CA1176477A - Fuel nozzle for a gas turbine engine - Google Patents
Fuel nozzle for a gas turbine engineInfo
- Publication number
- CA1176477A CA1176477A CA000388654A CA388654A CA1176477A CA 1176477 A CA1176477 A CA 1176477A CA 000388654 A CA000388654 A CA 000388654A CA 388654 A CA388654 A CA 388654A CA 1176477 A CA1176477 A CA 1176477A
- Authority
- CA
- Canada
- Prior art keywords
- nozzle
- fuel
- output
- primary
- path means
- Prior art date
- Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
- Expired
Links
Classifications
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
- F23D—BURNERS
- F23D17/00—Burners for combustion conjointly or alternatively of gaseous or liquid or pulverulent fuel
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
- F23D—BURNERS
- F23D11/00—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space
- F23D11/24—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space by pressurisation of the fuel before a nozzle through which it is sprayed by a substantial pressure reduction into a space
Landscapes
- Engineering & Computer Science (AREA)
- Chemical & Material Sciences (AREA)
- Combustion & Propulsion (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Nozzles For Spraying Of Liquid Fuel (AREA)
- Nozzles (AREA)
- Spray-Type Burners (AREA)
Abstract
FUEL NOZZLE FOR A GAS
TURBINE ENGINE
ABSTRACT OF THE DISCLOSURE
In one form, a fuel nozzle includes a primary flowpath and a secondary flowpath, each of which includes a pair of axially opposing input and output ends disposed along a common central longitudinal axis. The secondary path is circumferentially disposed around the primary path. A
nozzle discharge portion is circumferentially disposed around the primary and secondary output ends for receiving inter-acting output flows from the first and second paths and developing a nozzle output therefrom. The nozzle discharge portion includes a conical portion having an input end of smaller diameter which increases along the longitudinal axis to an output end of relatively larger diameter. In a preferred embodiment, the conical portion defines an included solid angle of 60 degrees with respect to the central longitudinal axis. Other embodiments are disclosed.
TURBINE ENGINE
ABSTRACT OF THE DISCLOSURE
In one form, a fuel nozzle includes a primary flowpath and a secondary flowpath, each of which includes a pair of axially opposing input and output ends disposed along a common central longitudinal axis. The secondary path is circumferentially disposed around the primary path. A
nozzle discharge portion is circumferentially disposed around the primary and secondary output ends for receiving inter-acting output flows from the first and second paths and developing a nozzle output therefrom. The nozzle discharge portion includes a conical portion having an input end of smaller diameter which increases along the longitudinal axis to an output end of relatively larger diameter. In a preferred embodiment, the conical portion defines an included solid angle of 60 degrees with respect to the central longitudinal axis. Other embodiments are disclosed.
Description
- ~7~i~'7~7 1 - 13DV~7453 FUEL NO Z ZLE FOR A GAS
TURB I NE ENGI NE
: BACKG~OUND OF THE INVENTION
.
The present invention relates to a fuel nozzle for a gas turbine enginet and more particularly, to such a nozzle which exhibits reduced carbon formation without requiring an air shroud.
In a conventional gas turbine engine, a combustor section is utilized to provide a zone in which fuel and compressor discharge air may be burned with the resultant energy release employed to drive other operating parts of the engine. The combustor includes at least one fuel nozzle located therein for supplying fuel to the combustor section.
One conventional type of fuel nozzle is often referred to as a fuel pressure atomizing nozzle indicating that fuel pressure is utilized to provide an atomized fuel flow from an orifice in the output tip portion of the nozzle into the combustor for desirable combustor operation.
To provide desirable engine starting performance, it is often necessary to provide a dual fuel flowpath, i.e., primary and secondary paths, from the Puel nozzle to the combustor. Although such dual flowpath nozz~les are satisfactory for many applications, it is known that conventional dual path nozzles are likely to develop undesirable carbon deposits on the nozzle surfaces adjacent to the output portion thereof.
Accordingly, a present solution to the formation of such undesirable carbon deposits is to provide the nozzle with an air shroud structure which encircles the output portion of the nozzle. The air shroud functions to direct airflow ;~
7~ 7 entering the combustor section from the compressor section through a sweeping motion which tends to reduce the formation of the undesirable carbon deposits. A problem with this solution, however, is that additional struc-ture, i.e., an air shroud, i5 required. The air shroud adds weight and cost to the nozzle assembly. This added weight is particularly undesirable as it is well known that reduced nozzle tip we'`ght results in improved vibratory patterns, e.g., reduced tip mass reduces the possibility of resonance in the fundamental bending frequency, and hence, improved part life.
In addition, for many applications, additional swirler and venturi components are provided at the output of the nozzle for improving the fuel and air mixing in the primary zone of the combustor. Typically, such swirler and venturi components are circumferentially disposed around the output portion of the fuel nozzle. When such swirler and venturi components are employed in combination with the conventional ; fuel nozzle having an air shroud, the result is an undesirably large outer diameter structure.
Accordingly, it is a general object of the present invention to provide an improved fuel nozzle for a gas turbine engine.
It is another object of the present invention to provide such a fuel nozzle which exhibits reduced carbon formation without requiring an air shroud.
It is another object of the present invention to provide such a fuel no2zle which is relatively simple to manufacture.
It is another object of the present invention to provide such a fuel nozzle which can be conveniently inserted in-to and removed from its operating position in -the combustor section.
It is another object of the present invention to provide such a fuel nozzle with improved operational life.
~'7~'7~7 SUMMARY OF THE IN~ENTION
In one form of our invention, we provide a dual fuel path fuel nozzle for use in a combustor section of a gas turbine engine. The nozzle includes primary path means with a central longitudinal axis. The primary path means has an input end for receiving a primary ~low of fuel and an opposing output end for developing a primary output flow having a predetermined rotational motion at the output end. The nozzle includes secondary path means having an input end for receiving a secondary flow of fuel and an 1~ opposing output end for developing a secondary output flow.
The secondary output flow has a rotational motion which generally corresponds in direction to -the predetermined rotational motion of the primary output flow. The secondary path means is circumferentially disposed in fixed relation around the primary path means with the secondary path means output end being circumferentially disposed around the primary path means output end, thereby forming an interacting nozzle output flow. Nozzle discharge means is circumferentially disposed around the primary and secondary path means ou-tput 2Q ends for receiviny the interacting output flow and developing ; a processed nozzle output therefrom for use in subsequent ignition in the combustor section. The nozzle discharge means includes a conical portion ~aving an input end of relatively smaller diameter which increases along the central longitudinal axis to an output end of relatively larger diameter. The con:ical portion defines an included solid angle therein of at least ~5 degrees with respect to the central longitudinal axis of the primary path.
BRIEF DESCRIPTI N OF TEIE DRAWINGS
For a better understanding of the invention, reference may be had to the following description, taken in conjunction with the accompanying drawings~ wherein:
Figure 1 is a partially broken away schematic representation of an exemplary gas turbine engine to which the present invention relates.
. . .
~:~'7~'~'7~7 Figure 2 is a sectional view ~howing a fuel nozzle of the Prior Art.
Figure 3 is a sectional view, taken as in Figure 2, showing one form of the fuel nozzle of the present invention. For purposes of clarity, the fuel nozzle of Figure 3 is illustrated as a larger structure than the fuel nozzle of Figure 2.
D~TAILED DESCRIP~ION OF THE IN~ENTION
Referring initially to E'igure 1, one form of exemplary gas turbine engine to which the present invention relates is generally designated 10. The gas turbine engine 10 includes a fan section 12, a compressor section 14, a combustor section 16, a high pressure turbine section 18, a low pressure turbine section 20, and an exhaust section 22. The combustor section 16 includes a plurality of nozzles 19 which receive the fuel flow to the enegine and develop an atomi2ed fuel flow for ignition in the combustor 16. The nozzle 19 is coupled through a fuel ste,m 21 to a fuel injector inlet 23. The fuel inlet 23 is coupled to receive the engine fuel and controllably pass the engine fuel to the nozzle 19 for subsequent atomization and ignition.
Referring now to Figure 2, a typical Prior Art dual fuel path fuel pressure atomizing nozzle 19 is shown in further detail. The fuel nozzle 19 of Figure 2 includes an input end l9A and an output end l9B. The nozzle 19 includes a primary ~uel path 26 having an input end 26A for receiving the primary fuel flow from the fuel ste~ 21 (not .shown in Figure 2). The primary path 26 also includes an axially opposi.ng output end 26B. Slots 28 are coupled to the primaxy path 26 at a location between the input end 26 A and the output end 26B thereof. The 310ts 28 function to direct the primary fuel flow (see arrows) through additional spin slots 29. After passing through the slots 28 and 29, the primary fuel flow is passed through a primary spin chamber 30 before being directed out of primary output 26B. As is well known in the art, the slots 28 and 29, and spin chamber 30, function 7'~
to impart a predetermined rotational motion of the primary fuel flow as it is directed from the output 26B.
The Prior Art fuel nozzle 19 includes a secondary fuel path 32 for receiving the secondary fuel flow from the fuel stem 21. The secondary path 32 includes an input end 32A
and an output end 32B. The secondary path 32 is circum-ferentially disposed in fixed relation around the primary path 26. The output end 32B of the secondary path 32 is circumferentially disposed around the primary path output 26B. The secondary path 32 also includes a number of swirl vanes 33 through which the secondary fuel flow passes before entering a secondary spin charnber 34. AS a result of its passage through secondary path 32, the secondary fuel 10w output 32B iS provided with a rotational motion which generally corresponds in direction to the rotational motion of the primary flow at output 26B.
The nozzle 19 includes a nozzle discharge portion 36 which is circumferentially disposed around the primary and secondary outpu-ts 26B and 32B. The nozzle discharge portion 36 functions to receive the interacting output flow from outputs 26B and 32B and to develop an output therefrom or use in subsequent ignition in the combustor section (not shown in Figure 2). The nozzle discharge portion 36 includes a conical portion 38. The conical portion 38 has an input end 39 of relatively ,æmaller inside diameter (d), e.g., typically about .:15 inches, which increase along the longi-tudinal central axis to an output end 4:L oE relatively larger inside diameter (D)l e.g., typicalLy about .44 inches. The conical poxtion 38 includes an interior surface 40 which typically deEines an included solicl angle~therein o less than 36 degrees with respect to -the central longitudinal axis of the primary pa-th 26. The longitudinal length (1) of the interior surace 40 is typically about .150 inches.
As noted previously, the Prior Art nozzle is typically provided with a conventional air shroud structure 42 having slots 43. The air shroud 42 is disposed circumferentially 13DV~7~53 around the Euel nozzle 19 and Eunctions to receive and direct air entering (see arrows) the combustor section (not shown in Figure 2) through the slots 43 in a manner so as to reduce the carbon formations on the interior conical surface 40.
Referring now to Figure 3, one form of Euel nozzle c)f the present invention is generally designated 50. The fuel nozzle S0 of Figure 3 is similar in many respects to the Prior Art fuel nozzle l9 of Figure 2 so that, wherever possible, like reference numbers have been used to represent like elements. The fuel nozzle 50 of Figure 3, however, differs from the Prior Art fuel nozzle l9 of Figure 2 in at least two significant respects. The fuel nozz:Le 50 is provided with a modified nozzle portion and includes no air shroud structure.
More particularly, the nozzle discharge portion 36 of the fuel nozzle 50 of the present invention is provided with a conical portion 38 thereof having an interior surface 40 which defines a solid angle ~ of at least 45 degrees with respect to the central longitudinal axis thereof. The solid angle~ is preferably in the range of from about 50 degrees to abou~ 65 degrees with about 60 degrees being a particularly preferred value. The longitudinal length (1) of the interior surface 40 is typically about .080 inches. In addition, typical inside diameters (d) and (D) of the nozzle 50 are .18 inches and .40 inches, respectively.
The fuel nozzle 50 is preferably providecl with a wear coating 52 along its exposecl exterior Eor protecting the Euel nozzle 50 Erom the harsh rubbing ac-tion between itself and the combustor paxt in which it is inserted. Typically, the wear coating 52 comprises a conventional high temperature-resistant material. An exemplary wear coating 52 may comprise, for example, .015 inches of chromium carb:ide.
Although, for purposes of illustration, the fuel nozzle of the present invention has been described as being of certain exemplary dimensions, other dimensions may be 7'-~
13D~-7453 appropriate for certain applications.
Referring now to the operation of the nozzle 50 of Figure 3, -the primary flow through primary path 26 and its output end 26B is shown as resulting in a primary spray 60 which does not impinge on the interior conica' surface portion 40. The secondary fuel flow through the secondary path 32 and its secondary output end 32B is shown as resulting in a secondary spray 620 An outer portion 62A
of the secondary spray 62 passes on and along the conical surface portion 40. However, as mentioned previously, the particular configuration of the discharge portion 36, i.e., the solid angle~ of at least 45 degrees, results in reduced carbon formation along the surface portion 40. Indeed, the configuration shown in the fuel nozzle 50 o~ Figure 3 obviates the need for an addltional air shroud structure, such as the air shroud 42 shown in the Prior Art ~uel nozzle of Figure 2. In this connection, the outer diameter of the fuel nozzle 50 of Figure 3 may be abou-t the same as the outer diameter of the fuel nozzle 19 of Figure 2, without 20 ~ the s~ shroud 42.
Although the uel nozzle of the present invention is suitable for use in combination with many conventional fuel stems, a preferred fuel stem is described in Canadian ~ patent application 3~ of J.M. Richey, et al, entitled, "Dual Fuel Path Stem for a Gas Turbine Engine," ~iled ~bb~ ~3,lq~1. This Canadian paterlt application is assigned to the assignee of the present application.
For some applications, it may be desirable to employ the ~uel nozzle of the present invention in combination with additional components for providing highly desirable ignition in the combustor section. In this connection, conventional structures, including airblast discs, venturi shrouds, and secondary swirlers, may be employed. Such conventional structures are shown in U.S. Patent ~,198,815, issued April 22r 1980, to Bobo, et al, entitled, "Central Injection Fuel Carburetor." This patent is assigned to the assignee of the present invention.
~ 7~477 Although the fuel nozzle of the present inven-tion has been illustrated as having a linear central longitudinal a~is with axially opposing input and output ends, other nozzle configurations may be appropriate for certain nozzle applications. For example, for certain applications, the central longitudinal axis may be curvilinear. In addition, it is to be appreciated that the fuel nozzle of the present invention is suitable for engine applications other than the previously-discussed exemplary gas turbine engine.
Indeed, the fuel nozzle of the present inven~ion is applicable to any gas turbine engine, such as one which includes only a compressor section, a combustor section, and an exhaust sec*ion.
Thus, there is provided by the present invention a fuel nozzle which exhibits reduced carbon formation without requiring an air shroud. The fuel nozzle of the present invention is relatively simple to manufacture. Further, the fuel nozzle of the present invention can be conveniently inserted into and removed from its operating position in the combustor section without the need to remove other associated parts in the combustor section. AlSo, the fuel nozzle of the present invention, as a result of its relatively low weight, provides a desirable operational part life.
While the present invention has been described with reference to specific embodiments thereof, it will be obvious to those skilled in the art that various changes and modifications may be made without departin~ from the invention in its broader aspects. It is contemplatecl in the appended claims to cover all variations and modifications of the invention which come within the true spirit and scope of our invention.
TURB I NE ENGI NE
: BACKG~OUND OF THE INVENTION
.
The present invention relates to a fuel nozzle for a gas turbine enginet and more particularly, to such a nozzle which exhibits reduced carbon formation without requiring an air shroud.
In a conventional gas turbine engine, a combustor section is utilized to provide a zone in which fuel and compressor discharge air may be burned with the resultant energy release employed to drive other operating parts of the engine. The combustor includes at least one fuel nozzle located therein for supplying fuel to the combustor section.
One conventional type of fuel nozzle is often referred to as a fuel pressure atomizing nozzle indicating that fuel pressure is utilized to provide an atomized fuel flow from an orifice in the output tip portion of the nozzle into the combustor for desirable combustor operation.
To provide desirable engine starting performance, it is often necessary to provide a dual fuel flowpath, i.e., primary and secondary paths, from the Puel nozzle to the combustor. Although such dual flowpath nozz~les are satisfactory for many applications, it is known that conventional dual path nozzles are likely to develop undesirable carbon deposits on the nozzle surfaces adjacent to the output portion thereof.
Accordingly, a present solution to the formation of such undesirable carbon deposits is to provide the nozzle with an air shroud structure which encircles the output portion of the nozzle. The air shroud functions to direct airflow ;~
7~ 7 entering the combustor section from the compressor section through a sweeping motion which tends to reduce the formation of the undesirable carbon deposits. A problem with this solution, however, is that additional struc-ture, i.e., an air shroud, i5 required. The air shroud adds weight and cost to the nozzle assembly. This added weight is particularly undesirable as it is well known that reduced nozzle tip we'`ght results in improved vibratory patterns, e.g., reduced tip mass reduces the possibility of resonance in the fundamental bending frequency, and hence, improved part life.
In addition, for many applications, additional swirler and venturi components are provided at the output of the nozzle for improving the fuel and air mixing in the primary zone of the combustor. Typically, such swirler and venturi components are circumferentially disposed around the output portion of the fuel nozzle. When such swirler and venturi components are employed in combination with the conventional ; fuel nozzle having an air shroud, the result is an undesirably large outer diameter structure.
Accordingly, it is a general object of the present invention to provide an improved fuel nozzle for a gas turbine engine.
It is another object of the present invention to provide such a fuel nozzle which exhibits reduced carbon formation without requiring an air shroud.
It is another object of the present invention to provide such a fuel no2zle which is relatively simple to manufacture.
It is another object of the present invention to provide such a fuel nozzle which can be conveniently inserted in-to and removed from its operating position in -the combustor section.
It is another object of the present invention to provide such a fuel nozzle with improved operational life.
~'7~'7~7 SUMMARY OF THE IN~ENTION
In one form of our invention, we provide a dual fuel path fuel nozzle for use in a combustor section of a gas turbine engine. The nozzle includes primary path means with a central longitudinal axis. The primary path means has an input end for receiving a primary ~low of fuel and an opposing output end for developing a primary output flow having a predetermined rotational motion at the output end. The nozzle includes secondary path means having an input end for receiving a secondary flow of fuel and an 1~ opposing output end for developing a secondary output flow.
The secondary output flow has a rotational motion which generally corresponds in direction to -the predetermined rotational motion of the primary output flow. The secondary path means is circumferentially disposed in fixed relation around the primary path means with the secondary path means output end being circumferentially disposed around the primary path means output end, thereby forming an interacting nozzle output flow. Nozzle discharge means is circumferentially disposed around the primary and secondary path means ou-tput 2Q ends for receiviny the interacting output flow and developing ; a processed nozzle output therefrom for use in subsequent ignition in the combustor section. The nozzle discharge means includes a conical portion ~aving an input end of relatively smaller diameter which increases along the central longitudinal axis to an output end of relatively larger diameter. The con:ical portion defines an included solid angle therein of at least ~5 degrees with respect to the central longitudinal axis of the primary path.
BRIEF DESCRIPTI N OF TEIE DRAWINGS
For a better understanding of the invention, reference may be had to the following description, taken in conjunction with the accompanying drawings~ wherein:
Figure 1 is a partially broken away schematic representation of an exemplary gas turbine engine to which the present invention relates.
. . .
~:~'7~'~'7~7 Figure 2 is a sectional view ~howing a fuel nozzle of the Prior Art.
Figure 3 is a sectional view, taken as in Figure 2, showing one form of the fuel nozzle of the present invention. For purposes of clarity, the fuel nozzle of Figure 3 is illustrated as a larger structure than the fuel nozzle of Figure 2.
D~TAILED DESCRIP~ION OF THE IN~ENTION
Referring initially to E'igure 1, one form of exemplary gas turbine engine to which the present invention relates is generally designated 10. The gas turbine engine 10 includes a fan section 12, a compressor section 14, a combustor section 16, a high pressure turbine section 18, a low pressure turbine section 20, and an exhaust section 22. The combustor section 16 includes a plurality of nozzles 19 which receive the fuel flow to the enegine and develop an atomi2ed fuel flow for ignition in the combustor 16. The nozzle 19 is coupled through a fuel ste,m 21 to a fuel injector inlet 23. The fuel inlet 23 is coupled to receive the engine fuel and controllably pass the engine fuel to the nozzle 19 for subsequent atomization and ignition.
Referring now to Figure 2, a typical Prior Art dual fuel path fuel pressure atomizing nozzle 19 is shown in further detail. The fuel nozzle 19 of Figure 2 includes an input end l9A and an output end l9B. The nozzle 19 includes a primary ~uel path 26 having an input end 26A for receiving the primary fuel flow from the fuel ste~ 21 (not .shown in Figure 2). The primary path 26 also includes an axially opposi.ng output end 26B. Slots 28 are coupled to the primaxy path 26 at a location between the input end 26 A and the output end 26B thereof. The 310ts 28 function to direct the primary fuel flow (see arrows) through additional spin slots 29. After passing through the slots 28 and 29, the primary fuel flow is passed through a primary spin chamber 30 before being directed out of primary output 26B. As is well known in the art, the slots 28 and 29, and spin chamber 30, function 7'~
to impart a predetermined rotational motion of the primary fuel flow as it is directed from the output 26B.
The Prior Art fuel nozzle 19 includes a secondary fuel path 32 for receiving the secondary fuel flow from the fuel stem 21. The secondary path 32 includes an input end 32A
and an output end 32B. The secondary path 32 is circum-ferentially disposed in fixed relation around the primary path 26. The output end 32B of the secondary path 32 is circumferentially disposed around the primary path output 26B. The secondary path 32 also includes a number of swirl vanes 33 through which the secondary fuel flow passes before entering a secondary spin charnber 34. AS a result of its passage through secondary path 32, the secondary fuel 10w output 32B iS provided with a rotational motion which generally corresponds in direction to the rotational motion of the primary flow at output 26B.
The nozzle 19 includes a nozzle discharge portion 36 which is circumferentially disposed around the primary and secondary outpu-ts 26B and 32B. The nozzle discharge portion 36 functions to receive the interacting output flow from outputs 26B and 32B and to develop an output therefrom or use in subsequent ignition in the combustor section (not shown in Figure 2). The nozzle discharge portion 36 includes a conical portion 38. The conical portion 38 has an input end 39 of relatively ,æmaller inside diameter (d), e.g., typically about .:15 inches, which increase along the longi-tudinal central axis to an output end 4:L oE relatively larger inside diameter (D)l e.g., typicalLy about .44 inches. The conical poxtion 38 includes an interior surface 40 which typically deEines an included solicl angle~therein o less than 36 degrees with respect to -the central longitudinal axis of the primary pa-th 26. The longitudinal length (1) of the interior surace 40 is typically about .150 inches.
As noted previously, the Prior Art nozzle is typically provided with a conventional air shroud structure 42 having slots 43. The air shroud 42 is disposed circumferentially 13DV~7~53 around the Euel nozzle 19 and Eunctions to receive and direct air entering (see arrows) the combustor section (not shown in Figure 2) through the slots 43 in a manner so as to reduce the carbon formations on the interior conical surface 40.
Referring now to Figure 3, one form of Euel nozzle c)f the present invention is generally designated 50. The fuel nozzle S0 of Figure 3 is similar in many respects to the Prior Art fuel nozzle l9 of Figure 2 so that, wherever possible, like reference numbers have been used to represent like elements. The fuel nozzle 50 of Figure 3, however, differs from the Prior Art fuel nozzle l9 of Figure 2 in at least two significant respects. The fuel nozz:Le 50 is provided with a modified nozzle portion and includes no air shroud structure.
More particularly, the nozzle discharge portion 36 of the fuel nozzle 50 of the present invention is provided with a conical portion 38 thereof having an interior surface 40 which defines a solid angle ~ of at least 45 degrees with respect to the central longitudinal axis thereof. The solid angle~ is preferably in the range of from about 50 degrees to abou~ 65 degrees with about 60 degrees being a particularly preferred value. The longitudinal length (1) of the interior surface 40 is typically about .080 inches. In addition, typical inside diameters (d) and (D) of the nozzle 50 are .18 inches and .40 inches, respectively.
The fuel nozzle 50 is preferably providecl with a wear coating 52 along its exposecl exterior Eor protecting the Euel nozzle 50 Erom the harsh rubbing ac-tion between itself and the combustor paxt in which it is inserted. Typically, the wear coating 52 comprises a conventional high temperature-resistant material. An exemplary wear coating 52 may comprise, for example, .015 inches of chromium carb:ide.
Although, for purposes of illustration, the fuel nozzle of the present invention has been described as being of certain exemplary dimensions, other dimensions may be 7'-~
13D~-7453 appropriate for certain applications.
Referring now to the operation of the nozzle 50 of Figure 3, -the primary flow through primary path 26 and its output end 26B is shown as resulting in a primary spray 60 which does not impinge on the interior conica' surface portion 40. The secondary fuel flow through the secondary path 32 and its secondary output end 32B is shown as resulting in a secondary spray 620 An outer portion 62A
of the secondary spray 62 passes on and along the conical surface portion 40. However, as mentioned previously, the particular configuration of the discharge portion 36, i.e., the solid angle~ of at least 45 degrees, results in reduced carbon formation along the surface portion 40. Indeed, the configuration shown in the fuel nozzle 50 o~ Figure 3 obviates the need for an addltional air shroud structure, such as the air shroud 42 shown in the Prior Art ~uel nozzle of Figure 2. In this connection, the outer diameter of the fuel nozzle 50 of Figure 3 may be abou-t the same as the outer diameter of the fuel nozzle 19 of Figure 2, without 20 ~ the s~ shroud 42.
Although the uel nozzle of the present invention is suitable for use in combination with many conventional fuel stems, a preferred fuel stem is described in Canadian ~ patent application 3~ of J.M. Richey, et al, entitled, "Dual Fuel Path Stem for a Gas Turbine Engine," ~iled ~bb~ ~3,lq~1. This Canadian paterlt application is assigned to the assignee of the present application.
For some applications, it may be desirable to employ the ~uel nozzle of the present invention in combination with additional components for providing highly desirable ignition in the combustor section. In this connection, conventional structures, including airblast discs, venturi shrouds, and secondary swirlers, may be employed. Such conventional structures are shown in U.S. Patent ~,198,815, issued April 22r 1980, to Bobo, et al, entitled, "Central Injection Fuel Carburetor." This patent is assigned to the assignee of the present invention.
~ 7~477 Although the fuel nozzle of the present inven-tion has been illustrated as having a linear central longitudinal a~is with axially opposing input and output ends, other nozzle configurations may be appropriate for certain nozzle applications. For example, for certain applications, the central longitudinal axis may be curvilinear. In addition, it is to be appreciated that the fuel nozzle of the present invention is suitable for engine applications other than the previously-discussed exemplary gas turbine engine.
Indeed, the fuel nozzle of the present inven~ion is applicable to any gas turbine engine, such as one which includes only a compressor section, a combustor section, and an exhaust sec*ion.
Thus, there is provided by the present invention a fuel nozzle which exhibits reduced carbon formation without requiring an air shroud. The fuel nozzle of the present invention is relatively simple to manufacture. Further, the fuel nozzle of the present invention can be conveniently inserted into and removed from its operating position in the combustor section without the need to remove other associated parts in the combustor section. AlSo, the fuel nozzle of the present invention, as a result of its relatively low weight, provides a desirable operational part life.
While the present invention has been described with reference to specific embodiments thereof, it will be obvious to those skilled in the art that various changes and modifications may be made without departin~ from the invention in its broader aspects. It is contemplatecl in the appended claims to cover all variations and modifications of the invention which come within the true spirit and scope of our invention.
Claims (9)
1. A dual fuel path fuel pressure atomizing nozzle for use in a combustor section in a gas turbine engine, which comprises:
(a) primary path means having an input end for receiving a primary flow of fuel and an opposing output end for developing a primary output flow having a pre-determined rotational motion at said output end, said primary path means having a central longitudinal axis;
(b) secondary path means having an input end for receiving a secondary flow of fuel and an opposing output end for developing a secondary output flow having a rotational motion which generally corresponds in direction to said predetermined rotational motion, said secondary path means being circumferentially disposed in fixed relation around said primary path means with said secondary path means output end being circumferentially disposed around said primary path means output end, thereby forming an interacting output flow;
(c) nozzle discharge means circumferentially disposed around said primary and secondary path means output ends for receiving said interacting output flow and developing a processed nozzle output therefrom for use in subsequent ignition in the combustor section, said nozzle discharge means including a conical portion having an input end of relatively smaller diameter which increases along the longitudinal central axis to an output end of relatively larger diameter, said conical portion defining an included solid angle therein in the range of from about 50 degrees to about 65 degrees with respect to the central longitudinal axis of said primary path means; and (d) said primary path means, said secondary path means, and said nozzle discharge means being disposed within a nozzle housing with no air shroud structure being disposed circumferentially around said nozzle housing.
(a) primary path means having an input end for receiving a primary flow of fuel and an opposing output end for developing a primary output flow having a pre-determined rotational motion at said output end, said primary path means having a central longitudinal axis;
(b) secondary path means having an input end for receiving a secondary flow of fuel and an opposing output end for developing a secondary output flow having a rotational motion which generally corresponds in direction to said predetermined rotational motion, said secondary path means being circumferentially disposed in fixed relation around said primary path means with said secondary path means output end being circumferentially disposed around said primary path means output end, thereby forming an interacting output flow;
(c) nozzle discharge means circumferentially disposed around said primary and secondary path means output ends for receiving said interacting output flow and developing a processed nozzle output therefrom for use in subsequent ignition in the combustor section, said nozzle discharge means including a conical portion having an input end of relatively smaller diameter which increases along the longitudinal central axis to an output end of relatively larger diameter, said conical portion defining an included solid angle therein in the range of from about 50 degrees to about 65 degrees with respect to the central longitudinal axis of said primary path means; and (d) said primary path means, said secondary path means, and said nozzle discharge means being disposed within a nozzle housing with no air shroud structure being disposed circumferentially around said nozzle housing.
2. A fuel nozzle in accordance with claim 1 in which said included solid angle is about 60 degrees.
3. A fuel nozzle in accordance with claim 1 in which the longitudinal central axis is linear.
4. A fuel nozzle in accordance with claim 1 in which the longitudinal central axis is curvilinear.
5. A fuel nozzle in accordance with claim 1 in which said nozzle housing includes an exterior surface having a wear coating disposed thereon.
6. A fuel nozzle in accordance with claim 5 in which said wear coating comprises chromium carbide.
7. A fuel nozzle in accordance with claim 1 in which the gas turbine engine includes a fan section, a compressor section, the combustor section, a high pressure turbine section, and an exhaust section.
8. A method of reducing carbon deposits at an output portion of a gas turbine engine fuel pressure atomizing nozzle of the type including primary and secondary flowpaths having a central longitudinal axis, the output portion including a conical portion having an input end of relatively smaller diameter which increases along the longitudinal axis to an output end of relatively larger diameter, the conical portion defining an included solid angle therein with respect to the central longitudinal axis, comprising the step of:
establishing said solid angle in the range of from about 50 degrees to about 65 degrees.
establishing said solid angle in the range of from about 50 degrees to about 65 degrees.
9. A method in accordance with claim 8 including the step of providing no air shroud structure around said output portion.
Applications Claiming Priority (2)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| US21019280A | 1980-11-25 | 1980-11-25 | |
| US210,192 | 1980-11-25 |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CA1176477A true CA1176477A (en) | 1984-10-23 |
Family
ID=22781935
Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CA000388654A Expired CA1176477A (en) | 1980-11-25 | 1981-10-23 | Fuel nozzle for a gas turbine engine |
Country Status (7)
| Country | Link |
|---|---|
| JP (1) | JPS5792609A (en) |
| CA (1) | CA1176477A (en) |
| DE (1) | DE3132352A1 (en) |
| FR (1) | FR2494778A1 (en) |
| GB (1) | GB2088037A (en) |
| IL (1) | IL63171A0 (en) |
| IT (1) | IT8123606A0 (en) |
Families Citing this family (8)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| DE19608349A1 (en) * | 1996-03-05 | 1997-09-11 | Abb Research Ltd | Pressure atomizer nozzle |
| DE19730617A1 (en) * | 1997-07-17 | 1999-01-21 | Abb Research Ltd | Pressure atomizer nozzle |
| DE19860785A1 (en) * | 1998-12-30 | 2000-07-06 | Abb Alstom Power Ch Ag | Atomizer to atomize liquid fuel in combustion chamber of gas turbine, for example, has fluidic device with annular outer channel formed between outer and inner pipe and delivering fluid under pressure to interact with spray cone |
| US7082765B2 (en) * | 2004-09-01 | 2006-08-01 | General Electric Company | Methods and apparatus for reducing gas turbine engine emissions |
| FR2891314B1 (en) * | 2005-09-28 | 2015-04-24 | Snecma | INJECTOR ARM ANTI-COKEFACTION. |
| GB0814791D0 (en) * | 2008-08-14 | 2008-09-17 | Rolls Royce Plc | Liquid ejector |
| GB0820560D0 (en) | 2008-11-11 | 2008-12-17 | Rolls Royce Plc | Fuel injector |
| DE102018125848A1 (en) * | 2018-10-18 | 2020-04-23 | Man Energy Solutions Se | Combustion chamber of a gas turbine, gas turbine and method for operating the same |
Family Cites Families (6)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| FR963945A (en) * | 1950-07-26 | |||
| GB870553A (en) * | 1957-02-22 | 1961-06-14 | Orr & Sembower Inc | Pulverised fuel burner |
| US3638865A (en) * | 1970-08-31 | 1972-02-01 | Gen Electric | Fuel spray nozzle |
| NL7406452A (en) * | 1974-05-14 | 1975-11-18 | Porta Test Mfg | OIL BURNER. |
| US4198815A (en) * | 1975-12-24 | 1980-04-22 | General Electric Company | Central injection fuel carburetor |
| JPS5413020A (en) * | 1977-06-30 | 1979-01-31 | Nippon Oxygen Co Ltd | Liquid fuel burner |
-
1981
- 1981-06-25 IL IL63171A patent/IL63171A0/en unknown
- 1981-07-15 GB GB8121834A patent/GB2088037A/en active Pending
- 1981-08-17 DE DE19813132352 patent/DE3132352A1/en not_active Withdrawn
- 1981-08-20 JP JP56129491A patent/JPS5792609A/en active Pending
- 1981-08-24 IT IT8123606A patent/IT8123606A0/en unknown
- 1981-08-25 FR FR8116223A patent/FR2494778A1/en active Pending
- 1981-10-23 CA CA000388654A patent/CA1176477A/en not_active Expired
Also Published As
| Publication number | Publication date |
|---|---|
| IL63171A0 (en) | 1981-09-13 |
| JPS5792609A (en) | 1982-06-09 |
| GB2088037A (en) | 1982-06-03 |
| FR2494778A1 (en) | 1982-05-28 |
| DE3132352A1 (en) | 1982-08-26 |
| IT8123606A0 (en) | 1981-08-24 |
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Legal Events
| Date | Code | Title | Description |
|---|---|---|---|
| MKEX | Expiry |