Classifications

• • 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
  • F23R3/28—Continuous combustion chambers using liquid or gaseous fuel characterised by the fuel supply
  • F23R3/36—Supply of different fuels
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
  • F23D—BURNERS
  • F23D14/00—Burners for combustion of a gas, e.g. of a gas stored under pressure as a liquid
  • F23D14/46—Details
  • F23D14/60—Devices for simultaneous control of gas and combustion air
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
  • F23D—BURNERS
  • F23D17/00—Burners for combustion simultaneously or alternately of gaseous or liquid or pulverulent fuel
  • F23D17/002—Burners for combustion simultaneously or alternately of gaseous or liquid or pulverulent fuel gaseous or liquid fuel
• • 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
  • F23R3/10—Air inlet arrangements for primary air
• • 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
  • F23R3/26—Controlling the air flow
• • 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
  • F23R3/28—Continuous combustion chambers using liquid or gaseous fuel characterised by the fuel supply
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
  • F23D—BURNERS
  • F23D2204/00—Burners adapted for simultaneous or alternative combustion having more than one fuel supply
  • F23D2204/10—Burners adapted for simultaneous or alternative combustion having more than one fuel supply gaseous and liquid fuel
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
  • F23D—BURNERS
  • F23D2900/00—Special features of, or arrangements for burners using fluid fuels or solid fuels suspended in a carrier gas
  • F23D2900/14—Special features of gas burners
  • F23D2900/14004—Special features of gas burners with radially extending gas distribution spokes
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
  • F23D—BURNERS
  • F23D2900/00—Special features of, or arrangements for burners using fluid fuels or solid fuels suspended in a carrier gas
  • F23D2900/14—Special features of gas burners
  • F23D2900/14381—Single operating member opening and closing fuel and oxidant supply valves in torches
• • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
  • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
  • F23D—BURNERS
  • F23D2900/00—Special features of, or arrangements for burners using fluid fuels or solid fuels suspended in a carrier gas
  • F23D2900/14—Special features of gas burners
  • F23D2900/14481—Burner nozzles incorporating flow adjusting means
• • 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
  • F23R2900/00—Special features of, or arrangements for continuous combustion chambers; Combustion processes therefor
  • F23R2900/00002—Gas turbine combustors adapted for fuels having low heating value [LHV]

Definitions

• An injector arrangement of the type mentioned above is used, for example, in the DE 10 2022 201 182 A1
• a fuel injector for the gaseous fuel is arranged radially outward around a central air duct arranged on a nozzle longitudinal axis, and a liquid fuel injector is arranged.
• the invention is based on the object of providing an injector arrangement of the type mentioned above and an aircraft with optimized emission characteristics.
• the injector arrangement it is provided that it is designed to assume (optionally or depending on the operation), in particular two alternative configurations, between which the injector arrangement can be switched during operation, wherein the first gas channel can be flowed through in a first configuration with air, functioning as air injection, and in a second configuration with the gaseous fuel, functioning as gaseous fuel injection.
• the injector arrangement preferably has only the first gas channel as a gas fuel injection in the second configuration, no further gas fuel injection.
• the injector arrangement can be operated in a separate mode exclusively with the liquid fuel and cannot be flowed through by the gaseous fuel into the combustion chamber.
• the injector arrangement can be operated both exclusively by gaseous fuel (without liquid fuel) and simultaneously in a combined operation with flow through both the gaseous fuel and the liquid fuel, and not exclusively with the liquid fuel.
• the gaseous fuel is formed, in particular, from hydrogen or contains hydrogen.
• the liquid fuel is formed, in particular, from kerosene and/or a sustainable alternative fuel (SAF).
• the changeover is preferably carried out by switching on and/or off the flow of gaseous fuel (by applying or reducing an excess pressure compared to the air pressure prevailing in the combustion chamber), in particular by opening and/or closing a fuel valve for the gaseous fuel within the fuel periphery of the aircraft, outside the injector arrangement.
• the adjusting element is preferably arranged, in particular fastened, to the at least one closing body.
• the adjusting element can be securely mounted and/or guided on or in the closing body by means of a recess (optionally present in each case) in the closing body.
• the adjusting element is fully inserted into the recess(es) when pushed together.
• the recesses are preferably located in the same axial position, whereby, when the closing bodies are pushed together, they jointly form a cavity for receiving the adjusting element.
• an advantageous flow characteristic can be obtained by means of the injector arrangement if the air channel is designed as a second gas channel which runs radially directly (i.e. without the interposition of a further fluid channel) around the first gas channel (in other words, a second gas channel is designed as an air channel radially directly around the first gas channel), wherein, for example, its upstream end is positioned at least substantially at the axial position of the upstream end of the air inlet opening.
• a uniform introduction of the liquid fuel into the combustion chamber, without interruption during the changeover between configurations, can be ensured if the liquid fuel injection is arranged radially outwardly around the second gas channel and is designed to introduce the liquid fuel at the downstream end of the second gas channel into an air flow flowing through and/or exiting the second gas channel, in particular by means of at least one liquid fuel outlet opening opening at the downstream end of the second gas channel.
• the liquid fuel outlet opening can in particular be annular at least in sections and designed as a single outlet opening and/or comprise a plurality of discrete outlet openings.
• At least one third gas channel and preferably also a fourth gas channel is/are arranged radially outwardly around the liquid fuel injection, wherein the third gas channel is designed as a radially outer air channel and optionally the fourth gas channel is designed as a radially outermost air channel.
• the aircraft comprises at least one engine comprising an injector arrangement according to one of the preceding claims, as well as a fuel periphery comprising at least one tank device each for gaseous fuel and for liquid fuel and line means for conducting the gaseous fuel and the liquid fuel from the respective tank device to the injector arrangement, wherein in the line means at least one fuel valve is arranged in each case for controlling and/or regulating the gaseous fuel and the liquid fuel, wherein upon closing of the fuel valve for gaseous fuel, with interruption of the flow of gaseous fuel, the injector arrangement assumes a first configuration and upon opening of the fuel valve for gaseous fuel the injector arrangement assumes a second configuration.
• Fig. 1 shows, in a schematic representation in longitudinal section, an injector arrangement 100 for introducing fuel and air 30 into a combustion chamber BK of an engine, in particular of an aircraft.
• the injector arrangement 100 has an injector shaft 1 and an injector main body 22 arranged on the injector shaft 1.
• the injector main body 22 is aligned along an injector longitudinal axis L extending at an angle, in this case essentially at a right angle, to the injector shaft 1.
• the injector assembly 100 is designed to operate with two types of fuel, a gaseous fuel 31 and a liquid fuel 32.
• the fuels can be supplied to the injector assembly 100 both simultaneously (in parallel) in a combined operation and individually, in a separate operation of liquid and/or gaseous fuel.
• a gaseous fuel supply line 2 and a liquid fuel supply line 3 are arranged in the injector shaft 1.
• the two fuel supply lines 2, 3 are, for example, routed parallel to each other.
• the gaseous fuel 31 is formed, in particular, from hydrogen and/or contains hydrogen.
• the liquid fuel 32 is formed, in particular, from kerosene and/or a sustainable alternative fuel (SAF).
• the aircraft has a correspondingly equipped fuel periphery, which comprises at least one tank device for gaseous fuel 31 and liquid fuel 32 (in Fig. 1 not shown). In addition, there are conduits for conveying the gaseous fuel 31 and the liquid fuel 32 to the injector arrangement 100.
• a fuel valve 16, 16' (cf. Fig. 2 ) for controlling and/or regulating the gaseous fuel 31 and the liquid fuel 32.
• the injector assembly 100 preferably has a liquid fuel annular reservoir 8 at the downstream end of the liquid fuel supply line 3.
• a liquid fuel injector 6 is guided within the injector main body 22 to a downstream end section of the injector main body 22.
• the liquid fuel injector 6 has, for example, discrete fuel channels and/or, at least in sections, a radially circumferential, connected fuel annular channel (not shown in detail here).
• the liquid fuel injector 6 can be designed, in particular, by means of swirl elements for swirling the liquid fuel 32 (not shown here).
• Heat shields 14 can preferably be provided to shield the fuel channels of the liquid fuel injector 6 against high heat input, for example from surrounding air channels.
• the liquid fuel injector 6 has at least one liquid fuel outlet opening 60, wherein several discrete openings or a circumferential ring opening may be present.
• the injector assembly 100 comprises a first gas channel 40 arranged centrally on the injector's longitudinal axis L, which is designed and arranged to introduce a central gas flow into the combustion chamber BK.
• a flow body 12 with swirl elements can be arranged centrally on the injector's longitudinal axis L in the first gas channel 40 to impart a circumferential swirl to the central gas flow.
• a second gas channel 5 is arranged as an air channel 50, radially encircling the first gas channel 40 directly (i.e., without the interposition of another fluid channel).
• the upstream end of the air channel 50 is positioned, for example, at least substantially at the level of the upstream end of the air inlet opening 10.
• the at least one liquid fuel outlet opening 60 is arranged for injecting the liquid fuel 32 into the air flow flowing through the second air channel 50.
• the first gas channel 40 is preferably arranged in a central body 4 extending coaxially to the injector's longitudinal axis L within the second gas channel 5.
• the central body 4 is held and/or secured in the second gas channel 5, for example, by means of radially extending support elements 7 (for example, four to eight in number).
• the support elements 7 can, in particular, at least partially be designed as second swirl elements 70 and/or as gas fuel transfer lines 15, 15' (cf. Fig. 3 ) must be trained.
• annular gas fuel reservoir 9 Arranged radially around the second gas channel 5 in the injector main body 22 is, in particular, an annular gas fuel reservoir 9, into which the gas fuel supply line 2 opens.
• the gas fuel reservoir 9 is positioned, in particular, at a greater axial distance from the combustion chamber BK than the liquid fuel reservoir 8.
• the injector assembly 100 is designed such that it can be switched between two configurations during operation: a first configuration, in which the central, first gas channel 40 functions as an air injection port, with air 30 flowing through the first gas channel 40 during operation, and a second configuration, in which the central, first gas channel 40 functions as a gaseous fuel injection port, with gaseous fuel 31 (and not air 30) flowing through the first gas channel 40 during operation.
• a first configuration in which the central, first gas channel 40 functions as an air injection port, with air 30 flowing through the first gas channel 40 during operation
• a second configuration in which the central, first gas channel 40 functions as a gaseous fuel injection port, with gaseous fuel 31 (and not air 30) flowing through the first gas channel 40 during operation.
• the injector assembly 100 can advantageously be operated both in combined operation and in separate operation with the central, first gas channel 40 flowing through, thereby avoiding "running dry" of the first gas channel 40 and associated disadvantages (e.g., overheating, soot formation, etc.).
• a further gaseous fuel injection, in addition to the first gas channel 40 in the second configuration, is preferably not present on the injector assembly 100.
• the injector assembly 100 is not flowed through by the gaseous fuel 31, and thus no gaseous fuel 31 is supplied to the combustion chamber BK.
• the first configuration is thus intended for separate operation with liquid fuel 32.
• the injector assembly 100 is flowed through by the gaseous fuel 31, and additionally by air at least through the second gas channel 5.
• the liquid fuel injector 6 is flowed through with liquid fuel 32.
• the second configuration is thus intended for combined operation or separate operation with the gaseous fuel 31.
• Fig. 1 shows the injector arrangement 100 in the first configuration, wherein the first gas channel 40 functions as an air injection device.
• the first gas channel 40 comprises an air inlet opening 10 in an upstream end section.
• the air inlet opening 10 like the remaining gas channel 40, is arranged centrally on the injector longitudinal axis L.
• the air inlet opening 10 terminates axially upstream with the upstream end of the injector main body 22 facing away from the combustion chamber BK.
• the upstream end section with the air inlet opening 10 can be flowed through exclusively by air.
• Fig. 2 shows the injector arrangement 100 in the second configuration, wherein the first gas channel 40 functions as a gaseous fuel injection.
• the air inlet opening 10 is closed by means of at least one closing body 11 arranged within the first gas channel 40, in particular directly downstream of the air inlet opening 10.
• Fig. 2 In the example shown, two closing bodies 11, 11' in the form of pistons 110, 110' are present, as described below in connection with Fig. 3 and Fig.
• the first gas channel 40 can advantageously have a minimum flow cross-section, in particular a minimum diameter, at the axial position of the closing bodies 11, 11'. In this way, the radial expansion of the closing bodies 11, 11' can be kept as small as possible, and the inlet opening 11, 11' can be used for the insertion of the closing body(s) 11, 11' during assembly.
• two gas fuel transfer lines 15, 15' are provided within the injector main body 22 (cf. Fig. 3 ).
• the gas fuel transfer lines 15, 15' extend radially between the gas fuel ring reservoir 9 and the first gas channel 40 through the second gas channel 5.
• the gas fuel transfer lines 15, 15' can preferably each have a flow-optimized (aerodynamically) shaped wall 18, 18' and/or be flow-optimized in order to reduce the flow resistance within the second gas channel 5.
• the gas fuel transfer lines 15, 15' are arranged opposite one another in particular in the direction of rotation, for example at a position of 90° and 270° with respect to the injector shaft 1.
• the gas fuel transfer lines 15, 15' can additionally serve as a holder for the central body 4 in particular in the function of the support elements 7, wherein they are arranged equidistant from one another in the direction of rotation together with the (other) support elements 7 and/or swirl elements 70 (cf. also Fig. 5 ).
• Fig. 3 shows in more detail the design and arrangement of the closing bodies 11, 11' in a Fig. 2 representation of the injector rotated by 90° around the injector longitudinal axis L Injector arrangement 100 in longitudinal section.
• the closing bodies 11, 11' each extend from the gas-fuel transfer lines 15, 15' into the center of the first gas channel 40 and are in sealing contact with each other at the injector's longitudinal axis L with respect to the air flowing toward the injector main body 22.
• the air inlet opening 10 is closed.
• Closing body channels 17, 17' are formed within the closing bodies 11, 11', which, in the second configuration, form a flow connection from the gaseous fuel transfer lines 15, 15' into the first gas channel 40.
• the closing body channels 17, 17' are aligned, in particular, with an upstream first section parallel to the gaseous fuel transfer lines 15, 15' and with a downstream second section parallel to the injector longitudinal axis L.
• circumferential sealing means 19, 19' are preferably provided to seal the closing bodies 11, 11' from the gaseous fuel transfer lines 15, 15'.
• the closing bodies 11, 11' are mounted radially displaceably opposite one another in the gaseous fuel transfer lines 15, 15'.
• the flow cross-section of the closing body channels 17, 17' is sufficiently large in total to ensure a flow of the gaseous fuel 31 into the gas channel 40 with as little pressure loss as possible.
• the gaseous fuel transfer lines 15, 15' and the closing body channels 17, 17' are open to flow in the second configuration.
• Fig. 3 At least one spring-elastic adjusting element 20, e.g. in the form of a compression spring, is visible, which is fastened with one end to one of the closing bodies 11, 11'.
• Fig. 3 In the second configuration shown, the actuating element 20 is pushed together against the radially outward-acting spring force, wherein an opposite, radially inward-pointing pressure force is applied by the gaseous fuel, which overcomes the spring force and compresses the closing body 11, 11' until they come into contact with the injector's longitudinal axis L.
• the adjusting element 20 is fastened and guided in elongated recesses 111, 111' provided within the closing bodies 11, 11' in such a way that the closing bodies 11, 11' can be in contact with one another centrally on the injector longitudinal axis L.
• the recesses 111, 111' are preferably located in the same axial position and point with their openings radially in the direction of the injector longitudinal axis L, whereby in the illustrated, pushed-together position of the closing bodies 11, 11' they together form a cavity for receiving the adjusting element 20.
• Fig. 4 shows in the Fig. 3 corresponding view of the injector arrangement 100, the arrangement of the closing bodies 11, 11' in the first configuration.
• the closing bodies 11, 11' are adjusted and/or pushed radially outwards into the gaseous fuel transfer lines 15, 15', closing the gaseous fuel transfer lines 15, 15' and opening the air inlet opening 10.
• the closing body channels 17, 17' of the two closing bodies 11, 11' are closed by the inner walls of the gaseous fuel transfer lines 15, 15' so that the gaseous fuel 31 cannot flow through them, wherein the downstream second section of the closing body channels 17, 17' rests with its downstream end against the inner wall of the gaseous fuel transfer lines 15, 15'.
• the change from the second configuration to the first configuration is carried out by closing the fuel valve 16 of the gaseous fuel 31 (cf. Fig. 2 ). This eliminates the pressure force exerted by the gaseous fuel 31. As a result, the two closing bodies 11, 11' are pressed radially apart into the gaseous fuel transfer lines 15 by the spring force applied by the actuating element 20. In this way, the air inlet opening 10 is opened.
• the first configuration thus forms a rest state in which the actuating element is in a rest position without counteracting the pressure force.
• the change from the first configuration to the second configuration is carried out by opening the fuel valve 16 of the gaseous fuel 31 (cf. Fig. 2 ), whereby the pressure force acts on the two closing bodies 11, 11' and presses them together.
• Fig. 5 shows, in a plan view of the injector arrangement 100 looking toward the combustion chamber BK, an exemplary arrangement of the support elements 7 and/or second swirl elements 70 and the gaseous fuel transfer lines 15, 15' in the second gas channel 5.
• a total of eight support elements 7 and/or swirl elements 70, including the gaseous fuel transfer lines 15, 15', are arranged.
• the support elements 7 and/or swirl elements 70 preferably have a smaller cross-sectional structure than the gaseous fuel transfer lines 15, 15'.
• Fig. 6 shows a possible design variant of the injector assembly 100 for an operating scenario with a continuously flowing gaseous fuel.
• the air inlet opening 10 is permanently closed by a closure 21 that is immovable during operation.
• the proposed injector arrangement 100 advantageously enables extremely low-emission operation within different operating scenarios with different fuels.

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• Engineering & Computer Science (AREA)
• Chemical & Material Sciences (AREA)
• Combustion & Propulsion (AREA)
• Mechanical Engineering (AREA)
• General Engineering & Computer Science (AREA)
• Fuel-Injection Apparatus (AREA)

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Citations (6)

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• 2024
  • 2024-03-19 DE DE102024202602.6A patent/DE102024202602A1/de active Pending
• 2025
  • 2025-02-10 EP EP25156741.8A patent/EP4621294A1/fr active Pending
  • 2025-03-13 US US19/078,713 patent/US20250297739A1/en active Pending

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