of the liner and then radially outward to describe a uniform symmetrical substantially toroidal path, and orifice means associated with the liner wall and arranged to form a thin protective envelope of flowing air over the surfaces subject to contact with hot products of
  • fluid fuel spraying nozzle means adjacent the central portion of the closed end and adapted to deliver fuel particles into the liner with a spray pattern substantially in the form of a.
  • said liner having a plurality of combustion air inlet holes let holes adjacent the closed end of the liner in the area subject to direct impingement by fuel particles in the spray pattern, and means for supplying combustion air to said inlet openings uniformly so that discrete jets produced by the openings in each circumferential row meet at the axis of the liner and thence flow axially with at least a portion of the air fromthe circumferential row of holes nearest the nozzle end of the liner flowing axially towards the nozzle and then radially outward to pick up and mix with the fuel particles in the spray pattern.
  • a combustor for burning fluid fuel the combination of a liner of substantially circular cross section closed at one end and open for the discharge of hot products of combustion at the other end, fluid fuel spraying nozzle means adjacent the centralportion of the closed end and adapted to deliver fuel particles into theliner with a spray pattern substantially in the form of a hollow cone coaxial with the liner, said liner having aplurality of combustion air inlet holes arranged in circumferential rows, each row lying in a common plane transverse to the axis of the liner with corresponding holes in the respective rows arranged in a straight substantially longitudinal row, there being no combustion air inlet holes adjacent the closed end of the liner in the area subject to direct impingement by fuel particles in the spray pattern, and means for supplying combustion air to said inlet openings uniformly so that discrete jets produced by the openings in each circumferential row meet at the axis of the liner and thence flow axially with at least a portion of the air from the circumferentialrow of opening nearest the nozzle flowing
  • a substantially cylindrical liner closed at one end and open for the discharge of hot products of combustion at the other end, the closed end and adjacent portion of the liner defining a primary air and fuel mixing and ignition space having no p ngs for the admission of combustion air,
  • fluid fuel spraying nozzle means adjacent the central portion of the closed end and adapted to deliver fuel particles into the primary mixing and ignition space with a spray pattern substantially in the form of a hollow cone coaxial,
  • the remainder of the liner defining a secondary combustion space adjacent said first space and having a plurality of circumferential rows of combustion air inlet openings, each circumferential row lying in a common plane transverse to the axis of the liner with corresponding holes in the respective rows arranged in a straight substantially longitudinal row, means for supplying combustion air to said inlet openings uniformly so that discrete jets produced by the openings in the circumferential rows nearest the closed end of the liner meet at the axis of the liner and thence flow axially with at least a portion of the air flowing axially toward the nozzle and then radially outward and across the fuel spray pattern in the mixing and ignition space.
  • a combustion unit comprising an annular wall shaped to define a discharge opening at one end, a head which closes the other end, said wall being provided with rings of circumferentially spaced openings, the several rings of openings being spaced axially from each other and the ring of openings nearest the head being spaced from the head to form an initial mixing and ignition chamber adjacent said head to which primary combustion air is supplied by axial flow of air from the radial jets formed by the spaced openings next to said mixing and ignition chamber, a fuel supply means adjacent the center of the head which directs fuel into said mixing and ignition chamber in the form of a substantially hollow conical spray at an angle to the direction of air flow therein whereby the fuel and air are mixed initially in said mixing and ignition chamber and then flow axially toward said discharge end through the spaces defined between said circumferentially spaced radial jets.
  • a combustion unit comprising an annular wall shaped to define a discharge opening at its one end, a head which closes the other end, said wall being provided with rings of circumferentially spaced openings, the several rings of openings being spaced axially from each other and the ring of openings nearest the head being spaced from the head to form an initial mixing and ignition chamber adjacent said head to which primary combustion air is supplied by axial flow of air from the radial jets formed by the spaced openings next to said mixing and ignition chamber, and a fluid fuel nozzle in said head adapted to direct fuel in the form of a substantially hollow conical spray outward toward the wall of said mixing chamber with a small axial component of velocity, the air flowing axially into said mixing and ignition chamber picking up the fuel in such chamber, mixing with it and then carrying it axially through the spaces defined between said circumferentially spaced radial jets to said discharge opening.
  • a combustion unit comprising an annular wall shaped to define a discharge opening at one end, a head which closes the other end, said wall being provided with rings of circumferentially spaced openings, the several rings of openings being spaced axially from each other and the ring of openings nearest the head being spaced from the head to form an initial mixing and ignition chamber adjacent said head to which primary combustion air is supplied by axial fiow of air from the radial jets formed by the spaced openings next to said mixing and ignition chamber, a fuel supply means adjacent the center of the head which directs fuel into said mixing and ignition chamber in the form of a substantial- 1y hollow conical spray at an angle to the direction of air flow therein whereby the fuel and air are mixed initially in said mixing and ignition chamber and then flow axially toward said discharge end through the spaces defined between said circumferentially spaced radial jets, and means for directing an envelope of air along the innersurface of said wall to prevent carbon from depositing thereon.
  • a combustion unit comprising an annular wall shaped to define a discharge opening at one end, a head which closes the other end, said wall being provided with rings of circumferentially spaced openings, the several rings of openings being spaced axially from each other and the ring of openings nearest the head being spaced from the head to form an initial mixing and ignition chamber adjacent said head to which primary combustion air is supplied by axial flow of air from the radial jets formed by the spaced openings next to said mixing and ignition chamber, a fuel supply means adjacent the center of the head which directs fuel into said mixing and ignition chamber in the form of a substantially hollow conical spray at an angle to the direction of air flow therein whereby the fuel and air are mixed initially in said mixing and ignition chamber and then flow axially toward said discharge end through the spaces defined between said circumferentially spaced radial jets, and means for directing an envelope of air along the inner surfaces of said wall and head to prevent carbon from depositing thereon.
  • a combustion unit comprising spaced coaxial tubular inner and outer walls which define a combustion chamber and an annular air chamber surrounding the combustion chamber, an end head at one end of the inner wall, the other end being shaped to define a discharge opening, said inner wall being provided with rows of spaced openings which terminate short of said end head whereby there is defined in the vicinity of such head an initial mixing and ignition chamber, axially extending bafiles in said annular air chamber for directing air flow in the chamber,
  • baffles being provided with spaced openings for flow of air, means for supplying air to said air chamber at one end of the chamber, and nozzle means for supplying fuel to said mixing and ignition chamber having an angle of discharge such that the sprayed fuel is confined to said initial mixing and ignition chamber.
  • a combustion unit comprising an annular wall shaped to define a discharge opening at one end, a head which closes the other end, said wall being provided with rings of circumferentially spaced openings, the several rings of openings being spaced axially from each other, and the ring nearest the head being spaced from the head a distance of the order of .7 the diameter of the wall to form an initial mixing and ignition chamber, means for supplying air uniformly through said rings of openings to the space within said wall, means for supplying fuel to said mixing and ignition chamber, and means for directing an envelope of air along the inner surfaces of said wall and head to prevent carbon from depositing thereon.
  • a combustion unit comprising an annular wall shaped to define a discharge opening at one end, a head which closes the other end, said wall being provided with rings of circumferentially spaced openings, the several rings of openings being spaced axially from each other,- and walls defining slots between the openings for directing an envelope of air along the inner surface of said first-named wall to prevent carbon deposits from forming thereon.
  • a combustion unit comprising an annular wall shaped to define a discharge opening at one end, a head which closes the other end, said wall being provided with rings of circumferentially spaced openings, the several rings of openings being spaced axially from each other, and the ring nearest the head being spaced from the head a distance of the order of .7 the diameter of the wall to form an initial mixing and ignition chamber, means for supplying air through said rings of openings to the space within said wall, and means for supplying fuel in a radial direction through one or more of the holes of the ring of holes adjacent to such chamber whereby it will be picked up by rearward flow of air and carried rearwardly into said initial mixing and ignition chamber.
  • a liner for use in a combustor having a fluid fuel spraying nozzle adapted to discharge fuel particles with a spray pattern in the form of a substantially hollow cone of a known vertex angle comprising a substantially cylindrical wall defining an opening for ,the discharge of hot products of combustion at one end and having a head member closing the other end, the head end of the liner being provided with an opening for introducing fuel, the liner wall having a plurality of straight longitudinal rows of air inlet openings each of a diameter of the order of onetenth the mean inner diameter of the liner, corresponding holes in each row being circumferentially spaced at intervals of the order of oneseventh the circumference of the liner and lying in a common plane transverse to the axis of the liner, the plane of the first circumferential row being spaced from the head end at a location beyond the intersection of the fuel spray cone with the inner surface of the liner, the last circumferential row being spaced axially from the first row a distance of the order of one and one-
  • a liner for use in a fluid fuel combustor comprising a substantially cylindrical wall defining an opening for the discharge of hot products of combustion at one end and having a head member closing the other end, the head end of the liner having a portion defining an opening adapted to receive means for introducing fluid fuel with a spray pattern in the form of a substantially hollow cone coaxial with the liner and having a vertex angle of at least degrees, the wall having a plurality of straight longitudinal rows of air inlet openings each of a diameter of the order of one-tenth the mean inner diameter of the liner, corresponding holes in each row being circumferentially spaced at intervals of the order of one-seventh the circumference of the liner and lying in a common plane transverse to the axis of the liner, the first circumferential row being spaced from the head end a distance of the order of seven-tenths said diameter of the liner, the last circumferential row being spaced from the first row a distance of the order of one and one-half to two times

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  • Chemical & Material Sciences (AREA)
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DE1021646B (de) * 1953-12-07 1957-12-27 Gen Elek C Company Brennkammer
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US2837893A (en) * 1952-12-12 1958-06-10 Phillips Petroleum Co Automatic primary and secondary air flow regulation for gas turbine combustion chamber
US2878644A (en) * 1956-05-01 1959-03-24 Experiment Inc Sonic velocity submerged combustion burner
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US2736168A (en) * 1956-02-28 hanley
US2826039A (en) * 1947-01-09 1958-03-11 Power Jets Res & Dev Ltd Gas inlet structure for combustion chambers
US2687010A (en) * 1947-11-03 1954-08-24 Power Jets Res & Dev Ltd Combustion apparatus
US2692479A (en) * 1948-04-09 1954-10-26 Power Jets Res & Dev Ltd Combustion apparatus for gas turbine plants using slow-burning fuel
US2923348A (en) * 1950-10-17 1960-02-02 Reginald P Fraser Fuel combustion apparatus
US2651912A (en) * 1950-10-31 1953-09-15 Gen Electric Combustor and cooling means therefor
US2768497A (en) * 1951-02-03 1956-10-30 Gen Motors Corp Combustion chamber with swirler
US2728384A (en) * 1951-05-25 1955-12-27 Modern Materials Company Gas burner construction
US2771743A (en) * 1951-08-10 1956-11-27 Rolls Royce Gas-turbine engine with reheat combustion equipment
US2692014A (en) * 1952-03-18 1954-10-19 Jet Heet Inc Burner for liquid and gaseous fuels
US2689453A (en) * 1952-12-11 1954-09-21 Esther C Goddard Tangential sheet cooling of internal-combustion chambers
US2837893A (en) * 1952-12-12 1958-06-10 Phillips Petroleum Co Automatic primary and secondary air flow regulation for gas turbine combustion chamber
DE1021646B (de) * 1953-12-07 1957-12-27 Gen Elek C Company Brennkammer
US3027717A (en) * 1954-01-13 1962-04-03 Gen Motors Corp Gas turbine
US2907171A (en) * 1954-02-15 1959-10-06 Lysholm Alf Combustion chamber inlet for thermal power plants
US2999359A (en) * 1956-04-25 1961-09-12 Rolls Royce Combustion equipment of gas-turbine engines
US2878644A (en) * 1956-05-01 1959-03-24 Experiment Inc Sonic velocity submerged combustion burner
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