U.S. patent number 3,684,186 [Application Number 05/050,112] was granted by the patent office on 1972-08-15 for aerating fuel nozzle.
This patent grant is currently assigned to Ex-Cell-O Corporation. Invention is credited to William F. Helmrich.
United States Patent |
3,684,186 |
Helmrich |
August 15, 1972 |
**Please see images for:
( Certificate of Correction ) ** |
AERATING FUEL NOZZLE
Abstract
An aerating fuel nozzle for a gas turbine engine combustion
chamber. The nozzle has an annular fuel swirl chamber from which
the fuel issues in a spray cone, blending with inner and outer
layers of swirling air. Air from the engine compressor is mixed
with the fuel to obtain a high degree of air-fuel blending close to
the nozzle, thus promoting cleaner and more complete
combustion.
Inventors: |
Helmrich; William F.
(Birmingham, MI) |
Assignee: |
Ex-Cell-O Corporation (Highland
Park, MI)
|
Family
ID: |
21963432 |
Appl.
No.: |
05/050,112 |
Filed: |
June 26, 1970 |
Current U.S.
Class: |
239/400; 239/422;
60/742; 239/403; 239/423 |
Current CPC
Class: |
F23D
11/107 (20130101); F23D 2900/11101 (20130101) |
Current International
Class: |
F23D
11/10 (20060101); B05b 007/10 () |
Field of
Search: |
;239/400,403,404,405,406,422,423 ;60/39.74R |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Wood, Jr.; M. Henson
Assistant Examiner: Thieme; Reinhold W.
Claims
What is claimed is:
1. In a gas turbine engine having a burner and a chamber receiving
compressor discharge air and feeding said air to the burner, an
aerating nozzle using burner inlet air only to obtain optimum fuel
atomization without any auxiliary air pressure increasing device,
comprising an annular fuel swirl chamber having a first lip at its
outer end past which the fuel will flow to form a spray cone
entering the burner, an inner air chamber inwardly of said fuel
chamber, means swirling the air entering the inner air chamber, an
annular outer air chamber surrounding said fuel chamber, second and
third lips at the outer ends of said air chambers separate from
said first lip past which air will flow to intermix with said fuel
spray cone, whereby fuel and air mixing will occur externally of
said lips, and a plurality of circumferentially spaced passages
having their entrances leading from said compressor discharge
chamber and conducting engine compressor discharge air to each of
said air chambers in sufficient volume to achieve the optimum
fuel-air mixing.
2. The combination according to claim 1, the lip of said inner air
chamber being axially inwardly of said fuel lip and the lip of said
outer air chamber being axially outwardly of the fuel lip.
3. The combination according to claim 2, said nozzle being provided
with tangential passages leading to said fuel chamber comprising
swirl vanes.
4. The combination according to claim 1, portions of said chambers
being frustoconical in shape to increase the velocity of the air or
fuel therein.
5. The combination according to claim 4, the lip of said inner air
chamber being axially inwardly of said fuel lip and the lip of said
outer air chamber being axially outwardly of the fuel lip.
6. The combination according to claim 1, the diameters of said lips
being substantially greater than their axial dimensions whereby the
space within said lips is in non-confining relation with the fuel
passing therethrough.
7. In a gas turbine engine, an aerating nozzle using burner inlet
air only to obtain optimum fuel atomization without any auxiliary
air pressure increasing device, comprising an annular fuel swirl
chamber having a lip at its outer end past which the fuel will flow
to form a spray cone, an inner air chamber inwardly of said fuel
chamber, an annular outer air chamber surrounding said fuel
chamber, lips at the outer ends of said air chambers past which air
will flow to intermix with said fuel spray cone, passages
conducting engine compressor discharge air to said air chambers in
sufficient volume to achieve the optimum fuel-air mixing, said fuel
chamber being part of a secondary fuel system, a primary fuel
system comprising a frustoconical primary fuel chamber inwardly of
said inner air swirl chamber, a primary air chamber between said
primary fuel chamber and said inner air swirl chamber, and means
for deflecting a portion of the air flowing through said inner air
swirl chamber to said primary air chamber, the latter chamber
having a lip surrounding the outlet orifice of said primary fuel
chamber.
8. In a gas turbine engine, an aerating nozzle using burner inlet
air only to obtain optimum fuel atomization without any auxiliary
air pressure increasing device, comprising an annular fuel swirl
chamber having a lip at its outer end past which the fuel will flow
to form a spray cone, an inner air swirl chamber inwardly of said
fuel chamber, an annular outer air swirl chamber surrounding said
fuel chamber, portions of said chambers being frustoconical in
shape to increase the velocity of the air or fuel swirling therein,
lips at the outer ends of said air chambers past which air will
flow to intermix with said fuel spray cone, passages conducting
engine compressor discharge air to said air swirl chambers in
sufficient volume to achieve the optimum fuel-air mixing, said fuel
chamber being part of a secondary fuel system, a primary fuel
system comprising a frustoconical primary fuel chamber inwardly of
said inner air swirl chamber, a primary air chamber between said
primary fuel chamber and said inner air swirl chamber, and means
for deflecting a portion of the air flowing through said inner air
swirl chamber to said primary air chamber, the latter chamber
having a lip surrounding the outlet orifice of said primary fuel
chamber.
9. In an aerating nozzle for gas turbine engines, an annular fuel
swirl chamber having a lip at its outer end past which the fuel
will flow to form a spray cone, an inner air swirl chamber inwardly
of said fuel chamber, an annular outer swirl chamber surrounding
said fuel chamber, portions of said chambers being frustoconical in
shape to increase the velocity of the air or fuel swirling therein,
lips at the outer ends of said air chambers past which air will
flow to intermix with said fuel spray cone, passages conducting air
to said air swirl chambers in sufficient volume to achieve the
optimum fuel-air mixing, said fuel chamber being part of a
secondary fuel system, a primary fuel system comprising a
frustoconical primary fuel chamber inwardly of said inner air swirl
chamber, a primary air chamber between said primary fuel chamber
and said inner air swirl chamber, and means for deflecting a
portion of the air flowing through said inner air swirl chamber to
said primary air chamber, the latter chamber having a lip
surrounding the outlet orifice of said primary fuel chamber.
Description
BACKGROUND OF THE INVENTION
1. Field of the Invention
The invention relates to gas turbine engines, and more particularly
to aerating nozzles which deliver fuel to the combustion chambers
of such engines. The invention is particularly useful in the newer
types of gas turbine engines which operate at higher temperatures,
but the principles of the invention are also applicable to all
types of gas turbine engines to achieve more even temperature
distribution around the combustion chamber and improved
performance, as well as smoke reduction because of clearer and more
complete burning.
2. Description of the Prior Art
The prior art is exemplified by Grundman U.S. Pat. No. 3,310,240
and Gradon et al. U.S. Pat. No. 3,489,059. The Grundman nozzle is
of the air atomizing type using relatively high air pressure, and
furthermore does not teach swirl chamber configurations which
achieves the very high degree of air-fuel blending of the present
invention. The Gradon nozzle is not of the aerating or air
atomizing type, and is therefore even less pertinent.
BRIEF SUMMARY OF THE INVENTION
According to the present invention, the fuel nozzle uses a larger
volume of burner inlet air to provide fuel atomization without any
auxiliary air pressure increasing device. In one embodiment of the
invention, a central primary fuel orifice is located at the exit of
a swirl chamber while an annular secondary fuel swirl chamber and
orifice are located outwardly of the primary orifice. An air swirl
chamber surrounds the primary fuel chamber, and two air swirl
chambers are disposed inwardly and outwardly of the secondary fuel
chamber. The exit portions of all chambers are of frustoconical
shape to increase the velocity of the air or fuel swirling therein,
and the exits are so located as to create a very high degree of
blending of the air and fuel. In another embodiment of the
invention, the primary fuel delivery system is omitted, since the
degree of air-fuel blending has been found so complete in some
cases as to make unnecessary the provisions of a primary fuel
system for starting or high altitude operation. The air swirl
chambers are in communication with the space surrounding the
nozzle, which receives air from the engine compressor. The ratio of
inner to outer air surrounding the secondary fuel spray cone, as
well as the relative axial positioning of the orifices are selected
so as to obtain optimum mixing efficiency and fuel-air ratios, thus
making possible a complete burning close to the nozzle, rather than
downstream as in previous constructions.
The nozzle of this invention has been proven to give improved
combustion performance because of the cleaner and more complete
burning which imparts more even temperature distribution around the
combustion chamber. The gas turbine engine can thus be operated at
relatively higher temperatures without the use of more expensive or
exotic materials. Even fuel distribution thus results in a higher
engine efficiency. Another advantage of the invention is the
significant reduction of smoke (unburned hydrocarbons) issuing from
the engine, and contributing to air pollution.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a cross-sectional view in elevation of one embodiment of
the invention having both primary and secondary fuel systems, the
tangential passages being shown in full for purposes of clarity;
and
FIG. 2 is a view similar to FIG. 1 of another embodiment of the
invention having only one fuel system.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
Referring first to the embodiment of FIG. 1, the nozzle is
generally indicated at 11 and is mounted in a gas turbine engine
combustion chamber partially indicated at 12. The nozzle is secured
to a nozzle support generally indicated at 14 and comprising two
sections 15 and 16. Section 15 has a primary fuel passage 18 and a
secondary fuel passage 19, and an adaptor insert 20 is brazed at
spaced locations 21 and 22 to sections 15 and 16 respectively.
Insert 20 has a central passage 23 connected to passage 18.
A primary body 24 is welded to the outer end of insert 20 and has a
primary fuel swirl chamber 25 of frustoconical shape, ending in an
orifice 26. A primary insert 27 having tangential slots 28 is
mounted in chamber 25, being held in position by a spring 29. The
primary fuel will flow from passage 23 through a screen filter
assembly 31 to slots 28 and chamber 25, being sprayed from orifice
26.
A secondary body 32 is threadably mounted on support section 16 and
welded thereto at 33. This body holds an insert 34 against the face
35 of section 16 to form a metal-to-metal seal. An annular passage
36 in insert 34 receives secondary fuel from a plurality of
circumferentially spaced passages 37 in section 16 leading from
passage 19. A series of circumferentially spaced tangential
secondary fuel ports 38 lead from annular chamber 36 to a secondary
swirl chamber 39 formed between body 32 and insert 34. Ports 38 are
of a predetermined size whereby the fuel will flow at certain rates
depending upon the pressure so as to follow a desired fuel flow
curve. The first portion of annular chamber 39 is cylindrical in
shape and the latter portion is frustoconical, a lip 41 being
formed on body 32 over which the fuel will flow to form a spray
cone.
A plurality of circumferentially spaced air passages 42 extend
through support section 16 from the chamber 43 surrounding nozzle
11 to an annular passage 44 between inserts 20 and 34. Chamber 43
receives air from the gas turbine compressor which flows toward
combustion chamber 12. The air in chamber 44 flows past a plurality
of inner air swirl vanes 45 formed on and extending outwardly from
primary body 24. A portion of this air flows into a frustoconical
chamber 46 formed at the outer end of insert 34 and past a lip 47
on this insert. It will be observed that lip 47 is disposed axially
inwardly of secondary fuel lip 41 so that the air flowing past lip
47 will intermix with the spray cone issuing from secondary swirl
chamber 39. Another portion of the air flowing past swirl vanes 45
will be diverted by a deflector 48 into a series of apertures 49
from where it will pass into a primary air chamber 51, flowing past
a lip 52 to intermix with the primary fuel spray cone. Deflector 48
is supported by a heat shield 53 which is mounted on primary body
24 and forms chamber 51.
A plurality of tangential outer air swirl slots 54 are formed in
the outer portion of secondary body 32 and lead to a secondary air
swirl chamber 55 formed by the frustoconical portion of a shroud
56. This shroud is mounted on secondary body 32. The lip 57 formed
on shroud 56 at the exit of chamber 55 is spaced axially outwardly
of secondary fuel lip 41 and is so located that the air issuing
from chamber 55 will intermix with the secondary fuel. It will be
observed that the frustoconical portions of all the swirl chambers
will increase the velocity and therefore the centrifugal forces on
the air or fuel flowing therethrough.
In operation, primary fuel will issue past lip 52 and secondary
fuel past lip 41, the fuel forming hollow spray cones. The air
issuing past lip 52 will intermix with the primary fuel spray cone
while the secondary fuel will be intermixed with air issuing from
chambers 46 and 55. The volume of air flowing, the ratio of inner
and outer air to the secondary fuel, and the relative axial
locations of the fuel and air lips will be so chosen as to achieve
optimum fuel/air mixing, thus obtaining a proper fuel-air ratio and
relatively complete combustion very close to the nozzle. The
configuration of the nozzle chambers and lips is such as to obtain
near perfect blending of air and fuel.
FIG. 2 shows a modification of the invention in which the primary
fuel system is omitted. Normally the primary fuel system is needed
during starting of the engine, when relatively low fuel flow is
required, and also at high altitudes, in which case thinner air is
being fed to the engine. However, because of the excellent action
of this aerating nozzle it has been found that in some cases the
engine can be started, and operated at high altitudes, using only
the secondary fuel system.
Accordingly, FIG. 2 shows a nozzle generally indicated at 201
mounted in a combustion chamber indicated partially at 202. The
nozzle has a support member 203 with a fuel passage 204 and a heat
shield 205. A body is indicated at 206 and is threadably mounted on
support 203 as well as being welded thereto at 207. The body holds
an insert 208 in alignment with a heat shield 209 through which air
will flow from the space 211 surrounding the combustion chamber.
Insert 208 has a plurality of inner swirl vanes 212 and a
frustoconical portion 213, the air flowing past the lip 214.
The fuel from passage 204 is fed through an annular chamber 215 to
a plurality of tangential metering apertures 216 in body 206. A
fuel swirl chamber 217 is formed between body 206 and insert 208,
the outer portion of this chamber being frustoconical in shape and
having a lip 218 formed on member 206 past which the fuel will flow
to form a spray cone.
A plurality of circumferentially spaced outer air swirl slots 219
are formed in body 206 and lead to an outer air swirl chamber 221
formed by an air shroud 222. This shroud is mounted on body 206.
Chamber 221 is frustoconical in shape and leads to a lip 223 on
shroud 222 past which the air will flow to intermix with the fuel
spray cone. It will be noted that, as in the previous embodiment,
lip 223 of the outer air swirl chamber is located axially outwardly
of secondary fuel lip 218 whereas lip 214 of the inner air chamber
is axially inwardly of the fuel lip.
* * * * *