U.S. patent application number 13/274826 was filed with the patent office on 2013-04-18 for injector having multiple fuel pegs.
This patent application is currently assigned to GENERAL ELECTRIC COMPANY. The applicant listed for this patent is David Kenton Felling, Mark Allan Hadley. Invention is credited to David Kenton Felling, Mark Allan Hadley.
Application Number | 20130091846 13/274826 |
Document ID | / |
Family ID | 46603808 |
Filed Date | 2013-04-18 |
United States Patent
Application |
20130091846 |
Kind Code |
A1 |
Hadley; Mark Allan ; et
al. |
April 18, 2013 |
INJECTOR HAVING MULTIPLE FUEL PEGS
Abstract
A fuel injector is provided, including a fuel injector body, a
plurality of fuel vanes, and a plurality of fuel pegs. The injector
body includes a manifold and an inlet. The manifold is configured
for receiving fuel, and the inlet is configured for receiving air.
The fuel vanes are located within the injector body and are
positioned in a direction that is generally parallel with a
longitudinal axis of the injector body to orient the air flowing
from the inlet. The plurality of fuel pegs are fluidly connected to
the manifold and are arranged within the plurality of fuel vanes.
The plurality of fuel pegs are each spaced at a distance that is
about equal between each of the plurality of fuel pegs.
Inventors: |
Hadley; Mark Allan; (Greer,
SC) ; Felling; David Kenton; (Greenville,
SC) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Hadley; Mark Allan
Felling; David Kenton |
Greer
Greenville |
SC
SC |
US
US |
|
|
Assignee: |
GENERAL ELECTRIC COMPANY
Schenectady
NY
|
Family ID: |
46603808 |
Appl. No.: |
13/274826 |
Filed: |
October 17, 2011 |
Current U.S.
Class: |
60/737 ;
239/429 |
Current CPC
Class: |
F23R 3/286 20130101;
F23D 14/02 20130101; F23R 3/10 20130101; F23D 14/64 20130101 |
Class at
Publication: |
60/737 ;
239/429 |
International
Class: |
F23R 3/28 20060101
F23R003/28 |
Goverment Interests
FEDERAL RESEARCH STATEMENT
[0001] This invention was made with Government support under
contract number DE-FC26-05NT42643 awarded by the Department Of
Energy. The Government has certain rights in this invention.
Claims
1. A fuel injector, comprising: an injector body including a
manifold and an inlet, the manifold configured for receiving fuel
and the inlet configured for receiving air; a plurality of fuel
vanes located within the injector body and positioned in a
direction that is generally parallel with a longitudinal axis of
the injector body to orient the air flowing from the inlet; and a
plurality of fuel pegs fluidly connected to the manifold and
arranged within the plurality of fuel vanes, the plurality of fuel
pegs each being spaced at a distance that is about equal between
each of the plurality of fuel pegs.
2. The fuel injector of claim 1, wherein the manifold is fluidly
connected to the plurality of fuel vanes, and the plurality of fuel
vanes are fluidly connected to the plurality of fuel pegs.
3. The fuel injector of claim 1, wherein the plurality of fuel pegs
and the plurality of fuel vanes are oriented such that an air-fuel
mixture is created before an outlet of the injector body.
4. The fuel injector of claim 1, wherein the plurality of fuel
vanes are oriented in a hexagram configuration, wherein the
hexagram configuration includes two equilateral triangles that
intersect one another at a plurality of vertices.
5. The fuel injector of claim 4, wherein each of the plurality of
fuel pegs is positioned on a corresponding one of the plurality of
vertices.
6. The fuel injector of claim 5, wherein one of the plurality of
fuel pegs is positioned along a center axis of the injector
body.
7. The fuel injector of claim 4, wherein a portion of the plurality
of fuel pegs is positioned at a midpoint between two of the
plurality of vertices.
8. The fuel injector of claim 7, wherein a remaining portion of the
plurality of fuel pegs are positioned between one of the plurality
of vertices and an inner wall of the injector body.
9. The fuel injector of claim 1, wherein the fuel injector is one
of a primary fuel injector and a secondary fuel injector for a gas
turbine.
10. A combustor for a gas turbine, comprising: at least one primary
fuel injector; at least one secondary fuel injector that is
disposed downstream of the at least one primary fuel injector, the
at least one secondary fuel injector comprising: an injector body
including a manifold, an inlet, and an outlet, the manifold
configured for receiving fuel and the inlet configured for
receiving air; a plurality of fuel vanes located within the
injector body and positioned in a direction that is generally
parallel with a longitudinal axis of the injector body to orient
the air flowing from the inlet; and a plurality of fuel pegs
fluidly connected to the manifold and arranged within the plurality
of fuel vanes, the plurality of fuel pegs and the plurality of fuel
vanes are oriented such that an air-fuel mixture is created before
the outlet of the injector body.
11. The combustor of claim 10, wherein the plurality of fuel pegs
are each spaced at a distance that is about equal between each of
the plurality of fuel pegs.
12. The combustor of claim 10, wherein the plurality of fuel vanes
are oriented in a hexagram configuration, wherein the hexagram
configuration includes two equilateral triangles that intersect one
another at a plurality of vertices.
13. The combustor of claim 12, wherein each of the plurality of
fuel pegs is positioned on a corresponding one of the plurality of
vertices.
14. The combustor of claim 13, wherein one of the plurality of fuel
pegs is positioned along a center axis of the injector body.
15. The combustor of claim 12, wherein a portion of the plurality
of fuel pegs is positioned at a midpoint between two of the
plurality of vertices.
16. The combustor of claim 15, wherein a remaining portion of the
plurality of fuel pegs are positioned between one of the plurality
of vertices and an inner wall of the injector body.
17. A combustor for a gas turbine, comprising: at least one primary
fuel injector and at least one secondary fuel injector that is
disposed downstream of the at least one primary fuel injector, the
at least one primary fuel injector comprising: an injector body
including a manifold, an inlet, and an outlet, the manifold
configured for receiving fuel and the inlet configured for
receiving air; a plurality of fuel vanes located within the
injector body and positioned in a direction that is generally
parallel with a longitudinal axis of the injector body to orient
the air flowing from the inlet; and a plurality of fuel pegs
fluidly connected to the manifold and arranged within the plurality
of fuel vanes, the plurality of fuel pegs are each spaced at a
distance that is about equal between each of the plurality of fuel
pegs, and the plurality of fuel pegs and the plurality of fuel
vanes are oriented such that an air-fuel mixture is created before
the outlet of the injector body.
18. The combustor of claim 17, wherein the plurality of fuel vanes
are oriented in a hexagram configuration, wherein the hexagram
configuration includes two equilateral triangles that intersect one
another at a plurality of vertices.
19. The combustor of claim 18, wherein each of the plurality of
fuel pegs is positioned on a corresponding one of the plurality of
vertices.
20. The combustor of claim 18, wherein a portion of the plurality
of fuel pegs is positioned at a midpoint between two of the
plurality of vertices.
Description
BACKGROUND OF THE INVENTION
[0002] The subject matter disclosed herein relates to a fuel
injector, and particularly to a fuel injector having a plurality of
fuel vanes and a plurality of fuel pegs arranged within the fuel
vanes.
[0003] Gas turbines usually burn hydrocarbon fuels and produce air
polluting emissions such as oxides of nitrogen (NOx) and carbon
monoxide. Oxidization of molecular nitrogen in the gas turbine
depends upon the temperature of gas located in a combustor, as well
as the residence time for reactants located in the highest
temperatures regions within the combustor. Thus, the amount of NOx
produced by the gas turbine may be reduced by either maintaining
the combustor temperature below a temperature at which NOx is
produced, or by limiting the residence time of the reactant in the
combustor.
[0004] One approach for controlling the temperature of the
combustor involves premixing fuel and air to create a lean air-fuel
mixture prior to combustion. This approach includes the development
of fuel injection where the air-fuel mixture is injected into and
mixed with a main flow of high energy fluid from the combustor.
Specifically, the air-fuel mixture becomes entrained with the main
flow of high energy fluid before ignition. This approach results in
increasing the consumption of fuel, which in turn reduces the air
polluting emissions.
BRIEF DESCRIPTION OF THE INVENTION
[0005] According to one aspect of the invention, a fuel injector is
provided including a fuel injector body, a plurality of fuel vanes,
and a plurality of fuel pegs. The injector body includes a manifold
and an inlet. The manifold is configured for receiving fuel, and
the inlet is configured for receiving air. The fuel vanes are
located within the injector body and are positioned in a direction
that is generally parallel with a longitudinal axis of the injector
body to orient the air flowing from the inlet. The plurality of
fuel pegs are fluidly connected to the manifold and are arranged
within the plurality of fuel vanes. The plurality of fuel pegs are
each spaced at a distance that is about equal between each of the
plurality of fuel pegs.
[0006] These and other advantages and features will become more
apparent from the following description taken in conjunction with
the drawings.
BRIEF DESCRIPTION OF THE DRAWING
[0007] The subject matter, which is regarded as the invention, is
particularly pointed out and distinctly claimed in the claims at
the conclusion of the specification. The foregoing and other
features, and advantages of the invention are apparent from the
following detailed description taken in conjunction with the
accompanying drawings in which:
[0008] FIG. 1 is an exemplary schematic illustration of a combustor
for a gas turbine;
[0009] FIG. 2 is a cross-sectioned view of a fuel injector for the
combustor shown in FIG. 1:
[0010] FIG. 3 is another cross-sectioned view of the fuel injector
shown in FIG. 2;
[0011] FIG. 4 is a front view of the fuel injector shown in FIG. 2;
and
[0012] FIG. 5 is a front view of an alternative embodiment of the
fuel injector shown in FIG. 2.
[0013] The detailed description explains embodiments of the
invention, together with advantages and features, by way of example
with reference to the drawings.
DETAILED DESCRIPTION OF THE INVENTION
[0014] FIG. 1 is an exemplary schematic illustration of a combustor
10 for a gas turbine engine (not shown). The combustor 10 includes
a primary combustion section 20, a transition piece 22, and a
secondary combustion section 24. The primary combustion section 20
includes at least one primary fuel injector 26. Disposed downstream
of the primary combustion section 20 is the transition piece 22 and
the secondary combustion section 24. In one embodiment, a secondary
injection system 30 is typically disposed outside of the transition
piece 22 and includes a plurality of secondary fuel injectors 32,
however it is to be understood that the secondary injection system
30 could be located outside of a combustion liner 34 as well. For
example, in the embodiment as shown in FIG. 1, the secondary fuel
injectors 32 are placed between the combustion liner 34 and a flow
sleeve 35. A primary combustion stream or main flow 36 is created
by the combustion of air and fuel from primary fuel injector 26,
which travels through the primary combustion section 20 to the
secondary injection system 30. The air-fuel mixture (not shown)
injected by the secondary fuel injectors 32 penetrates the oncoming
main flow 36. The fuel supplied to the secondary fuel injectors 32
are combusted in the secondary combustion section 24 before
entering a turbine section 38 of a gas turbine (not shown).
[0015] Turning now to FIG. 2, one of the secondary fuel injectors
32 of the secondary injection system 30 is shown in partial
cross-section. The secondary fuel injector 32 includes a generally
tubular injector body 40. The injector body 40 includes an inlet
42, an outlet 44, and a fuel distribution chamber or fuel manifold
46. The outlet 44 of the injector body may be fluidly connected to
either the transition piece 22 or the combustion liner 34 (both are
shown in FIG. 1). The manifold 46 receives fuel 50 through an
aperture 48 that is defined by the injector body 40. The fuel 50
flows in the manifold 46 to a plurality of openings 52 that are
located along an inner wall portion 53 of the fuel injector 32. The
openings 52 fluidly connect the manifold 46 to a plurality of fuel
pegs 54 (shown in FIG. 3) that are located within the injector body
40. The inlet 42 typically receives air 56 from a compressor (not
shown), where the air 56 mixes with the fuel 50 to create an
air-fuel mixture 60 that is discharged or exits the injector body
40 from the outlet 44. Specifically, a mixing zone 58 for air and
fuel is defined from the fuel pegs 54 to the outlet 44. In the
embodiment as illustrated, the air-fuel mixture 60 is oriented in a
direction that is generally perpendicular to the main flow 36
created by the combustion of air and fuel from primary fuel
injector 26 (shown in FIG. 1).
[0016] Referring to both of FIGS. 2 and 4, a plurality of vanes 62
are located within the injector body 40. The vanes 62 are used to
orient the air 56 entering the injector body 40. Specifically, the
vanes 62 guide the air 56 in a direction that is generally parallel
with a longitudinal axis A-A of the injector body 40. The fuel pegs
54 are arranged within the vanes 62. Specifically, the fuel 50
flows into the openings 52, where the openings 52 are fluidly
connected to the vanes 62. The fuel 50 flows through the vanes 62
and into the fuel pegs 54, where the vanes 62 are fluidly connected
to the fuel pegs 54.
[0017] It should be noted that while FIGS. 2-5 illustrate the
secondary injector 32 having the vane 62 and fuel peg 54
configuration, it is to be understand that the vane and fuel peg
arrangement illustrated may also be employed in the primary fuel
injector 26 (shown in FIG. 1) as well. Moreover, it is also to be
understood that while FIG. 1 illustrates the combustor 10 for a gas
turbine, the injector illustrated in FIGS. 2-6 could be employed in
a variety of different applications as well.
[0018] Turning now to FIG. 3, a sectional view of the secondary
injector 32 is shown, illustrating a cross-sectioned view of a
portion of the fuel pegs 54 and the manifold 46. FIG. 3 also
illustrates the fuel 50 flowing inside of the fuel pegs 54.
Referring to both FIGS. 3-4, the fuel 50 travels through the vanes
62 and into a passageway 68 of each of fuel peg 54. The fuel 50
then exits the fuel pegs 54. Specifically, each of the fuel pegs 54
include an opening 70, where the fuel 50 flows through the openings
70 located in the fuel pegs 54. The fuel pegs 54 are employed to
disperse the fuel 50 within the secondary injector 32.
[0019] FIG. 4 is an illustration of the secondary fuel injector 32
viewed along the outlet 44. As shown in FIG. 4, the fuel pegs 54
are each spaced at a distance D. The distance D is about equal
between each of the fuel pegs 54. That is, the fuel pegs 54 are
each spaced at about the same distance D from one another. In the
exemplary embodiment as shown, the vanes 62 are arranged in a
hexagram configuration. That is, the vanes 62 form a six-pointed
geometric star figure that is the compound of two equilateral
triangles 71 that are indicated by a phantom line. The fuel pegs 54
are disposed at vertices 72. The vertices 72 represent where the
two equilateral triangles 71 intersect with one another. The
intersection between the two equilateral triangles 71 creates a
hexagon pattern. A fuel peg 54 is also disposed along the center
axis A-A of the fuel injector body 40 as well. Referring now to
both FIGS. 2 and 4, the air 56 flowing through the vanes 62 and the
fuel 50 flowing out of the fuel pegs 54 mix with one another to
create the air-fuel mixture 60 which exits the outlet 44 of the
secondary injector 32.
[0020] Referring generally to FIGS. 1-4, the vanes 62 and fuel pegs
54 are arranged such that the fuel 50 and the air 56 are guided and
mixed in the secondary injector body 32 to provide a generally
heterogeneous mixture of fuel 50 in the air-fuel mixture 60 when
compared to some other types of fuel injectors that are currently
available. That is, the spacing the fuel pegs 54 and the length of
the mixing zone 58 are arranged such that the fuel 50 and the air
56 partially premix. Specifically, the fuel 50 and the air 56
partially premix such that the fuel 50 from one of the fuel pegs 54
does not generally mix with the fuel 50 from another fuel peg 54
until after the air-fuel mixture 60 ignites upon mixing with the
oncoming main flow 36.
[0021] It should be noted that the fuel pegs 54 may be arranged
within the fuel vanes 62 in a variety of different configurations.
For example, FIG. 5 is an alternative embodiment of a secondary
fuel injector 132 having fuel vanes 162 and fuel pegs 154. In the
embodiment as shown in FIG. 5, the fuel pegs 154 are each spaced at
a distance D'. The distance D' is about equal between each of the
fuel pegs 154. Similar to FIG. 4, the vanes 162 are also arranged
in a hexagram configuration. A portion of the fuel pegs 154 are
disposed at a midpoint M that is located between two of the
vertices 172. The vertices 172 represent where two triangles 171
intersect with one another. The remaining fuel pegs 154 that are
not positioned between two of the vertices 172 are positioned
between one of the vertices 172 and an inner wall 180 of the
secondary fuel injector 132.
[0022] While the invention has been described in detail in
connection with only a limited number of embodiments, it should be
readily understood that the invention is not limited to such
disclosed embodiments. Rather, the invention can be modified to
incorporate any number of variations, alterations, substitutions or
equivalent arrangements not heretofore described, but which are
commensurate with the spirit and scope of the invention.
Additionally, while various embodiments of the invention have been
described, it is to be understood that aspects of the invention may
include only some of the described embodiments. Accordingly, the
invention is not to be seen as limited by the foregoing
description, but is only limited by the scope of the appended
claims.
* * * * *