U.S. patent number 3,872,664 [Application Number 05/406,771] was granted by the patent office on 1975-03-25 for swirl combustor with vortex burning and mixing.
This patent grant is currently assigned to United Aircraft Corporation. Invention is credited to Robert P. Lohmann, Stanley J. Markowski.
United States Patent |
3,872,664 |
Lohmann , et al. |
March 25, 1975 |
Swirl combustor with vortex burning and mixing
Abstract
This disclosure sets forth an engine wherein the combustion
section includes a combustor with a main combustion burner having a
hot fluid injected thereinto from a pilot burner. A multiplicity of
swirling jets of a cooler oxidizer fluid are directed into the
combustor for engaging with the hot pilot fluid. The swirling jets
are directed through tubes built into the combustor wall. Fuel is
directed into the main combustion burner into the area of mixed
pilot hot flow and cooler swirling jet flow. This fuel can be
injected to flow in mixed with the hot flow from the pilot burner
or mixed with the cooler oxidizer flow through the tubes.
Inventors: |
Lohmann; Robert P. (South
Windsor, CT), Markowski; Stanley J. (East Hartford, CT) |
Assignee: |
United Aircraft Corporation
(East Hartford, CT)
|
Family
ID: |
23609397 |
Appl.
No.: |
05/406,771 |
Filed: |
October 15, 1973 |
Current U.S.
Class: |
60/746; 60/759;
431/9 |
Current CPC
Class: |
F23R
3/346 (20130101); F23R 3/14 (20130101); Y02T
50/60 (20130101) |
Current International
Class: |
F23R
3/34 (20060101); F23R 3/14 (20060101); F23R
3/04 (20060101); F02c 003/00 () |
Field of
Search: |
;60/39.65,39.74R,DIG.11
;431/9 |
References Cited
[Referenced By]
U.S. Patent Documents
Primary Examiner: Freeh; William L.
Assistant Examiner: Garrett; Robert E.
Attorney, Agent or Firm: McCarthy; Jack N.
Claims
I claim:
1. A method of carrying out a combustion process comprising the
steps of:
1. directing hot gases into the upstream end of a confined
volume,
2. forming a plurality of individual columns of an oxidizer, each
swirling about its own axis,
3. directing said swirling columns of an oxidizer into said hot
gases at the upstream end of the confined volume,
4. introducing a fuel in the mixed hot gases and oxidizer providing
a combustible mixture,
5. igniting said combustible mixture,
6. directing exhaust gases from the downstream end of said confined
volume.
2. A method as set forth in claim 1 wherein said oxidizer is
air.
3. A method as set forth in claim 1 wherein the fuel is introduced
in step 4 along with the hot gases of step 1.
4. A method as set forth in claim 1 wherein the fuel is introduced
in step 4 along with the oxidizer of step 2.
5. A method as set forth in claim 1 wherein adjacent columns of an
oxidizer in step 3 are formed having counter rotating swirling
motions.
6. A method as set forth in claim 1 including the step of:
7. forming a combustion chamber as an annular chamber, wherein step
3 the swirling columns of an oxidizer are directed from both sides
of said annular combustion chamber into said hot gases.
7. A method as set forth in claim 1 wherein step 5 the hot gases of
step 1 have sufficient temperature to provide spontaneous ignition
of the combustible mixture of step 4.
8. A method as set forth in claim 1 wherein step 2 an individual
column of an oxidizer if formed by swirling an oxidizer around a
straight jet of oxidizer.
9. A method as set forth in claim 8 wherein the fuel of step 4 is
introduced into the swirling oxidizer and straight jet of
oxidizer.
10. A method as set forth in claim 1 wherein step 1 the confined
volume is a combustion chamber.
11. A method as set forth in claim 1 wherein steps 1 and 3 the
oxidizer in the swirling columns and the hot gases provide all of
the oxygen for combustion in the confined volume.
12. A combustor including a main combustion chamber, a pilot
combustion chamber connected at the upstream end thereof for
directing a hot gas flow thereinto, means for forming and directing
a plurality of swirling jets of air each swirling individually
about its own axis into the upstream end of said main combustion
chamber and hot gas flow so as to establish intimate contact with
the hot gas flow from said pilot combustion chamber, means for
directing a fuel into said main combustion chamber for mixing with
the hot gas flow and intermixing swirling jets of air.
13. A combination as set forth in claim 12 wherein said means for
directing a fuel into said main combustion chamber includes means
for directing a fuel into said pilot combustion chamber so as to
enter said hot gas flow and be carried from the pilot combustion
chamber into the main combustion chamber.
14. A combination as set forth in claim 12 wherein said means for
directing a fuel into said main combustion chamber includes means
for directing fuel into a plurality of each of the swirling jets of
air prior to entering said main combustion chamber.
15. A combination as set forth in claim 12 wherein said means for
forming and directing a plurality of swirling jets of air into said
main combustion chamber comprises individual tubes fixed to said
main combustion chamber adjacent its upstream end, said tubes
having swirling means located therein to impart rotary motion to
air passing therethrough.
16. A combination as set forth in claim 15 wherein said tubes have
vanes located therein to swirl flow passing through the tube.
17. A combination as set forth in claim 12 wherein said main
combustion chamber is annular.
18. A combination as set forth in claim 17 wherein said pilot
combustion chamber has an annular discharge which is concentric
with the annular main combustion chamber.
19. A combination as set forth in claim 21 wherein said main
combustion chamber is formed having a diverging transition member
at its forward end, said diverging transition member having a small
forward opening and a larger rearward opening which is connected to
the outer wall of the combustion chamber, said pilot combustion
chamber being connected to the small forward opening of said
diverging transition member, fixed to the diverging transition
member a plurality of tubes of said main combustion chamber, said
tubes having swirling means located therein.
20. A combination as set forth in claim 19 wherein said tubes are
directed at an angle to the hot gas flow from said pilot combustion
chamber as it enters into the main combustion chamber.
21. A combination as set forth in claim 20 wherein said tubes are
placed in pairs, said areas between said pairs of tubes being
blocked to prevent flow around said tubes.
22. A combination as set forth in claim 12 wherein the means for
forming and directing a plurality of swirling jets of air provides
all of the air added to the hot gases for combustion in the main
combustion chamber.
23. A combination as set forth in claim 12 wherein said pilot
combustion chamber forms its hot gas flow at a temperature which
will provide spontaneous ignition when said hot gas, swirling jets
of air and fuel mix within the combustion chamber.
24. A combination as set forth in claim 15 wherein said means for
forming and directing a plurality of swirling jets of air into said
main combustion chamber comprises smaller tubes positioned within
said individual tubes for forming a straight jet of air at the
center of said swirling jet.
25. A combination as set forth in claim 24 wherein said smaller
tubes are positioned within said individual tubes by swirl vanes
located therebetween.
26. A combination as set forth in claim 24 wherein said means for
directing a fuel into said main combustion chamber includes means
for directing fuel into air upstream of said swirling means.
27. A combination as set forth in claim 12 wherein said means for
forming and directing a plurality of swirling jets of air into said
main combustion chamber has means to direct said swirling jets at
an angle to the hot gas flow from said pilot combustion chamber as
it enters into the main combustion chamber.
Description
BACKGROUND OF THE INVENTION
This concept is essentially an extension of the principle of the
swirl burner discussed in detail in U.S. application Ser. No.
84,086, filed Oct. 26, 1970. A patent relating to the swirl burning
is U.S. Pat. No. 3,701,255. Swirl burning is also discussed in U.S.
Pat. No. 3,675,419.
As explained in the application Ser. No. 84,086 referred to above,
mixing of two dissimilar fluids may be substantially augmented by
making the interface between said fluids unstable to centrifugal
forces. In that application it was shown that such an unstable
interface may be produced by having the two fluids flow in a
concentric swirling configuration with the aerodynamic properties
of the streams selected so as to have the relation .rho. Vt.sup.2
outer <.rho. Vt.sup.2 inner be satisfied. In this definition
.rho. is the density and Vt is the tangential velocity of the
appropriate stream while the inner and outer refer to the radial
position of the particular stream relative to the interface.
It is apparent that the condition for this augmentation of mixing
through the use of centrifugal forces may also be satisfied if
.rho. Vt.sup.2 of the outer stream were zero, that is, the
configuration is a swirling jet surrounded by a stream of a
dissimilar fluid.
It has also been shown in that application that by making one of
the participating fluids a stream of hot gases and the other air,
with suitable means of introducing fuel, the hot stream will act as
a pilot stream providing an ignition source for combustion in the
air stream. The ensuing combustion process is superimposed on the
centrifugally driven mixing process so as to occur in an extremely
rapid manner.
SUMMARY OF THE INVENTION
A combustor having a swirling flow therein has been formed
employing a multiplicity of small swirling jets, rather than having
a single interface of a larger characteristic radius, which
increases substantially the rapidity of the mixing and the burning
process since the centrifugal force, the driving force for a rapid
mixing, is inversely proportional to the radius of the interface
between the fluids.
A combustor having a hot fluid injected therein with a multiplicity
of cooler jets having engagement therewith provides a combustion
device which makes it readily adaptable for replacing a combustor
of a more conventional design.
An object of this invention is to provide a combustion device which
will optimize burning conditions to reduce NOx, permit all residual
reactions to go to completion greatly reducing CO and unburned
hydrocarbons, and greatly reduce any trace of smoke.
Another object of this invention is to provide a combustion device
having a pilot burner for directing hot gases into a main burner
wherein cooler swirling columns of an oxidizer can be mixed
therewith, with fuel being directed into the mixture.
Another object of this invention is to provide a combustion device
wherein the fuel can be carried into the main combustion chamber by
the hot gases entering from the pilot burner.
A further object of this invention is to direct fuel into a column
of swirling air thereby providing a vaporized, premixed fuel-air
mixture in one or more of the columns.
A further object of this invention is to provide a combustion
device for a jet engine having two stages of in-line burning
wherein one stage can be used for "idle" operation of the
engine.
BRIEF DESCRIPTION OF THE DRAWINGS
FIG. 1 is a view of a gas turbine engine showing the location of
the combustion chamber;
FIG. 2 is an enlarged sectional view of the combustion section
showing a combustion chamber therein;
FIG. 3 is a view taken along the line 3--3 of FIG. 2;
FIG. 4 is a modification of the rear portion of the combustion
chamber of FIG. 2;
FIG. 5 is a modification of the front part of the combustion
chamber of FIG. 2;
FIG. 6 is a modification of the combustion chamber;
FIG. 7 is a view taken along the line 7--7 of FIG. 6; and
FIG. 8 is another modification of the combustion chamber.
DESCRIPTION OF THE PREFERRED EMBODIMENTS
Referring to FIG. 1 a turbojet engine 2 is shown comprising a
compressor section, combustion section, turbine section and exhaust
section. The engine 2 is of the conventional type described in
greater particularity in U.S. Pat. No. 2,747,367.
Referring to FIG. 2 a combustor 4 is shown mounted in a chamber 6
formed between an inner casing 8 and outer casing 10. This chamber
6 is annular and connected at its forward end between the forward
portions of the inner and outer casing to the exit of the
compressor section. The downstream end of the chamber 6 is
connected to an annular exit duct 12 containing a plurality of
turbine inlet vanes 14. The inner casing 8 and outer casing 10 have
annular flanges 16 and 18, respectively, which extend outwardly and
inwardly, respectively to the annular exit 12 to enclose the rear
portion of the annular chamber 6.
While in FIg. 1 the combustion section is formed as a plurality of
individual cans between the inner and outer casings 8 and 10, the
combustor can be formed as a single annular combustor which is
substantially symmetrical about the centerline of the engine and
located within the inner and outer casings 8 and 10. For simplicity
the combustor will be described in terms of the can version.
Although a plurality of these combustor cans are located around the
annular chamber 6, since they are alike only one of these cans will
be described below: A combustor 4 comprises a pilot burner 20 and a
main combustion burner 22. The pilot burner 20 is shown as a
conventional swirl stabilized burner employing an annular opening
24 around the end of a fuel nozzle 26 located in the forward end of
the pilot burner, as in conventional combustor designs. Swril vanes
28 are located in the annular opening 24. The swirling flow
entering the pilot burner section 20 acts only to stabilize the
recirculation region in the pilot combustion zone 30 and the
tangential motion is essentially dissipated by the time the flow
leaves the pilot burner 20 of the combustor 4. The fuel nozzle 26
is of the conventional type and is connected by conduit 32 to a
suitable external manifold 23 and fuel control means 25 not shown.
Ignition means 27 provides for ignition of the mixture in the pilot
burner section 20.
FIG. 3 shows the front view of one of the combustors 4 of the can
type within the inner casing 8 and outer casing 10. The main
combustion burner 22 is shown as an extension of the pilot burner
20 and has its rearward end exhausting into the annular exit duct
12 across the turbine inlet vanes 14. The forward end of the main
combustion burner 22 is connected to the rearward end of the pilot
burner 20. The forward part of the main combustion burner 22
includes an outwardly extending funnel-shaped transition member 34.
The rearward part of the main combustion burner 22 includes a
rearwardly extending transition member 36. Since this is the
construction including a plurality of combustor cans the transition
member 36 is formed of a plurality of circular projections 38 which
blend into an annular rearward end 40 which is connected to the
annular exit duct 12. An intermediate substantially circular
section 42 of the main combustion burner 22 connects the rearward
part of the member 34 to the forward part of the member 36. The
members 34, 36 and section 42 are formed of a louvered construction
to provide cooling of the combustor walls. Openings 44 direct
cooling air into the louvers. It is noted that this same type
construction is used for the wall of the pilot burner 20. Openings
45 direct dilution air into the main combustion sections.
A plurality of swirl tubes 50 each containing swirl vanes 52 at the
forward end thereof are arranged around the periphery of the main
combustion burner 22 in the funnel-shaped transition member 34.
These tubes produce a multiplicity of small swirling jets
discharging into the main combustion burner 22 and into engagement
with the hot pilot stream. Fuel nozzle means 33 comprising a
manifold 35 and nozzle 37 delivers fuel to the hot pilot stream
entering the main combustion section 22. A fuel control 29 delivers
fuel to manifold 35 by conduit 31. The pilot burner flow and
swirling jet flow from tubes 50 have the flow split therethrough
accomplished by the relative size of the pilot burner inlet passage
24 in relation to that of the swirl tubes 50. This split would be
dictated by the amount of energy required to initiate the
combustion process in the swirling jet flow and would generally
involve having the jets flow about 70 to 80 percent of the total
air that will be vitiated while the remainder passes through the
pilot burner. The angular momentum of the individual jets
dissipates by the time the bulk flow enters the turbine so there is
no net rotation of the flow at this point either, and the swirling
nature is restricted only to the immediate locality where it is
employed to accelerate the combustion process.
In the modification of FIg. 2, approximately 20 percent of the fuel
enters nozzle 26 while 80 percent enters through nozzle means 33.
As for air flow, approximately 10 percent enters annular opening
24, approximately 30 percent enters tubes 50, approximately 30
percent enters dilution holes 45, and approximately 30 percent
enters cooling holes 44.
An alternative construction is shown in FIG. 4 which would involve
introducing the secondary fuel into the main combustion air prior
to its passing through the swirlers. In this way the flow entering
the main combustion burner is in the form of a swirling premixed
fuel-air mixture. The instability arising at the outer boundary of
these jets permits the surrounding pilot gases to act as a source
of igniter for the ensuing main combustion process.
In FIG. 4 the changes from FIG. 2 are represented by the
relationship between the swirl tubes 50B and the fuel nozzle means
33B. The swirl tubes 50B while being connected to the main
combustion burner 22 in the same manner, have their forward ends
curved to a point radially outwardly from, and just rearwardly of
the manifold 35B of the fuel nozzle means 33. The fuel nozzles 37B
extend into the curved forward ends of swirl tubes 50B and are
connected at their forward ends to the manifold 35B. The fuel
nozzles 37B need not be located in each swirl tube 50B. The amount
of fuel desired can be placed through, for example, every other
swirl tube 50B.
An alternative construction is shown in FIG. 5 where the forward
part of the pilot burner is formed having the pilot fuel injected
by fuel nozzles 26C into the air entering the pilot burner and
where it then passes through a perforated plate flameholder
41C.
In a construction built the flameholder 41C acted to regulate the
quantity of air entering the pilot combustion zone and also
stabilized the flame in the pilot section. The function of the
pilot burner is to generate a previtiated hot gas stream and to one
skilled in the art there are other means of accomplishing this
purpose within the content of this disclosure.
FIG. 6 shows a modification of the combustion section wherein a
combustor 4A is shown mounted in a chamber 6A formed between an
inner casing not shown and an outer casing 10A. This chamber 6A is
annular and connected at its forward end to the exit of the
compressor section. The downstream end of the chamber 6A is
connected to an annular exit duct containing a plurality of turbine
inlet vanes as shown in FIG. 2.
Here again, while in the construction shown, a plurality of
combustors 4A formed as individual cans are used, a combustor can
be formed equally as well as a single annular combustor. As before,
although a plurality of these combustor cans are located around the
annular chamber 6A, since they are alike, only one of these cans
will be described below. The combustor 4A comprises a pilot burner
20A and a main combustion burner 22A. In this modification the
pilot burner 20A is formed having an annular pilot combustion zone
30A formed between outer and inner wall members 60 and 62. The
outer wall member 60 is connected to and spaced from the outer
casing 10A by a plurality of struts 64. Inner wall 62 is connected
to and spaced from a centerbody 68 by a plurality of struts 70,
forming an annular passageway 72.
Outer wall member 60 extends forwardly in an annular passageway 66,
approximately at the center thereof, formed by the wall of the
centerbody 68 and outer casing 10A. The wall member 60 is bent
rearwardly at its forward end 61 forming a streamline flow splitter
for inlet air from the compressor section. The centerbody 68 has a
forward opening 69 to permit the entry of inlet air from the
compressor section.
Inner wall member 62 is spaced approximately halfway between the
outer wall member 60 and the wall of the centerbody 68. The forward
end of the wall member 62 is bent outwardly and rearwardly at 63
forming a smaller annular inlet passageway 65 which permits air in
the annular passageway formed between the centerbody 68 and outer
wall member 60 to enter the pilot combustion zone 30A. The rearward
end of this bent back position is tapered inwardly at 67 forming an
entry passage to the flameholder 74 which is placed between outer
wall member 60 and inner wall member 62 to hold the flame at that
point in the pilot burner. The pilot fuel is directed from a
control 76 to a manifold 78. The fuel is carried from manifold 78
by a plurality of conduits 32A to fuel nozzles 26A, said nozzles
26A being located in the annular passage 65. An igniter 80 provides
ignition at 82, just rearwardly of the flameholder 74. Secondary
fuel is delivered by control 83 to a manifold 35A. This fuel is
carried from manifold 35A by a plurality of conduits to a plurality
of fuel nozzles 37A where it is directed into the pilot burner
section so that it can be carried with the hot gases from the
combustion zone, thereby forming a hot fuel rich mixture at the
exit 84 located between the outer wall member 60 and inner wall
member 62.
The centerbody 68 extends downstream of the ends of the outer and
inner wall members 60 and 62 and the portion extending rearwardly
thereof comprises louvers 86 having cooling openings 88 and a
rearward opening 90 for the exit of air therefrom. A center hub 92
is positioned in the opening 90 while swirl vanes 94 extend
therearound. It is noted that a solid plate could be used in lieu
of the hub 92 and swirl vanes 94.
An intermediate wall member 96 is positioned between outer wall
member 60 and outer casing 10A, said wall 96 being spaced from
outer wall 60 approximately the same distance as the wall of
centerbody 68 is spaced from inner wall member 62 forming an
annular passageway 97. This construction also forms an annular
passageway 98 between the wall member 96 and outer casing 10A and
this passageway permits cooling and dilution air to pass around the
main combustion burner 22A. Wall member 96 extends downstream, as
referred to above, to an annular exit duct, such as shown in FIG.
2, with the wall formed as louver sections with cooling holes and
dilution air holes.
Swirl tubes 50A containing swirl vanes 52A are located at the rear
portion of the annular passageways 97 and 72, a short distance from
the rear end of the outer and inner wall members 60 and 62. Each
swirl tube 50A has its swirl vanes 52A fixed to the interior
thereof and they extend inwardly to a smaller center tube 53A. Each
tube 50A therefore emits a swirl column of air around a straight
center column of air. This construction helps maintain the swirling
column of air in its columnar form for a longer period of time. As
seen in FIG. 7 the swirl tubes 50A are located in pairs around the
circumference of annular passageway 97 and annular passageway 72.
The pairs of swirl tubes 50A are spaced apart to allow chutes 102
to be placed downstream thereof and not interfere in a detrimental
way with flow from the tubes. The chutes are provided to divert
part of the hot pilot gases into the void regions between the pairs
of swirlers 50A. The pairs of swirl tubes 50A in both annular
passageways 72 and 97 have their vanes 52A directed so that fluid
is swirled as it passes therethrough in opposite directions, that
is air will be swirled in a clockwise direction through one swirl
tube 50A while it will be swirled in a counterclockwise direction
in the adjacent swirl tube 50A of the pair.
Blockage means are provided to prevent flow from passing around the
swirl tubes 50A. Blocking means are shown at 104, 106 and 108. In
annular passageway 72 blockage means are provided for the same
purpose. They are shown at 110 and 112.
In a construction built of the device shown in FIG. 6, it was felt
that approximately 4 percent of the air should enter the forward
opening 69 of the centerbody 68, approximately 17 percent should
enter the annular passageway 72, approximately 10 percent should
enter the passageway 65, approximately 17 percent should enter the
annular passageway 97 and approximately 52 percent of the air
should pass around the main combustion burner 22A with
approximately 30 percent entering dilution holes and approximately
22 percent entering through the louver cooling holes in operation.
It was also felt that approximately 20 percent of the total fuel
should be admitted through fuel nozzles 26A while approximately 80
percent of the total fuel should enter through fuel nozzles 26A.
The construction was built substantially in the same proportion as
FIG. 6 with there being 12 pairs of swirl tubes 50A, each of
approximately 1 inch diameter, around the annular passageway 97,
making a total of 24 swirl tubes, while 7 pairs of swirl tubes 50A,
of approximately the same diameter, were placed around passageway
72, thereby providing a total of 14 swirl tubes. The swirl tubes
50A in passageway 97 are located in the same transverse plane as
swirl tubes 50A in the annular passageway 72.
FIG. 8 shows a modification of the construction of FIG. 6 wherein a
combustor 4D is shown mounted in chamber 6D formed between an inner
casing not shown and an outer casing 10D. This chamber 6D is
annular and connected at its forward end to the exit of the
compressor section. The downstream end of the chamber 6D is
connected to annular exit duct containing a plurality of turbine
inlet vanes as shown in FIG. 2.
Here again, while an individual can is shown, a single annular type
can be used. One of these individual cans will be described belwo.
A combustor 4D comprises a pilot burner 20D and a main combustor
burner 22D. In this modification the pilot burner 20D is formed
having an annular pilot combustion zone 30D formed between outer
and inner wall members 60D and 62D. The outer wall member 60D is
connected to and spaced from the outer casing 10D by a plurality of
struts 64D. Inner wall 62D is connected to and spaced from a short
forward centerbody 68D by a plurality of struts 70D. Struts 71D
connect the short centerbody to wall member 60D. The pilot burner
is formed in the same manner as that in FIG. 6 with the pilot fuel,
igniter and secondary fuel devices being substantially the same. At
the rear end of the walls 60D and 62D two large louver extensions
120 and 122 complete the pilot burner. An annular flange member 124
extends outwardly and rearwardly from the rear end of member 120
and an annular flange member 126 extends inwardly and rearwardly
from the end of 122. Swirlers 50D are mounted around each of the
flanges 124 and 126 with the swirl tubes being directed inwardly at
an angle towards each other. The swirl tubes 50D are located around
the flanges in much the same manner as in FIG. 7. The main
combustion burner 22D extends rearwardly from the outer edge of the
flange 124 and a short centerbody extends rearwardly from the
inward end of the flange 128. This centerbody 128 is formed as the
rear section of the centerbody 68 in FIG. 6.
If the annular can construction of FIGS. 6 and 8 were employed in a
single annular combustor, the centerbody would not be truncated as
shown but extended rearwardly to act as the inner wall of the
annular inlet passage to the turbine while the outer wall of the
main combustion chamber would become the outer wall of the annular
inlet passage to the turbine.
* * * * *