CN1676902A - Controlled pressure fuel nozzle system - Google Patents

Abstract

A fuel injector (10) of a multi-stage gas turbine fuel supply fuel system includes at least first and second-stage fuel injection lines (411 and 412) having first and second fuel injection points (413 and 414), at least the first and second fuel nozzle valves (415 and 416), which are connected to first and second stage fuel injection lines (411 and 412) are controllably connected respectively. A single fuel supply manifold (409) is connected to all fuel nozzle valves (415 and 416). A single fuel signal manifold (16) is controllably connected to all of the first and second fuel nozzle valves (415 and 416). The fuel injector (10) includes a valve housing (43) that houses fuel nozzle valves (415 and 416).

Description

Controlled Pressure Fuel Nozzle Injector

technical field

This invention relates generally to fuel injectors for gas turbine combustors, and more particularly to fuel injectors for use in staged fuel delivery systems.

Background technique

To reduce emissions, gas turbines employ lean-burn combustors that require individual fuel lines to be opened and closed over a range of operating conditions, including engine power levels and environmental factors. This is commonly known as fuel staging and it entails maintaining the engine's local air-fuel ratio within a narrow range, the upper limit of which is determined by _NOx emissions and the lower limit is determined by the flameout boundary.

Existing engines employ multiple independently controlled centralized staging valves for multiple fuel supply manifolds that deliver fuel to the fuel nozzles. One fuel supply manifold is used per stage, so each fuel nozzle has multiple fuel supply ports, one port per stage. To prevent coking, the fuel must either be drained from the unstaged manifold or circulate continuously through this manifold. Such multi-manifold fuel systems are complex and require annular or curved fuel supply tubes of various shapes and sizes to supply fuel to the different stages of fuel nozzles. It would be desirable to have a fuel system having a single fuel manifold and fuel injectors comprising different stages of fuel nozzles.

Fuel systems with multiple centralized staging valves are expensive, and engine designers are always striving to design a fuel system with better operational responsiveness and more reliability. Centrally staged fuel systems slow down during the acceleration phase because in this system the unstaged fuel manifold must be pressurized and the empty volume filled before the fuel flows in the lines. It is highly desirable to reduce the reduction in speed.

For example, fuel injectors in gas turbines direct pressurized fuel from a manifold into one or more combustion chambers. The fuel injectors also prepare the fuel to mix with air prior to combustion. Each injector typically has an inlet assembly connected to the manifold, a tubular extension or stem attached to one end of the assembly, and one or more injection nozzles attached to the other end of the stem for introducing injected fuel into the combustion chamber . A fuel tube or passage (eg, a hose, conduit, or cylindrical passage) extends through the rod to feed fuel from the inlet device into the nozzle. Suitable valves and/or flow dividers are provided to direct and control the flow of fuel through the nozzles. The fuel injectors are usually arranged in an evenly spaced annular arrangement to distribute (inject) fuel into the combustion chamber in a uniform manner.

Contents of the invention

A fuel injector of a multi-stage gas turbine fuel supply system includes at least first and second stage fuel injection lines. Each of the first and second stage fuel injection lines has first and second fuel injection points, respectively, and at least first and second fuel nozzle valves, which are connectable to the first and second stage fuel injection lines, respectively. Connected to ground. The first and second fuel nozzle valves operate open at different first and second opening pressures, respectively. First and second fuel nozzle valves are disposed within a valve housing of an injector that includes a single fuel supply connector connected in fuel supply relationship to the first and second nozzle valves, and in pressure supply relationship to the first and second fuel nozzle valves. Single fuel signal connector to the second fuel nozzle valve.

In one embodiment of the fuel injector, the first fuel injection point of the first stage fuel injector line is a top orifice in a fuel injector tip of a pilot nozzle of the fuel injector. The second fuel injection point of the second-stage fuel injector pipeline is the injection hole of the main nozzle of the fuel injector. The system also includes a third stage fuel injection line having a third fuel injection point in the fuel injector. A third fuel injection point is also located in the main nozzle of the fuel injector.

Description of drawings

FIG. 1 shows a schematic diagram of a fuel supply system for a multi-stage gas turbine having only a single fuel supply manifold and a single fuel signal manifold.

Figure 2 shows a schematic diagram of a fuel supply system for a three-stage gas turbine having only a single fuel supply manifold and a single fuel signal manifold.

FIG. 3 shows a schematic diagram of a fuel supply system for a gas turbine with dual secondary fuel injectors having only a single fuel supply manifold.

FIG. 4 shows a schematic diagram of a fuel supply system of a gas turbine with dual three-stage fuel injectors having only a single fuel supply manifold.

5 shows a cross-sectional view of a gas turbine combustor with a three-stage fuel injector according to an exemplary embodiment of the present invention.

FIG. 6 shows an enlarged cross-sectional view of a fuel injector having the fuel nozzle assembly shown in FIG. 5 .

FIG. 7 shows an enlarged cross-sectional view of the fuel nozzle assembly shown in FIG. 6 .

FIG. 8 shows a perspective view of the fuel injector shown in FIG. 6 .

Figure 9 shows a cross-sectional view of the fuel ribbon taken along line 9-9 shown in Figure 6 .

FIG. 10 shows a top view of the flat panel shown in FIG. 5 used to form the fuel ribbon.

FIG. 11 shows a schematic view of the fuel line of the fuel injector shown in FIG. 5 .

FIG. 12 shows a perspective view of the fuel belt with fuel lines shown in FIG. 11 .

Figures 13-16 are schematic diagrams of two valves showing the operation of a two-valve three-stage gas turbine fuel supply system employed representing only a single fuel supply manifold and a single fuel signal manifold.

Detailed ways

Shown in FIG. 1 is an exemplary embodiment of a multi-stage gas turbine fuel supply system 8 that provides fuel to a first-stage fuel injection line 411 and a second-stage fuel injection line 411 in each of a plurality of fuel injectors 10. stage fuel injection line 412. Each of the first-stage fuel injection line 411 and the second-stage fuel injection line 412 has a first fuel injection point 413 and a second fuel injection point 414 . The first fuel nozzle valve 415 and the second fuel nozzle valve 416 are controllably connected to the first stage fuel injection line 411 and the second stage fuel injection line 412 respectively. Fuel supply line 431 includes a single fuel supply manifold 409 connected in fuel supply relationship to all of fuel nozzle valves 415 and 416 . The first fuel nozzle valve 415 and the second fuel nozzle valve 416 operate open at different first opening pressures 419 and second opening pressures 420 , respectively, as indicated by the different arrow lengths representing the different opening pressures. All of the first fuel nozzle valve 415 and the second fuel nozzle valve 416 are controllably connected to a single fuel signal manifold 16 in signal line 433 .

A more specific exemplary embodiment of a fuel injector 10 is shown in FIG. 1, which includes a first fuel injection point 413 of a first stage fuel injection line 411, wherein the first fuel injection point 413 is shown in FIG. 5 and FIG. 7 shows the top orifice 55 in the fuel injector tip 57 of the pilot nozzle 58 of the fuel injector 10. The second fuel injection point 414 of the second stage fuel injection line 412 is the injection hole 106 in the main nozzle 59 of the fuel injector 10 shown in FIGS. 5 and 7 . As shown in FIG. 2 , system 8 also includes a third stage fuel injection line 460 having a third fuel injection point 462 located in fuel injector 10 . A third fuel nozzle valve 480 having a third opening pressure 482 is located in the third stage fuel injection line 460 . The system may have more than three stages of fuel injection lines 460 and more than three stages of fuel injection points 462 in fuel injectors 10 .

The exemplary embodiment of the system 8 shown in FIGS. 1 and 2 also includes a differential pressure measuring device 418, which is used to detect the signal pressure 417 in the signal line 433 and the fuel supply pressure in the fuel supply line 431. The differential pressure between 427 DCPFN. A fuel controller 421 in feedback signal relationship with the differential pressure measuring device 418 controls a pressure regulator 422 and the pressure regulator is controllably connected to the fuel controller 421 . The fuel controller 421 controls and regulates the pressure through the signal line 433 by controlling the pressure regulator 422 to control the opening pressure fed to the fuel nozzle valves from the individual fuel signal manifold 16 in the signal line 433 . When the pressure in the signal line 433 equals or exceeds the first opening pressure 419, the first fuel nozzle valve 415 opens and remains open. When the pressure in the signal line 433 equals or exceeds the second opening pressure 420, the second fuel nozzle valve 416 opens and remains open. This eliminates the need for multiple fuel and signal lines for each injector in each stage.

Fuel pump 441 is connected in fuel supply relationship to fuel metering valve 437 which is connected in fuel supply relationship to fuel supply manifold 409 . The fuel metering valve 437 is controllably connected to the fuel controller 421 . The first pressure input line 435 is between the pressure regulator 422 and the signal line 433 and leads to the differential pressure measuring device 418 . A second pressure input line 436 leads from a point on fuel supply line 431 between fuel metering valve 437 and fuel supply manifold 409 to differential pressure measuring device 418 . The differential pressure measuring device 418 is typically a pressure sensor. This pressure sensor can be mechanical or electrical.

Fuel pump 441 has a pump outlet 443 which is connected in fuel pressure supply relationship to pressure regulator 422 and is also connected in fuel supply relationship to fuel metering valve 437 . Pressure regulator 422 is used in transient or operational conditions and is also connected in a pressure drop relationship to boost pump inlet 452 and boost pump 451 via pressure regulator return line 450 . The pressure regulator 422 is a three-way servo and is operative to open the pressure regulator return line 450 when the pressure regulator 422 is in the closed or disconnected position. Note that the closed or disconnected position of the pressure regulator 422 does not mean that the passage of the fuel signal manifold 16 is completely closed. The pump bypass line 439 leads from the pump outlet 443 to the pump bypass line inlet 440 and the fuel pump 441 with a bypass valve 445 therebetween. Fuel signal return line 447 leads from fuel signal manifold 16 to fuel signal return inlet 442 and fuel pump 441 . A return line nozzle 449 is provided in the fuel signal return line 447 . Return line orifice 449 allows fuel to maintain flow in signal manifold 409 and avoids coking in the nozzle and reduces pressure gain through pressure regulator 422 during engine operation. Fuel pump 441 includes booster pump 451 upstream of and in continuous flow relationship with main pump 453 . The pump bypass line inlet 440 is provided between the booster pump 451 and the main pump 453 . Fuel signal return line 447 leads from fuel signal manifold 16 to fuel signal return inlet 442 and fuel pump 441 at boost pump inlet 452 and then to boost pump 451 .

3 and 4 show an exemplary embodiment of a multi-stage gas turbine controllable-pressure fuel supply system 8 , which has two or more sets of fuel injectors 10 . The illustrated system 8 provides fuel to a first stage fuel injection line 411 and a second stage fuel injection line 412 in each of a first plurality 406 and a second plurality 408 of fuel injectors 10 , respectively. Each of the first and second sets, or if more are provided, may be opened or closed with the other set or sets open. This can be used for circumferential staging. The system 8 shown in Figure 3 is for a double secondary system and the system 8 shown in Figure 4 is for a double tertiary system. As shown in Figures 3 and 4, a fuel supply line 431 that may be used in dual secondary and tertiary systems includes a single fuel supply manifold 409 that is in fuel supply relationship with all of the fuel nozzle valves 415 and 416 In connection, the fuel nozzle valve is used to control the first fuel injection point 413 and the second fuel injection point 414 of the first group 406 and the second group 408 of fuel injectors 10 . The first group 406 of fuel injectors 10 is interdigitated with the second group 408 of fuel injectors 10 such that circumferentially adjacent fuel injectors 10 are injected with different fuels from the first group 406 and the second group 408 of fuel injectors 10 Device 10 is formed.

The first fuel nozzle valve 415 and the second fuel nozzle valve 416 operate open at different first opening pressures 419 and second opening pressures 420, respectively, wherein the different opening pressures are as shown by FIG. Indicated by different arrow lengths in . The opening pressures of the first nozzle valve 415 and the second nozzle valve 416 for the first group 406 and the second group 408 of fuel injectors 10 may be the same or different. Alternatively, for the first and second groups 406 and 408, their opening and closing times may be set to be the same or different.

In the first group 406 of fuel injectors 10, the first fuel nozzle valve 415 and the second fuel nozzle valve 416 for the first group 406 of fuel injectors 10 are in fuel supply relationship to the first fuel injection point 413 and the second fuel injection point 413, respectively. Fuel injection points 414 are controllably connected. The first fuel nozzle valve 415 and the second fuel nozzle valve 416 of the first group 406 of fuel injectors 10 can be connected to the first fuel signal manifold 456 in the first signal line 464 for the first group 406 of fuel injectors 10 connected to the ground. The first fuel injection valve 415 and the second fuel injection valve 416 of the second group 408 of fuel injectors 10 are in fuel supply relationship with the first fuel injection point 413 and the second fuel injection point 413 in the second group 408 of fuel injectors 10, respectively. Points 414 are controllably connected. The first fuel injection valve 415 and the second fuel injection valve 416 for the second group 408 of fuel injectors 10 and the second fuel signal manifold 458 in the second signal line 478 of the second group 408 of fuel injectors 10 can be connected to the ground. Fuel pump 441 is connected in fuel supply relationship to fuel metering valve 437 which is connected in fuel supply relationship to fuel supply manifold 409 . The fuel metering valve 437 in this embodiment is provided in the fuel controller 421 and controlled by the fuel controller 421 . The fuel controller 421 also includes and controls a valve bypass valve 445 in a pump bypass line 439 that leads from the pump outlet 443 to the pump bypass line inlet 440 and the fuel pump 441 . First signal fuel return line 347 and second signal fuel return line 348 lead from first fuel signal manifold 456 and second fuel signal manifold 458 to fuel signal return inlet 442 of fuel pump 441 and to fuel pump 441 , respectively. A first return line hole 349 and a second return line hole 350 are provided in the first signal fuel return line 347 and the second signal fuel return line 348 , respectively.

The system 8 shown in FIGS. 3 and 4 also includes a first differential pressure measuring device 468, which is used to detect the first signal pressure 472 in the first signal line 464 and the fuel supply pressure 427 in the fuel supply line 431. The first differential pressure between DCPFN1. The second differential pressure measuring device 470 is used to detect the second differential pressure DCPFN2 between the second signal pressure 474 in the second signal line 478 and the fuel supply pressure 427 in the fuel supply line 431 . The fuel nozzle controller 423 in feedback signal relationship with the first differential pressure measuring device 468 and the second differential pressure measuring device 470 controls the first pressure regulator 492 and the second pressure regulator 494 respectively, and these pressure regulators and the fuel The nozzle controller 423 is controllably coupled. The fuel nozzle controller 423 controls and regulates the pressure through the first signal line 464 and the second signal line 478 by controlling the first pressure regulator 492 and the second pressure regulator 494, thereby controlling the pressure sent to the fuel nozzle valve, thereby to turn it on and off. When the pressure in the signal line 433 equals or exceeds the first opening pressure 419, the first fuel nozzle valve 415 opens and remains open. When the pressure in the signal line 433 equals or exceeds the second opening pressure 420, the second fuel nozzle valve 416 opens and remains open. The system 8 shown in FIG. 4 includes a tertiary fuel injection line 460 having a third fuel injection point 462 in the fuel injector 10 . A third fuel nozzle valve 480 having a third opening pressure 482 is located in the third stage fuel injection line 460 . The system may have more than three stages of fuel injection lines 460 and more than three stages of fuel injection points 462 in fuel injectors 10 .

FIG. 5 shows an exemplary embodiment of a combustor 15 including a combustion zone 18 defined between annular, radially outer liners 20 and radially inner liners 22, respectively. The outer liner 20 and the inner liner 22 are located radially inwardly of an annular combustor casing 26 which extends circumferentially around the outer liner 20 and the inner liner 22 . Combustor 15 also includes an annular cover 34 disposed upstream of outer liner 20 and inner liner 22 . This cover 34 defines the upstream end 36 of the combustion zone 18 and a number of mixer devices 40 (only one shown) are arranged circumferentially around the cover 34 . Each mixer device 40 supports a pilot nozzle 58 and a main nozzle 59 of a fuel injector 10 respectively. The mixer device 40 delivers a mixture of fuel and air into the combustion zone 18 together with the pilot nozzles and the main nozzles. Each mixer device 40 has a nozzle axis 52 around which a pilot nozzle 58 and a main nozzle 59 are located.

The exemplary fuel injector 10 shown in FIG. 5 has three fuel valve seats 19 designed to accommodate a first fuel nozzle valve 415, a second fuel nozzle valve 416 and a third fuel nozzle valve 480. , the three fuel nozzle valves are located in the valve housing 43 of the fuel injector 10 . The first, second and third stage fuel injection lines 411, 412, 460 are more particularly available as pilot fuel lines for the pilot nozzle 58 shown in Fig. 5, Fig. 6 and Fig. 7 respectively 288 and the first and second fuel lines 280 and 282 for the main nozzle 59 of the fuel injector 10 . First, second and third fuel nozzle valves 415, 416 and 480 (not shown in FIGS. 5-7 ) controllably supply fuel from a single fuel supply manifold 409 to pilot fuel line 288, main nozzle fuel line 288, respectively. First fuel line 280 and main nozzle second fuel line 282 . The first fuel injection point 413 of the first stage fuel injection line 411 is the top orifice 55 within the fuel injector tip 57 of the pilot nozzle 58 in the fuel injector 10 . Second and third fuel injection points 414 and 462 are injection holes 106 in main nozzle first and second fuel lines 280 and 282 in main nozzle 59 of fuel injector 10 .

13-16 show schematic diagrams of a two-valve three-stage gas turbine fuel supply system 8 . First and second fuel nozzle valves 415 and 416 are used to controllably supply fuel to the top orifice 55 in the fuel injector tip 57 of the pilot nozzle 58 and the orifice in the main nozzle 59 of the fuel injector 10, respectively. 106 in. Second fuel nozzle valve 416 includes a main fuel inlet 502 connected in fueling relationship to main fuel outlet 506 and an auxiliary pilot inlet 500 connected in fueling relationship to auxiliary pilot outlet 504 . The second coil 508 is slidably disposed within the second fuel nozzle valve 416 and includes an upper peripheral passage 509 and a lower peripheral passage 511 surrounding the second coil 508 .

A single fuel supply manifold 409 is connected to the main fuel inlet 502 and the auxiliary pilot inlet 500 in fuel supply relationship. The main fuel inlet 502 is connected in fuel supply relationship to the main fuel outlet 506 through a lower peripheral passage 511 surrounding the second coil 508 . The auxiliary fuel inlet 500 is connected in fuel supply relationship to the auxiliary fuel outlet 504 through an upper peripheral passage 509 surrounding the second coil 508 . The auxiliary pilot inlet 500 provides a pilot cutback on the second valve 416 , reducing fuel flow to the first valve and subsequently to the pilot nozzle 58 . The second coil 508 is biased by the second spring 507 and is moved by the pressure difference DCPFN between the signal pressure 417 in the signal line 433 and the fuel supply pressure 427 in the fuel supply line 431 .

A first coil 514 having a third peripheral passage 515 is slidably disposed inside the first fuel nozzle valve 415 . The first fuel nozzle valve 415 includes a pilot fuel inlet 510 connected in fuel supply relationship to a pilot fuel outlet 512 via a third peripheral passage 515 . A single fuel supply manifold 409 and an auxiliary pilot outlet 504 of the second valve 416 are connected in fueling relationship to a pilot fuel inlet 510 . The first coil 514 is biased by the first spring 517 and is moved by the pressure difference DCPFN between the signal pressure 417 in the signal line 433 and the fuel supply pressure 427 in the fuel supply line 431 . The first and second springs 517 and 507 have different resistances and thus can provide different opening pressures to the first and second fuel nozzle valves 415 and 416 .

Figure 13 shows both the first and second fuel nozzle valves 415 and 416 in the closed position due to the pressure differential between the signal pressure 417 in the signal line 433 and the fuel supply pressure 427 in the fuel supply line 431 DCPFN is 0. A cutback orifice 524 in the signal line 433 between the first fuel nozzle valve 415 and the fuel signal manifold 16 prevents shock or unwanted high pressure vibrations in the signal line 433 and the fuel signal manifold 16 . The second coil 508 in the second fuel nozzle valve 416 blocks fuel flow through the main fuel inlet 502 and onto the main nozzle 59 . A first coil 514 in the first fuel nozzle valve 415 blocks fuel flow through the pilot fuel inlet 510 and onto the pilot nozzle 58 .

FIG. 14 shows first and second fuel nozzle valves 415 and 416 configured with no main fuel nozzle fuel flowing into main nozzle 59 and relatively high or sufficient pilot fuel flow into pilot nozzle 58 . The second coil 508 is located in the second fuel nozzle valve 416 to prevent fuel from flowing through the main fuel inlet 502 and onto the main nozzle 59 . This position of the second coil 508 allows fuel to flow through the auxiliary pilot inlet 500 and the peripheral channel 509 surrounding the second coil 508 into the auxiliary pilot outlet 504 and the auxiliary nozzle 58 . The first coil 514 in the first fuel nozzle valve 415 is configured to allow fuel to flow into the pilot nozzle 58 directly from the single fuel signal line 16 through the return hole 524 and from the auxiliary pilot outlet 504 through the auxiliary fuel inlet 510 . This mode or phase of operation has sufficient fuel flow through the pilot nozzle 58 and no fuel flow through the main nozzle 59 .

FIG. 15 shows first and second fuel nozzle valves 415 and 416 , which are set for sufficient main nozzle fuel flow into main nozzle 59 and relatively high pilot fuel flow into pilot nozzle 58 . The second coil 508 is located in the second fuel nozzle valve 416 to allow fuel to flow through the main fuel inlet 502 into the main nozzle 59 and through the auxiliary pilot inlet 500 through the peripheral passage 509 surrounding the second coil 508 Flows into the auxiliary pilot outlet 504 and the pilot nozzle 58 . The first coil 514 in the first fuel nozzle valve 415 is configured to allow fuel to flow into the pilot nozzle directly from the single fuel signal line 16 through the return hole 524 and from the auxiliary pilot fuel outlet 504 through the auxiliary pilot fuel inlet 510 58 in. This mode or phase of operation causes sufficient fuel to flow through the pilot nozzle 58 and sufficient fuel to also flow through the main nozzle 59 .

FIG. 16 shows first and second fuel nozzle valves 415 and 416 which are set for sufficient main nozzle fuel flow into main nozzle 59 and relatively low or partial pilot fuel flow into pilot nozzle 58 . This mode is also known as pilot reduction mode. A second coil 511 is disposed in the second fuel nozzle valve 416 to allow fuel to pass through the main fuel inlet 502 and into the main nozzle 59 . The position of the second coil 511 in the second fuel nozzle valve 416 can also prevent fuel from flowing through the auxiliary pilot inlet 500 into the auxiliary pilot outlet 504 and ultimately to the pilot nozzle 58 . The position of the first coil 515 in the first fuel nozzle valve 415 allows fuel to flow directly from the single fuel signal line 16 and through the auxiliary fuel inlet 510 to the pilot nozzle 58 through the return hole 524 . Consequently, the pilot nozzle 58 cannot achieve the fullest possible fuel flow available to the system 8 .

An exemplary embodiment of a fuel injector 10 as shown in FIGS. 5 and 6 has a fuel nozzle assembly 12 (possibly employing more than one radially spaced nozzle assembly) that includes a pilot nozzle 58 and Main nozzles 59, which can respectively introduce fuel into the combustion zone of the combustion chamber of the gas turbine. Combustion injector 10 includes a nozzle mount or flange 30 adapted to be secured and sealed to combustor housing 26 . The hollow rod 32 is integral with or fixed to the flange 30 (for example by brazing or welding) and supports the fuel nozzle arrangement 12 and the mixer arrangement 40 .

As shown in Figures 6 and 8, the hollow rod 32 has an inlet assembly 41 disposed on or within the open upper end of the chamber 39 and is integral with the flange or fixed to the flange 30, such as by brazing. superior. The inlet assembly 41 is part of a valve sleeve 43 from which the hollow rod 32 depends. Valve housing 43 includes a single fuel signal connector 484 for connecting single fuel supply line 409 to first, second and third fuel nozzle valves 415 , 416 and 480 . As shown in FIGS. 2 and 11, the valve housing 43 also includes a single fuel supply connector 486 for connecting a single fuel signal manifold 16 to the first, second, and third fuel nozzle valves 415, 416 and 480. .

Inlet assembly 41 is operable to receive fuel for combustion and to receive pressure signals from fuel supply manifold 409 and fuel signal manifold 16 to open nozzle valves, respectively. First, second and third fuel nozzle valves 415, 416 and 480 control the flow of fuel through the main nozzle first and second fuel lines 280 and 282 to supply fuel to the main nozzle fuel line leading to the injection hole 106 Road 102. As shown in FIGS. 6 and 7 , the second fuel injection point 414 of the second stage fuel injection line 412 is the top nozzle hole 55 in the injector tip 57 of the pilot nozzle 58 of the fuel injector 10 .

The nozzle assembly 12 includes a pilot nozzle 58 and a main nozzle 59 , respectively. Generally speaking, the pilot nozzle 58 and the main nozzle 59 are used under normal and extreme power conditions, while only the pilot nozzle is used during the initial phase and part power phase. A flexible fuel injector line 60 having at least one elongated supply strip 62 is used to supply fuel from the inlet arrangement 41 into the nozzle arrangement 12 . The supply belt 62 is flexible and is formed of a material that is not adversely affected by exposure to burner temperatures in the combustion chamber.

As shown in FIGS. 9 and 10, the feeder belt 62 has a pair of first and second flat plates 76 and 78 joined together and extending longitudinally. Each of the first and second plates 76 and 78 has a row 80 of transversely spaced apart and longitudinally extending parallel grooves 84 . The plates are brought together such that opposing slots 84 in each plate align to form internal fuel flow passages 90 from inlet end 66 to outlet end 69 of a supply strip 62 and through supply strip 62 . As also shown in FIGS. 6 and 7 , pilot nozzle extension 54 extends rearwardly from main nozzle 59 and is fluidly connected to fuel injector tip 57 of pilot nozzle 58 through pilot supply tube 56 . Fuel injector tip 57 has tip orifice 55 which is the fuel injection point for pilot fuel line 288 . Pilot fuel line 288 , main nozzle first fuel line 280 and main nozzle second fuel line 282 are formed by internal fuel flow passage 90 through supply strip 62 . As shown in FIGS. 6 and 7 , the supply belt 62 supplies fuel into the main nozzle 59 and the pilot nozzle 58 .

As shown in FIG. 6 , the feed belt 62 has a generally straight and radially extending intermediate portion 64 between an inlet end 66 and an outlet end 69 . The straight header 104 of the fuel injector line 60 extends transversely (in an axially rearward direction) and away from the outlet end 69 of the intermediate portion 64 and leads to an annular main nozzle 59 which is fixed so that prevents it from shifting. The inlet port 66 is fixed inside the valve sleeve 43 . Cap 104 is generally parallel to nozzle axis 52 and opens into main nozzle 59 . As shown in FIG. 9 , the supply belt 62 is elongated and substantially planar in shape and has substantially parallel first and second sides 70 and 71 and a rectangular cross-sectional shape 74 .

6 and 12, the inlet 63 at the inlet end 66 of the supply belt 62 is in fluid flow communication or fluid connection with the first and second fuel inlets 46 and 47, respectively, and the fuel is directly introduced into the inlet assembly 41. into the main nozzle line 102 and the pilot fuel line 288 . Inlets feed fuel into the pilot nozzles 58 and main nozzles 59 in the nozzle assembly 12 through a plurality of internal fuel flow passages 90 in the feed strip 62, while cooling lines are also provided for thermal management in the nozzle assembly. As shown in Figures 11 and 12, the top cover 104 of the nozzle assembly 12 receives fuel from the supply belt 62 and delivers fuel to the main nozzle 59, and at the junction, delivers fuel to the pilot nozzle through the main nozzle fuel line 102. 58 in.

As shown in Figures 5, 6 and 12, the feed belt 62, the main nozzles 59 and the header 104 therebetween are integrally formed from first and second longitudinally extending flat plates 76 and 78. The main nozzle 59 and the header 104 may be considered elements of the feed belt 62 . The fuel flow passage 90 of the main nozzle fuel line 102 extends through the supply strip 62 , the manifold 104 and the main nozzle 59 . The fuel passage 90 of the main nozzle fuel line 102 opens into the injection hole 106 and feeds fuel into the pilot nozzle 58 through the pilot nozzle extension 54 which is fluidly connected to the pilot nozzle in operation. On the supply line 56, as shown in FIGS. 9 and 10. Parallel grooves 84 in the fuel flow passage 90 of the main nozzle fuel supply line 102 are etched into adjacent surfaces 210 of the first and second plates 76 and 78 .

As shown in FIGS. 9-12, in the main nozzle 59, each of the first and second fuel lines 280 and 282 of the main nozzle includes annular branch pipes (legs) 284 and 284 extending clockwise and counterclockwise, respectively. 286. Orifices 106 pass through one or both of first and second plates 76 and 78 and extend from annular branches 284 and 286 . The orifice 106 extends radially outwardly through the first plate 76 of the main nozzle 59 which is radially outward of one of the first and second plates 76 and 78 . The annular branches 284 and 286 extending in a clockwise and counterclockwise ring have parallel first and second waves 290, 292, respectively. The orifices 106 are alternately located on one of the first and second bellows 290 and 292 so as to be generally annularly arranged along the circle 300 . The first and second fuel nozzle valves 415 and 416 control the fuel flow to the clockwise and counterclockwise annular branches 284 and 286 in the main nozzle's first and second fuel lines 280 and 282 in the main nozzle 59. supply. Therefore, when the injection hole 106 located in the other of the first and second bellows 290 and 292 injects fuel, the injection hole 106 located in one of the first and second bellows 290 and 292 can be closed, thereby making the injection hole 106 located in the other one of the first and second bellows 290 and 292 The injection holes 106 around the circle 300 in the other bellows or the injection holes 106 in both bellows are alternately supplied with fuel for combustion. The main nozzle fuel line 102 also includes an annular pilot fuel line 288 that supplies fuel to the pilot nozzle extension 54 . Annular pilot fuel line 288 includes annular pilot legs 294 and 296 extending clockwise and counterclockwise in primary nozzle 59 , respectively. Information on nozzle arrangements and fuel lines positioned between bonded plates is provided in US Patent No. 6,321,541.

As shown in FIGS. 11 and 12 , an internal fuel flow passage 90 extending down the length of the supply strip 62 is used to supply fuel into the main nozzle fuel line 102 . Fuel entering the feed strip 62 and each internal fuel flow passage 90 in the top cover 104 and into the pilot nozzle 58 and main nozzle 59 is controlled by first, second and third fuel nozzle valves 415 , 416 and 480 . The head cap 104 of the nozzle arrangement 12 receives fuel from the supply belt 62 and delivers the fuel into the main nozzles 59 . The main nozzle 59 is annular and has a cylindrical shape or structure.

As shown in Figures 9 and 10, the flow channels, openings and various components of the jetting devices in plates 76 and 78 may be formed by any suitable means, such as etching, and more particularly, chemical etching. Chemical etching of such plates is well known to those skilled in the art and is described, for example, in US Patent No. 5,435,884. The etching of the flat plate can form very fine, well-defined and complex openings and channels, which allows multiple fuel lines to be provided in the supply strip 62 and the main nozzle 59 while maintaining the small cross-section of these components. . Plates 76 and 78 are bonded together in face-to-face contact using a bonding process such as brazing or diffusion bonding. These bonding processes are well known to those skilled in the art and provide a very secure connection between the different panels. Diffusion bonding is particularly effective because it results in boundary overlap (atom exchange) between adjacent layers.

As shown in Figures 5 and 7, each mixer assembly 40 includes a pilot mixer 142, a main mixer 144, and a center body 143 extending between the pilot mixer and the main mixer. The center body 143 defines a cavity 150 which is fluidly connected to and downstream of the pilot mixer 142 . Pilot nozzle 58 is supported by center body 143 inside cavity 150 . Pilot nozzle 58 is designed to inject fuel droplets into cavity 150 downstream. The main mixer 144 includes a main radial swirl nozzle 180 upstream of a main radial swirl nozzle 182 located upstream from the spray orifice 106 . The pilot mixer 142 includes a pair of concentrically disposed pilot swirler nozzles 160 . The pilot swirler 160 is shown as an axial swirler and includes an inner pilot swirler 162 and an outer pilot swirler 164 . Internal pilot swirler 162 is annular and is disposed circumferentially about pilot nozzle 58 . Each of the inner pilot swirler 162 and outer pilot swirler 164 includes a plurality of inner pilot swirler vanes 166 and outer pilot swirl vanes 168, respectively, which are disposed on the pilot nozzle 58 upstream position.

More particularly, as shown in FIG. 7 , an annular pilot swirler 170 is disposed radially between the inner and outer pilot swirlers 162 and 164 and flows from the inner and outer pilot swirlers 162 and 164 to downstream extension. The pilot splitter 170 is designed to separate the pilot mixed air flow 154 flowing through the inner pilot swirler 162 from the air flow flowing through the outer pilot swirler 164 . Diverter 170 has a tapered interior surface 174 that provides a fuel film surface at low engine power. The flow splitter 170 also reduces the axial velocity of the pilot mixer gas stream 154 passing through the pilot mixer 142 to allow recirculation of the hot gases. The inner piloted swirler vanes 166 are arranged to cause the air flow to swirl therebetween in the same direction as the airflow flowing through the outer piloted swirler vanes 168, or in a first circumferential direction, which is the same direction as the outer piloted swirler vanes 168. The combustion swirler vanes 168 oppose the second circumferential direction in which the air flows to create a swirl.

More particularly as shown in FIG. 5 , primary mixer 144 includes an annular primary nozzle housing 190 that defines an annular cavity 192 . The main mixer 144 is a radial inflow mixer that is concentrically aligned with respect to the pilot mixer 142 and extends circumferentially around the pilot mixer 142 . The main mixer 144 generates a swirling main mixer airflow 156 along the nozzle housing 190 . The annular main nozzle 59 is disposed between the pilot mixer 142 and the main mixer 144 along the circumferential direction. More particularly, the main nozzle 59 extends in a circumferential direction around the pilot mixer 142 and is located radially outside the central body 143 and inside the annular chamber 192 of the nozzle housing 190 .

More particularly as shown in FIG. 7 , the nozzle housing 190 includes an injection well 220 through which fuel is injected from the orifice 106 of the main nozzle 59 into the main mixer gas stream 156 . Annular radially inner and outer heat shields 194 and 196 are disposed radially between the main nozzle 59 of the nozzle housing 190 and the outer annular nozzle wall 172 . Inner and outer heat shields 194 and 196 include radially inner and outer walls 202, 204, respectively, with a 360 degree annular gap 200 therebetween. Each of the inner and outer heat shields 194 and 196 includes a number of openings 206 aligned with the injection holes 106 and injection well bores 220 . Inner and outer heat shields 194 and 196 are secured to hollow rod 32 by suitable means such as welding or brazing.

Primary nozzle 59 and orifice 106 inject fuel radially outwardly into cavity 192 through openings 206 in inner and outer heat shields 194 and 196 . An annular telescoping seal 208 is provided in each set of openings 206 in the inner heat shield 194 aligned with each orifice 106 to prevent cross flow through the annular gap 200 . An annular slip joint seal 208 may be secured to the inner wall 202 of the inner heat shield 194 by brazing or other methods.

See U.S. Patent Application Nos. 10/161,911, filed June 4, 2002, entitled "Laminated Fuel Ribbons for Fuel Injectors"; Differential Pressure Induced Cleaning of Fuel Injectors" US Patent Application 10/422,265. and U.S. Patent Application No. 10/356,009, filed January 31, 2003, entitled "Cooled Purge Fuel Injectors," for background information on nozzle assemblies and fuel lines located between bonded plates .

Preferred and exemplary embodiments of the present invention have been described herein, and other modifications derived from the teachings of the present invention will be apparent to those skilled in the art, and all such modifications are therefore claimed in the appended claims Modifications are within the true spirit and scope of the invention. What the United States Patent is intended to protect, therefore, is the invention as defined and distinguished in the following claims.

Claims (10)

1. fuel injector (10), it comprises:

Valve pocket (43),

Hang on the hollow stem (32) on the described valve pocket (43),

The fuel nozzle assembly (12) that at least one is supported by described bar,

At least the first and second grades of fuel injection pipe roads (411 and 412) in fuel injector (10),

Each of described first and second grades of fuel injection pipe roads (411 and 412) all has first and second fuel injection point (413 and 414),

At least the first and second fuel nozzle valves (415 and 416) that controllably link to each other with described first and second grades of fuel injection pipe roads (411 and 412) respectively,

The described first and second fuel nozzle valves (415 and 416) can be respectively opened under the pressure (419 and 420) operation different first and second and are opened,

Described valve pocket (43) comprises single fuel supply connector (484) and single fuel signal connector (486), described fuel supply connector (484) links to each other with the described first and second fuel nozzle valves (415 and 416) with the fuel supply relation, and described fuel signal connector (486) links to each other with the described first and second fuel nozzle valves (415 and 416) with the pressure feed relation.

2. fuel injector as claimed in claim 1 (10) also comprises: first fuel injection point (413) of described first order fuel injector pipeline (411) is the top spray orifice (55) on the fuel injector top (57) of the pilot burner (58) of described fuel injector (10), and second fuel injection point (414) on fuel injection pipe road, the described second level (412) is arranged in the main nozzle (59) of each fuel injector (10).

3. fuel injector as claimed in claim 2 (10), wherein said main nozzle (50) are for annular and have and be positioned at the spray orifice (106) that radially extends that fuel injection pipe road, the second level (412) locates.

4. fuel injector as claimed in claim 3 (10) also comprises:

Extend through the inner fuel circulation passage (90) on first and second grades of fuel injection pipe roads (411 and 412) of described annular main nozzle (59),

Circumferentially from the described inner fuel circulation passage (90) that passes described main nozzle (59) at least first extend clockwise and the ring-type leg (284 and 286) that extends counterclockwise, and

First spray site (413) on described first order fuel injection pipe road (411) is positioned at the spray orifice (106) that extends through at least one flat board (76 and 78) from annular leg.

5. fuel injector as claimed in claim 4 (10), wherein said annular arm (284 and 286) has the first and second parallel ripples (290 and 292), and described spray orifice (106) alternately is arranged on of first and second Wavelet pieces (290 and 292), so that come into line along circle (300) basically.

6. fuel injector as claimed in claim 2 (10) also comprises:

Described first and second grades of fuel injection pipe roads (411 and 412) extend through fuel injector pipeline (60) at least in part,

Described fuel injection pipe road (60) extends through described bar (32) to described nozzle assembly (12) between valve pocket (43),

Described fuel injection pipe road (60) also comprises at least one supply band (62), and this supplies with band and has at least one pair of lengthwise that combines extension flat board (76 and 78),

Each flat board has parallel groove (84) spaced and that extend in the longitudinal direction, and

Described flat board combines and makes that relative groove (84) aligns in each flat board, thereby forms from entry end (66) to outlet end (69) the inner fuel circulation passage (90) by described first and second grades of fuel injection pipe roads (411 and 412) of described supply band (62) length.

7. fuel injector as claimed in claim 6 (10) also comprises:

Described inner fuel circulation passage (90) extends through described supply band (62) and described annular main nozzle (59),

Circumferentially first the clockwise and counterclockwise annular of extending at least from the described inner fuel passage (90) that passes described main nozzle (59) extend arm (284 and 286) and

First spray site (413) on described first order fuel injection pipe road (411) is arranged at least one the spray orifice (106) that extends through flat board (76 and 78) from described annular arm.

8. fuel injector (10), it comprises:

Valve pocket (43),

Hang on the hollow stem (32) of described valve pocket (43),

The fuel nozzle assembly (12) that at least one is supported by described bar,

First, second, third grade of fuel injection pipe road (411,412 and 460) in fuel injector (10),

Described first, second, third grade of fuel injection pipe road (411,412 and 460) to small part extends through fuel injector pipeline (60),

Described fuel injection pipe road (60) extends through described bar (32) to described nozzle assembly (12) between described valve pocket (43),

Each of described first, second, third grade of fuel injection pipe road (411,412 and 460) has first, second, third fuel injection point (413,414 and 462),

First, second controllably links to each other with third level fuel injection pipe road (411,412 and 460) with first, second respectively with the 3rd fuel nozzle valve (415,416 and 480),

Described first, second can be respectively opened to operate pressure (419,420 and 482) under at different first, second and the 3rd with the 3rd fuel nozzle valve (415,416 and 480) and opened,

Described valve pocket (43) comprises single fuel supply connector (484) and single fuel signal connector (486), described fuel supply connector (484) links to each other with the described first and second fuel nozzle valves (415 and 416) with the fuel supply relation, described fuel signal connector (486) links to each other with the first and second fuel nozzle valves (415 and 416) with the pressure feed relation

Described fuel injection pipe road (60) comprises single supply band (62), and this supplies with band and has flat board (the 76 and 78) veneer that a lengthwise that combines extends,

Each flat board has the parallel slot (84) that is spaced laterally apart and extends at length direction,

Flat board combines and makes that relative groove (84) aligns in each flat board, the inner fuel circulation passage (90) on formation first, second and third level fuel injection pipe road (411,412 and 460) by supplying with strip length from entry end (66) to outlet end (69).

9. fuel injector as claimed in claim 8 (10) also comprises:

First order fuel injection pipe road (411), it is the pilot fuel line (288) that is arranged in annular main nozzle (59),

Fuel injection pipe road, the second level (412), it is main nozzle first fuel conduit (280) that is arranged in annular main nozzle (59),

Third level fuel injection pipe road (460), it is for being arranged in main nozzle second fuel conduit (282) of annular main nozzle (59).

10. fuel injector as claimed in claim 9 (10) also comprises: first fuel injection point (413) on first order fuel injection pipe road (411) is the top spray orifice (55) at fuel injector top (57) of the pilot burner (58) that is positioned at fuel injector (10)

The second and the 3rd fuel injection point (414 and 462) is respectively the spray orifice (106) of main nozzle first and second fuel conduits (280 and 282) of the main nozzle (59) that is arranged in fuel injector (10).

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