U.S. patent application number 16/846849 was filed with the patent office on 2021-01-07 for fuel delivery system with a cavity coupled fuel injector.
The applicant listed for this patent is Raytheon Technologies Corporation. Invention is credited to Torence P. Brogan, May L. Corn, Christopher A. Eckett, Jeffery A. Lovett.
Application Number | 20210003282 16/846849 |
Document ID | / |
Family ID | |
Filed Date | 2021-01-07 |
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United States Patent
Application |
20210003282 |
Kind Code |
A1 |
Brogan; Torence P. ; et
al. |
January 7, 2021 |
FUEL DELIVERY SYSTEM WITH A CAVITY COUPLED FUEL INJECTOR
Abstract
A fuel injection system for a gas turbine engine includes a fuel
delivery conduit, a nozzle block with a nozzle aperture, and a
cavity block with a cavity. The nozzle aperture has a first cross
sectional area, and injects fuel received from the fuel delivery
conduit into the cavity. The cavity has a second cross sectional
area that is greater than the first cross sectional area.
Inventors: |
Brogan; Torence P.;
(Manchester, CT) ; Lovett; Jeffery A.; (Tolland,
CT) ; Eckett; Christopher A.; (Simsbury, CT) ;
Corn; May L.; (Manchester, CT) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
Raytheon Technologies Corporation |
Farmington |
CT |
US |
|
|
Appl. No.: |
16/846849 |
Filed: |
April 13, 2020 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
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13936836 |
Jul 8, 2013 |
10619855 |
|
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16846849 |
|
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61697650 |
Sep 6, 2012 |
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Current U.S.
Class: |
1/1 |
International
Class: |
F23R 3/28 20060101
F23R003/28; F23R 3/20 20060101 F23R003/20 |
Goverment Interests
[0002] This invention was made with Government support awarded by
the United States. The Government has certain rights in this
invention.
Claims
1. A fuel injection system for a gas turbine engine, comprising: a
fuel delivery conduit; a nozzle block comprising a nozzle aperture
with a first cross sectional area; and a cavity block comprising an
airflow aperture and a cavity with a second cross sectional area
that is greater than the first cross sectional area; wherein the
nozzle aperture injects fuel received from the fuel delivery
conduit into the cavity, and the airflow aperture directs air to
the cavity that mixes with the injected fuel; and wherein the
cavity comprises an elongated cross sectional geometry.
2. The system of claim 1, wherein the cavity extends from a first
cavity end that is adjacent to the nozzle block to a second cavity
end, and wherein the first cavity end comprises the second cross
sectional area, and the second cavity end comprises a third cross
sectional area that is greater than the second cross sectional
area.
3. The system of claim 1, wherein the cavity extends from a first
cavity end that is adjacent to the nozzle block to a second cavity
end, and wherein the first cavity end comprises the second cross
sectional area, and the second cavity end comprises a third cross
sectional area that is greater than the first cross sectional area
and less than the second cross sectional area.
4. A fuel injection system for a gas turbine engine, comprising: a
gas path wall comprising a wall aperture extending therethrough; a
nozzle block comprising a nozzle aperture with a first cross
sectional area; and a cavity block comprising a cavity with an
elongated cross sectional geometry and a second cross sectional
area that is greater than the first cross sectional area; wherein
the nozzle aperture injects fuel received from a fuel delivery
conduit through the cavity and the wall aperture.
5. The system of claim 4, wherein the cavity block further
comprises an airflow aperture that directs cooling air to the
cavity that mixes with the injected fuel.
6. The system of claim 4, further comprising a biasing element that
engages the cavity block with the gas path wall, wherein the cavity
block further comprises a cavity aperture into which at least a
portion of the nozzle block extends, and the cavity is defined
within the cavity aperture adjacent to the nozzle block.
7. A fuel injection system for a gas turbine engine, comprising: a
fuel delivery conduit; a nozzle block comprising a nozzle aperture
with a first cross sectional area; and a cavity block comprising an
airflow aperture and a cavity with a second cross sectional area
that is greater than the first cross sectional area; wherein the
nozzle aperture injects fuel received from the fuel delivery
conduit into the cavity, and the airflow aperture directs air to
the cavity that mixes with the injected fuel; and wherein the
cavity extends from a first cavity end that is adjacent to the
nozzle block to a second cavity end, and wherein the first cavity
end comprises the second cross sectional area, and the second
cavity end comprises a third cross sectional area that is greater
than the second cross sectional area.
8. The system of claim 7, wherein the cavity comprises an elongated
cross sectional geometry.
Description
[0001] This application is a divisional of U.S. patent application
Ser. No. 13/936,836 filed Jul. 8, 2013, which claims priority to
U.S. Provisional Patent Application No. 61/697,650 filed Sep. 6,
2012, the disclosures of which are hereby incorporated herein by
reference in their entireties.
BACKGROUND OF THE INVENTION
1. Technical Field
[0003] The present invention relates generally to a turbine engine
and, in particular, to a turbine engine fuel delivery system with
one or more fuel injectors.
2. Background Information
[0004] A gas turbine engine may include an augmentor section that
provides supplemental engine thrust during certain operating
conditions. The augmentor section may include a plurality of fuel
injectors respectively arranged with one or more stator vanes that
condition core gas exiting a turbine section. The fuel injectors
inject fuel into the core gas for combustion and, thus, provision
of the supplemental engine thrust. Typically, the injected fuel
penetrates deep into the core gas to increase mixing between the
fuel and the core gas. This deep fuel penetration may increase
augmentor efficiency as well as the magnitude of the supplemental
engine thrust. Such deep fuel penetration, however, may decrease
the amount of atomized fuel proximate the vane walls. Such a
decrease in the amount of atomized fuel may negatively impact flame
stability proximate the vane walls and increase screech within the
augmentor section.
SUMMARY OF THE DISCLOSURE
[0005] According to an aspect of the invention, a fuel injection
system is provided for a gas turbine engine. The system includes a
fuel delivery conduit, a nozzle block with a nozzle aperture, and a
cavity block with an airflow aperture and a cavity. The nozzle
aperture has a first cross sectional area, and injects fuel
received from the fuel delivery conduit into the cavity. The
airflow aperture directs air to the cavity that mixes with the
injected fuel. The cavity has a second cross sectional area that is
greater than the first cross sectional area.
[0006] In one embodiment, the fuel injection system also includes a
gas path wall with a wall aperture that extends through the wall.
The wall aperture is fluidly coupled to the nozzle aperture and the
airflow aperture through the cavity. In some embodiments, the wall
aperture includes a third cross sectional area that is greater than
the second cross sectional area.
[0007] In one embodiment, the cavity block extends between the gas
path wall and the nozzle block.
[0008] In one embodiment, the cavity block also includes a cavity
aperture into which at least a portion of the nozzle block extends,
where the cavity is defined within the cavity aperture adjacent to
the nozzle block.
[0009] In one embodiment, the fuel injection system also includes a
biasing element that pushes the cavity block away from the fuel
delivery conduit.
[0010] In one embodiment, an end of the nozzle block includes a
notch with a side notch surface and a bottom notch surface, and the
nozzle block includes a second airflow aperture that directs the
air from the airflow aperture into the cavity. An outlet of the
second airflow aperture is located with the side notch surface, and
an outlet of the nozzle aperture is located with the bottom notch
surface.
[0011] In one embodiment, at least a portion of an outlet of the
airflow aperture is located with an interior surface of the
cavity.
[0012] In one embodiment, the cavity extends into the cavity block
from a cavity block end, and at least a portion of an outlet of the
airflow aperture is located with the cavity block end.
[0013] In one embodiment, the cavity has a circular cross sectional
geometry. In another embodiment, the cavity has an elongated cross
sectional geometry.
[0014] In one embodiment, the cavity extends from a first cavity
end that is adjacent to the nozzle block to a second cavity end.
The first cavity end has the second cross sectional area, and the
second cavity end has a third cross sectional area. The third cross
sectional area may be greater than, equal to, or less than the
second cross sectional area.
[0015] According to another aspect of the invention, a fuel
injection system is provided for a gas turbine engine. The system
includes a gas path wall with a wall aperture extending
therethrough, a nozzle block with a nozzle aperture having a first
cross sectional area, and a cavity block that extends between the
gas path wall and the nozzle block. The cavity block includes a
cavity with a second cross sectional area that is greater than the
first cross sectional area. The nozzle aperture injects fuel
received from a fuel delivery conduit through the cavity and the
wall aperture.
[0016] In one embodiment, the cavity block also includes an airflow
aperture that directs cooling air to the cavity that mixes with the
injected fuel.
[0017] According to another aspect of the invention, a fuel
injection system is provided for a gas turbine engine. The system
includes a gas path wall with a wall aperture extending
therethrough, a nozzle block with a nozzle aperture having a first
cross sectional area, and a cavity block with a cavity. The cavity
has an elongated cross sectional geometry and a second cross
sectional area that is greater than the first cross sectional area.
The nozzle aperture injects fuel received from a fuel delivery
conduit through the cavity and the wall aperture.
[0018] In one embodiment, the cavity block also includes an airflow
aperture that directs cooling air to the cavity that mixes with the
injected fuel.
[0019] In one embodiment, the system also includes a biasing
element that engages the cavity block with the gas path wall. The
cavity block also includes a cavity aperture into which at least a
portion of the nozzle block extends, where the cavity is defined
within the cavity aperture adjacent to the nozzle block.
[0020] The foregoing features and the operation of the invention
will become more apparent in light of the following description and
the accompanying drawings.
BRIEF DESCRIPTION OF THE DRAWINGS
[0021] FIG. 1 is a sectional illustration of a gas turbine
engine;
[0022] FIG. 2 is a front view illustration of an augmentor fuel
delivery system;
[0023] FIG. 3 is a partial sectional illustration of a fuel
delivery system spray bar;
[0024] FIG. 4 is a partial illustration of a fuel delivery system
spray bar as viewed from an engine gas path;
[0025] FIG. 5 is an illustration of an end of a cavity block;
[0026] FIG. 6 is a partial sectional illustration of the spray bar
of FIG. 3 during a mode of engine operation;
[0027] FIG. 7 is an illustration of the cavity block of FIG. 5
during a mode of engine operation;
[0028] FIG. 8 is a partial sectional illustration of another fuel
delivery system spray bar;
[0029] FIG. 9 is a partial sectional illustration of still another
fuel delivery system spray bar;
[0030] FIG. 10 is a partial illustration of another fuel delivery
system spray bar as viewed from the engine gas path;
[0031] FIG. 11 is a partial perspective illustration of another
fuel delivery system spray bar;
[0032] FIG. 12 is a partial perspective illustration of still
another fuel delivery system spray bar;
[0033] FIG. 13 is a perspective illustration of a cavity coupled
fuel injector included in the spray bar of FIG. 12;
[0034] FIG. 14 is a perspective illustration of an nozzle block
included in the fuel injector of FIG. 13
[0035] FIG. 15 is another perspective illustration of the fuel
injector included in the spray bar of FIG. 12; and
[0036] FIG. 16 is another perspective illustration of the fuel
injector included in the spray bar of FIG. 12.
DETAILED DESCRIPTION OF THE INVENTION
[0037] FIG. 1 illustrates a gas turbine engine 20 that includes a
fan section 22, a compressor section 24, a combustor section 26, a
turbine section 28, an augmentor section 30 and a nozzle section
32. Air entering the engine 20 is directed through the fan section
22 and into a core gas path 34 and a bypass gas path 36. The air
within the core gas path 34 may be referred to a "core air", and
the air within the bypass gas path 36 may be referred to as "bypass
air" or "cooling air". The core air is directed through the
compressor section 24, the combustor section 26, the turbine
section 28, the augmentor section 30 and the nozzle section 32
before exiting the engine 20. Fuel is injected into and mixed with
the core air within the combustor section 26 and/or the augmentor
section 30 and subsequently ignited to provide engine thrust. The
bypass air may be utilized to cool (e.g., impingement cool, film
cool, etc.) various turbine engine components. The bypass air may
also be utilized to enhance fuel combustion within the combustor
section 26 and/or the augmentor section 30, which is described
below in further detail.
[0038] FIG. 2 illustrates an augmentor fuel delivery system 38 that
is included in the augmentor section 30. The fuel delivery system
38 includes a fuel delivery manifold 40 that provides fuel to one
or more augmentor spray bars 42. The spray bars 42 may be arranged
circumferentially around the fuel delivery manifold 40. Referring
to FIGS. 1, 2 and 3, each of the spray bars 42 extends through an
inner cavity 44 of a respective augmentor vane 46, which may be
fluidly coupled with and receive bypass air from the bypass gas
path 36.
[0039] FIG. 3 illustrates a portion of one of the spray bars 42
within the inner cavity 44 of a respective one of the augmentor
vanes 46. FIG. 4 illustrates the spray bar 42 of FIG. 3 as viewed
from the core gas path 34. Referring to FIGS. 3 and 4, each of the
spray bars 42 may include a (e.g., tubular) spray bar fuel delivery
conduit 48 and one or more cavity coupled fuel injectors 50. Each
of the fuel injectors 50 includes a spray bar nozzle block 52 and a
spray bar cavity block 54.
[0040] The nozzle block 52 extends longitudinally (e.g., axially)
between a first nozzle block end 56 and a second nozzle block end
58. The nozzle block 52 includes a fuel injection nozzle aperture
60 that extends through the nozzle block 52 between a nozzle
aperture inlet 62 and a nozzle aperture outlet 64. The nozzle
aperture inlet 62 may be located with the first nozzle block end
56. The nozzle aperture outlet 64 may be located with the second
nozzle block end 58. The nozzle aperture outlet 64 has a (e.g.,
circular) cross sectional geometry, which defines a nozzle aperture
cross sectional area.
[0041] The cavity block 54 includes a cavity aperture 66 that
extends longitudinally between a first cavity block end 68 and a
second cavity block end 70. Referring to FIGS. 3 and 5, the cavity
block 54 may also include one or more airflow apertures 72. Each of
the airflow apertures 72 extends through a cavity block sidewall
from an airflow aperture inlet 74 to an airflow aperture outlet 76.
The airflow aperture inlet 74 may be located with the first cavity
block end 68 and/or a laterally exterior cavity block surface 78.
The airflow aperture outlet 76 may be located with a laterally
interior cavity block surface 80. In the embodiment of FIGS. 3 and
5, each of the airflow apertures 72 is configured as a channel that
extends longitudinally into the cavity block 54 at the first cavity
block end 68.
[0042] Referring to FIG. 3, the first nozzle block end 56 is
connected to the fuel delivery conduit 48. The cavity block 54
extends and is connected between the second nozzle block end 58 and
an inner cavity surface 82 of a gas path wall 84 of a respective
one of the augmentor vanes 46.
[0043] Referring to FIGS. 3 and 4, a cavity 86 (e.g., a fuel mixing
and atomization cavity) is defined within the cavity aperture 66
longitudinally between a first cavity end 88 and a second cavity
end 90. The cavity 86 fluidly couples (i) the nozzle aperture 60
and/or the airflow apertures 72 to (ii) a wall aperture 92 that
extends through the gas path wall 84. The first cavity end 88 is
located with the first cavity block end 68. The first cavity end 88
has a (e.g., circular) cross sectional geometry, which defines a
first cavity cross sectional area that is greater than the nozzle
aperture cross sectional area. The second cavity end 90 is located
with the second cavity block end 70. The second cavity end 90 has a
(e.g., circular) cross sectional geometry, which defines a second
cavity cross sectional area that is greater than the nozzle
aperture cross sectional area. In the specific embodiment of FIGS.
3 and 4, the first cavity cross sectional area and the second
cavity cross sectional area are substantially equal, and less than
a cross sectional area of the wall aperture 92.
[0044] FIG. 6 illustrates fuel flow and airflow through and around
the spray bar 42 during a mode of engine operation. FIG. 7
illustrates airflow through the cavity block 54 during the mode of
engine operation. Referring to FIGS. 6 and 7, the nozzle aperture
60 injects fuel (e.g., liquid fuel) received from the fuel delivery
conduit 48 through the cavity 86 and the wall aperture 92 and into
the core gas path 34 in the augmentor section 30 (see FIG. 1). A
pressure differential between the core gas path 34 and the cavity
86 may cause a portion of the core gas to enter and circulate
within the cavity 86. The circulating core gas may create airflow
instabilities within the cavity 86. Airflow instabilities (e.g., a
vortex, etc.) may also be created by a portion of the bypass air
that is directed into the cavity 86 by the airflow apertures 72.
These airflow instabilities may strip relatively fine droplets of
fuel away from the injected fuel stream and thereby atomize a
relatively small portion of the injected fuel within the cavity 86.
The atomized fuel 94 may flow from the cavity 86 and into the core
gas path 34 adjacent to a core gas path surface 96 of the gas path
wall 84. Increasing the atomized fuel concentration adjacent to the
core gas path surface 96 may anchor a respective flame, generated
from combusting the injected fuel, to the core gas path surface 96.
Increasing the atomized fuel concentration adjacent to the core gas
path surface 96 may also increase flame stability proximate to the
core gas path surface 96 as well as reduce screech within the
engine.
[0045] FIG. 8 illustrates a portion of the spray bar 42 with
another cavity block 98 embodiment. In contrast to the cavity block
54 illustrated in FIG. 3, the cavity block 98 includes a sloped
(e.g., chamfered or beveled) cavity aperture surface 100 that
extends from the second cavity block end 70 towards (or to) the
first cavity block end 68. A pitch of the cavity aperture surface
100 may be substantially uniform (or non-uniform) around its
circumference. The cavity aperture surface 100 forms the cavity 86
with a non-uniform chamfered (or beveled) sectional geometry. The
second cavity cross sectional area of the second cavity end 90, for
example, is greater than the first cavity cross sectional area of
the first cavity end 88. In addition to the foregoing, the airflow
apertures 72 in the cavity block 98 are positioned longitudinally
between and spaced from the first cavity block end 68 and the
second cavity block end 70.
[0046] FIG. 9 illustrates a portion of the spray bar 42 with
another cavity block 102 embodiment. In contrast to the cavity
block 54 illustrated in FIG. 3, the cavity block 102 includes a
sloped (e.g., lipped or funneled) cavity aperture surface 104 that
extends from the second cavity block end 70 towards (or to) the
first cavity block end 68. The cavity aperture surface 104 forms
the cavity 86 with a non-uniform lipped sectional geometry. The
first cavity cross sectional area of the first cavity end 88, for
example, is greater than the second cavity cross sectional area of
the second cavity end 90. During engine operation, a portion of the
injected fuel may collect at a lip 106 defined by the second cavity
end 90. The collected fuel may be atomized by the core gas
proximate to the core gas path surface 96, and thereby increase the
atomized fuel concentration adjacent to the core gas path surface
96.
[0047] FIG. 10 illustrates a portion of the spray bar 42 with
another cavity block 108 embodiment as viewed from the core gas
flow path 34. In contrast to the cavity block 54 illustrated in
FIG. 4, the cavity block 108 defines the (e.g., chamfered) cavity
86 with an elongated oval cross sectional geometry. Examples of
other elongated cross sectional geometries include elliptical, race
track, rectangular, etc. cross sectional geometries. FIG. 10 also
illustrates another nozzle block 110 embodiment. In contrast to the
nozzle block 52 illustrated in FIG. 4, the nozzle block 110
includes a plurality of nozzle apertures 60 that inject fuel
through the cavity 86 into the core gas path 34. In alternative
embodiments, one or more of the nozzle apertures 60 may have an
elongated (e.g., oval, elliptical, rectangular, etc.) cross
sectional geometry.
[0048] FIG. 11 illustrates a portion of the spray bar 42 with
another cavity block 112 embodiment. In contrast to the cavity
block 54 illustrated in FIG. 3, the airflow aperture outlets 76 of
the cavity block 112 are located with the second cavity block end
70 and/or the interior cavity block surface 80.
[0049] FIGS. 12-16 illustrate portions of another spray bar 114
embodiment. In contrast to the spray bar 42 illustrated in FIG. 3,
at least a portion of the nozzle block 52 extends into the cavity
aperture 66. The cavity 86 therefore is defined within the cavity
aperture 66 between the nozzle block 52 and the wall aperture 92
(not shown).
[0050] A notch 116 (e.g., a channel) may extend into the nozzle
block 52 from the second nozzle block end 58. The notch 116 has a
bottom notch surface 118 and one or more side notch surfaces 120.
The bottom notch surface 118 extends between the side notch
surfaces 120. The nozzle aperture outlet 64 is located with the
bottom notch surface 118. An airflow aperture outlet 122 of a
respective one or more second airflow apertures is located with the
side notch surface 120. The second airflow apertures extend
laterally through a sidewall of the nozzle block 52, and are
fluidly coupled to the airflow aperture 72 in the cavity block
54.
[0051] Referring to FIGS. 12 and 15, a biasing element 124 (e.g., a
coil spring) may be arranged around the nozzle block 52 and between
the fuel delivery conduit 42 and the first cavity block end 68. The
biasing element 124 pushes the first cavity block end 68 away from
the fuel delivery conduit 42, which thereby pushes the second
cavity block end 70 against the gas path wall 84 (not shown).
[0052] A person of ordinary skill in the art will recognize that
the components of the afore-described spray bars may have
alternative sizes, geometries and/or configurations than those
described above and illustrated in drawings. The cross-sectional
geometries, numbers of, and/or configurations of the cavity and/or
apertures, for example, may be tailored to enhance pre-existing
engine design parameters, manufacturability, etc. A person of
ordinary skill in the art will also recognize the afore-described
fuel delivery system may be utilized in engine sections other than
the augmentor section; e.g., in the combustor section.
[0053] While various embodiments of the present invention have been
disclosed, it will be apparent to those of ordinary skill in the
art that many more embodiments and implementations are possible
within the scope of the invention. For example, the present
invention as described herein includes several aspects and
embodiments that include particular features. Although these
features may be described individually, it is within the scope of
the present invention that some or all of these features may be
combined within any one of the aspects and remain within the scope
of the invention. Accordingly, the present invention is not to be
restricted except in light of the attached claims and their
equivalents.
* * * * *