• 专利附录
  • 专利说明
  • 权利要求
  • 类似技术
  • 同族专利
  • 引用文献
  • 法律状态
  • 优先权
    • 专利摘要:
    A turbine fuel nozzle assembly includes a combustor cap (102) and a plurality of fuel nozzles (110, 112a-c, 114a-c) mounted to the combustor cap (102). One or more of the fuel nozzles (110, 114a-c) are configured as multi-zone fuel nozzles and include two separate fuel supply channels that are individually controllably fueled. The fuel nozzle assembly may be controlled to operate or purposely shut off individual internal and / or external fuel supply channels of the fuel nozzles (110, 112a-c, 114a-c). Operating a fuel nozzle assembly in this manner helps to reduce or eliminate the generation of unwanted and possibly harmful noise.
    公开号:CH703571B1
    申请号:CH00950/11
    申请日:2011-06-06
    公开日:2016-05-31
    发明作者:Ho Uhm Jong；Edward Johnson Thomas；Kim Kwanwoo
    申请人:Gen Electric；
    IPC主号:
    专利说明:

    The invention relates to fuel nozzle assemblies for turbine engines.
    Background to the invention
    Turbines used in the electric power generation industry usually include a plurality of combustors concentrically arranged around the outside of the compressor section of the turbine. In each combustion chamber, a plurality of fuel nozzles are usually mounted on a combustion cap which is located near the upstream end of the combustion chamber. Compressed air flows through and past the nozzles to reach a combustion zone within the combustion chamber. As the air passes through and past the fuel nozzles, fuel is injected into the airflow and the air and fuel mix together to form a fuel-air mixture that is ignited in the combustion zone of the combustion chamber.
    In many combustion chambers, a fuel nozzle is arranged in the center of the combustion chamber cap, while a plurality of nozzles are arranged in a symmetrical manner around the outside of the central, central nozzle.
    During some operating conditions, only a subset of all available fuel nozzles provide fuel to the airflow. For example, in some operating conditions, fuel is delivered only through the central fuel nozzle. In other cases, fuel may be delivered through the central fuel nozzle and a subset of the fuel nozzles surrounding the central nozzle.
    In some combustors, when immediately adjacent fuel nozzles both supply fuel to the airflow, the combustion flow of fuel and air cooperates to produce audible noise. The generation of the audible sound itself is undesirable. However, the vibrations that produce this noise over a longer period of time can also be damaging to the combustion chamber. Accordingly, the generation of such audible noise is undesirable.
    Such noise may occur, for example, when the nozzles burn fuel of high hydrogen content. The burning of a hydrogen-rich fuel can lead to dynamic combustion sounds with frequencies higher than 1 kHz.
    As explained above, in the case where the combustion cap assembly includes a plurality of fuel nozzles mounted on a combustion cap, and if immediately adjacent fuel nozzles both supply fuel to an air flow within the combustion chamber, flame interactions between the two adjacent fuel nozzles can produce a fuel undesirable audible noise, especially when high levels of hydrogen are burned along with other fuels, such as natural gas, nitrogen, carbon monoxide, and other similar fuels. It is possible to reduce or eliminate the noise generated by the interaction between the two adjacent fuel nozzles by taking certain measures.
    For example, it may be possible to use only a subset of all fuel nozzles. And if only non-adjacent fuel nozzles supply fuel to the airflow, this can reduce or eliminate the generation of unwanted noise. Unfortunately, it is often impossible to operate the combustor such that only non-adjacent nozzles supply fuel.
    When two adjacent fuel nozzles both supply fuel to the airflow, operation of the adjacent fuel nozzles at different pressure differences can also help to reduce or eliminate the generation of unwanted noise. For each nozzle, the pressure differential is the difference between the fuel pressure upstream of the nozzle and the fuel pressure downstream of the nozzle. And because the pressure downstream of all the nozzles is approximately the same, generally, the pressure differential between adjacent nozzles can only be varied by changing the fuel pressure upstream of one of the nozzles relative to the other nozzle.
    Operation of the two adjacent fuel nozzles at different pressure ratios usually means that a pressure of the fuel supplied to a first nozzle is higher than a pressure of the fuel supplied to an adjacent second nozzle. And if this occurs with identical fuel nozzles, the fuel nozzle with the higher fuel pressure tends to supply larger amounts of the fuel to the air flow. This unbalanced supply of fuel to the combustor can result in incomplete combustion, which in turn leads to undesirable combustion byproducts. Accordingly, it is not always possible to operate two adjacent fuel nozzles at different pressure ratios.
    Similarly, when it is necessary to operate the two adjacent fuel nozzles at the same time, it is possible to reduce or eliminate unwanted noise by allowing fuel to be supplied to one of the two adjacent fuel nozzles at a first throughput and allowing the second one of the two two adjacent fuel nozzles, supply fuel at a different second throughput. The difference between the flow rates of the two nozzles appears to reduce or eliminate the generation of unwanted noise. Again, however, this can lead to an unbalanced flow state within the combustor resulting in incomplete combustion and the generation of undesirable emissions.
    FIG. 1 illustrates a typical fuel nozzle assembly 100 including a combustor cap 102 and a plurality of fuel nozzles. The fuel nozzles include a central, central fuel nozzle 110, a subset 112a, 112b, 112c of the remaining fuel nozzles, hereinafter called second subset, symmetrically disposed about the central fuel nozzle 110, and a subset 114a, 114b, 114c of the remaining fuel nozzles, below called first subset, which are also arranged in a symmetrical manner around the central fuel nozzle 110 around.
    It is often desirable to operate a turbine under varying load conditions. The magnitude of the power output by the turbine may be varied by controlling the amount or flow rate of fuel supplied to the combustion chamber through the nozzles. This can be accomplished by operating only a subset of all available fuel nozzles at any given time.
    Fig. 2 illustrates a fuel nozzle assembly operating in three different operating states, each of which would result in the turbine generating a different amount of power. In Figure 2, and in many of the other figures, some fuel nozzles are simply illustrated with a white area within the nozzle to indicate that no fuel is flowing out of the nozzle. Other nozzles are illustrated with shading in the center of the nozzle to indicate that fuel is flowing out of these nozzles. Thus, any shaded portions of a nozzle indicate that fuel is flowing out of the shaded portion.
    In an operating state 1 (OC1), which is visible on the far left in Fig. 2, only the central nozzle 110 is fuel in the combustion zone of the combustion chamber. The operating state 1 would correspond to the lowest power setting.
    If it is desired to increase the magnitude of the power output by the turbine, the operators would switch from the operating state 1 to an operating state 2 (0C2), which is illustrated in the middle of Fig. 2. In the operating state 2, both the central nozzle 110 and the second subset 112a, 112b, 112c of the remaining fuel nozzles supply fuel into the combustion chamber. The operating state 2 would correspond to an average power setting.
    If it is desired that the turbine generate even larger amounts of power, the operators would switch from the operating state 2 to an operating state 3 (0C3), which is illustrated on the right side of Fig. 2. In operating state 3, all of the fuel nozzles discharge fuel into the combustion chamber.
    In all operating conditions, fuel is supplied to the combustor in a substantially symmetrical manner. For example, in the operating state 1, all the fuel is supplied to the center of the combustion chamber. In operating condition 2, fuel is supplied to the center and edge regions of the combustion chamber and the second subset 112a, 112b and 112c of the nozzles ensure that fuel is supplied to the peripheral regions of the combustion chamber in a symmetrical manner. Further, in the operating state 3, because all the nozzles supply fuel to the combustion chamber, the fuel is supplied in a symmetrical manner.
    If fuel were not supplied to the combustor in a symmetrical manner, it would likely result in incomplete combustion and the generation of undesirable and harmful emissions, and the overall performance of the turbine would be reduced. In addition, this could also cause the excitation of a very high-frequency noise in the range of 1-10 kHz.
    There is thus a need for a fuel nozzle assembly which allows for symmetrical delivery of fuel, and wherein the fuel nozzle assembly can be operated at different power levels (operating states) to produce unwanted and possibly harmful noise even when fuel nozzles immediately adjacent to it are operated to avoid or prevent.
    Brief description of the invention
    The invention provides a fuel nozzle arrangement according to claim 1.
    Brief description of the drawings
    [0022]<Tb> FIG. 1 <SEP> is a diagram illustrating, as described above, a fuel nozzle assembly including a plurality of fuel nozzles;<Tb> FIG. Fig. 2 is a diagram illustrating, as described above, how the fuel nozzle assembly of Fig. 1 can be operated in three different operating conditions;<Tb> FIG. Fig. 3 shows an example of a fuel nozzle assembly according to the invention including a plurality of fuel nozzles having first and second fuel supply passages;<Tb> FIG. FIG. 4 is a diagram illustrating how the fuel nozzle assembly of FIG. 3 may be operated in at least five different operating conditions; FIG.<Tb> FIG. Fig. 5 is a diagram illustrating a fuel nozzle assembly in which each of the fuel nozzles includes first and second fuel supply passages;<Tb> FIG. Fig. 6 is a diagram illustrating how the fuel nozzle assembly of Fig. 5 can be operated in ten different operating conditions;<Tb> FIG. Fig. 7 is a diagram illustrating a fuel nozzle having a fuel supply passage that can be used in a combustion chamber;<Tb> FIG. 8 <SEP> is a diagram illustrating a first embodiment of a multi-zone fuel nozzle including first and second fuel supply passages;<Tb> FIG. 9 <SEP> is a diagram illustrating a second embodiment of a multi-zone fuel nozzle having first and second fuel supply passages;<Tb> FIG. Fig. 10 is a diagram of another fuel nozzle assembly including a plurality of fuel nozzles having first and second fuel supply passages; and<Tb> FIG. 11 shows a diagram illustrating a combustor cap assembly in which each of the fuel nozzles includes first and second fuel supply passages.
    Detailed description of the invention
    Fig. 3 illustrates an example of a fuel nozzle assembly for a turbine according to an embodiment of the invention. The fuel nozzle assembly illustrated in FIG. 3 allows the symmetrical injection of fuel into the air flowing through the combustion chamber, and this embodiment also helps to reduce or eliminate the generation of unwanted noise.
    In the embodiment illustrated in FIG. 3, the central fuel nozzle 110 includes two different fuel supply channels. A first or inner fuel supply passage 110 (i) supplies fuel to the center of a downstream end of the central fuel nozzle 110. Additionally, a second or outer fuel supply passage 110 (o) supplies fuel through an outer annulus at the downstream end of the fuel nozzle. The first and second fuel supply passages are independently controllable such that fuel is only passed through the inner fuel delivery passage 110 (i) or only through the outer fuel delivery passages 110 (o) or through both the inner 110 (i) and outer 110 (FIGS. o) fuel supply channels can be delivered simultaneously.
    Fig. 7 illustrates a fuel nozzle that could be used in one of the fuel nozzle assemblies incorporating the invention. As illustrated in FIG. 7, the fuel nozzle 200 includes a fuel supply passage 210 leading to a plurality of individual fuel lines 220. At each of the individual fuel lines 220 fuel inlets 222 are arranged.
    Fuel enters nozzle 200 through fuel channel 210. The fuel then flows to the inlets 222 of each of the individual fuel lines 220. The fuel is then mixed with air that is allowed to flow from the line inlet 220 and the air-fuel mixture flows through the fuel line 220 to the downstream ends 224 of the individual Fuel lines 220. The fuel-air mixture then exits the fuel lines 220 into the combustion chamber (not shown) of the combustion chamber. This flow of the fuel is illustrated by the arrows labeled with reference numeral 250.
    Fig. 8 shows an embodiment for illustrating how a fuel nozzle as illustrated in Fig. 7 may be modified to include a first and a second individually controllable fuel supply passage. The first fuel supply passage is an inner fuel supply passage that allows fuel to be supplied from the central portion of the downstream end of the nozzle. The second fuel supply passage is an outer fuel supply passage that allows fuel to be supplied only from the outer annular portion of the downstream end of the nozzle.
    As illustrated in Figure 8, the nozzle includes a barrier structure that includes a first barrier portion 230 that is substantially cylindrical and extends downwardly through the fuel supply passage of the fuel nozzle. The first barrier portion 230 leads to a radially extending portion 232 which extends outwardly through the region in which the fuel lines are disposed. A third barrier portion 234 extends rearwardly from the radially extending portion 232. The barrier elements 230, 232, 234 separate the fuel passing through the fuel nozzle into a first fuel supply passage and a second fuel supply passage.
    Fuel flowing through a first fuel supply passage passes along an annular passage 231 disposed between an outer surface of the first barrier section 230 and an inner surface of the outside of the fuel nozzle. This fuel is led to the fuel lines 228 located in the center of the fuel nozzle. The arrows labeled 252 show how fuel would flow through the first fuel supply passage to enter the fuel lines 228 located in the center of the fuel nozzle.
    Fuel flowing through a second fuel supply passage first passes through the center of the first barrier section 230. This fuel then flows toward the end face of the fuel nozzle and the fuel flows radially outward about the end of the radially extending barrier 232. The fuel would then enter the fuel lines 225 located at the outer annular portion of the fuel nozzle. The fuel flow through the second fuel supply passage is illustrated by the arrows labeled 254.
    As mentioned above, the fuel flows through the first and second Brennstoffzuführkanal are independently controllable. As a result, operators may choose to send fuel only to the first fuel supply passage 231, which would result in fuel being supplied only through the fuel conduits 228 located at the center of the downstream end of the fuel nozzle. Alternatively, operators may cause fuel to flow only through the second fuel supply passage so that fuel is supplied only through the fuel conduits 226 disposed on the outer annular portion of the fuel nozzle. Operators may also cause fuel to flow through both the first and second fuel supply passages so that fuel is supplied through all of the fuel lines at the downstream end of the fuel nozzle.
    Fig. 9 illustrates a second embodiment of a fuel nozzle which also includes first and second fuel supply passages. In this embodiment, the barrier structure further includes a first cylindrical barrier portion 230 extending down the longitudinal extent of the fuel nozzle. However, this barrier portion is connected to a differently configured radially extending portion 232 and a forwardly extending portion 235 leading to the downstream end of the fuel nozzle.
    In the embodiment illustrated in Figure 9, fuel flowing through the center of the first barrier section 230 is directed to the fuel lines 228 located in the central portion of the downstream end of the fuel nozzle, as indicated by the reference numeral 258 indicated arrows is indicated. Fuel flowing past the outside of the first barrier section 230 is directed to the outer fuel lines 226 located in the outer annular portion of the fuel nozzle, as illustrated by the arrows indicated by reference numeral 256.
    The fuel nozzles illustrated in Figs. 7, 8 and 9 are intended to be illustrative only.
    Individual fuel nozzles having first and second fuel supply passages could be configured in a variety of different ways.
    In addition, in the embodiments illustrated in Figures 8 and 9, the fuel is split into the first and second fuel supply passages. In alternative embodiments, a fuel nozzle could include more than two different fuel supply channels.
    Returning to a description of the fuel nozzle assembly illustrated in FIG. 3, an explanation will now be given of how this fuel nozzle assembly can be used to supply varying amounts of fuel to a combustion chamber while reducing or eliminating the generation of unwanted noise.
    As illustrated in FIG. 3, the fuel nozzle assembly includes a central nozzle 110 including an inner fuel supply passage 110 (i) and an outer fuel supply passage 110 (o). In addition, a first subset 114a, 114b and 114c of the remaining fuel nozzles also includes an inner fuel supply passage and an outer fuel supply passage. A second subset 112a, 112b and 112c of the nozzles includes only a single fuel supply passage.
    Fig. 4 illustrates how a combustor nozzle assembly as illustrated in Fig. 3 may be operated in at least five different operating conditions to supply varying amounts of fuel to the combustor. The varying amounts of fuel supplied to the combustion chamber in the five different operating states correspond to the five different power settings for the combustion chamber.
    In the operating state (OC1), which can be seen on the left side of Fig. 4, only the inner fuel supply passage 110 (i) of the central fuel nozzle 110 supplies fuel to the combustion chamber. This would be the lowest power setting.
    Operators could then switch from the operating state 1 to the operating state 2 (OC2), which is illustrated to the right of the operating state 1. In operation state 2, fuel is supplied to the combustion chamber through the inner fuel supply passage 110 (i) of the central fuel nozzle 110 and also through the three nozzles corresponding to the second subset 112a, 112b, 112c of the fuel nozzles. This would correspond to a higher power setting.
    In operating condition 2, fuel is supplied to the combustion chamber in a symmetrical manner which helps to promote uniform and complete combustion of the air-fuel mixture. In addition, because only the inner fuel supply passage 110 (i) supplies fuel to the central fuel nozzle 110, there is a physical separation between the fuel flows exiting the nozzles. This physical separation of the fuel flows helps to reduce or eliminate the generation of unwanted noise.
    It would be further desirable that the flow rate of the fuel exiting the central nozzle 110 be approximately equal to the flow rate of the fuel leaving each of the second subset of nozzles 112a, 112b, 112c. Operation in such a manner that each nozzle contributes approximately 25% of the total fuel supply to the airflow helps to maintain the fuel pressure ratios between the central nozzle and each nozzle from the second subset of nozzles 112a, 112b, 112c leading to decoupling Flame interaction between adjacent nozzles lead.
    To ensure that the flow rate of the fuel exiting the inner fuel supply passage 110 (i) of the central fuel nozzle 110 is approximately equal to the flow rate of the fuel exiting the other nozzles, it is necessary to supply the fuel to the fuel injector inner fuel supply passage 110 (i) to supply the central nozzle 110 with a higher fuel pressure. Further, as described above, operation of the central fuel nozzle with a different (in this case higher) pressure differential than the adjacent fuel nozzles 112a, 112b, 112c also helps to reduce or eliminate the generation of unwanted noise. Thus, there is a reduction in undesirable noise both due to a physical separation between the fuel streams from adjacent nozzles and due to the fact that adjacent nozzles are operated at different pressure differentials.
    In operating state 3 (OC3), which can be seen in the center of FIG. 4, fuel of the combustion chamber is passed through the inner fuel supply passage 110 (i) of the central fuel nozzle 110, through each of the fuel nozzles in the second subset 112a. 112b, 112c and through the inner fuel supply passages of the first subset 114a, 114b and 114c of the nozzles. This would correspond to a medium power setting.
    Here, because fuel flows only from the inner fuel supply passage 110 (i) of the central nozzle 110 and the inner fuel supply passages 114a (i), 114b (i) and 114c (i) of the first subset of the nozzles a physical separation between the fuel flows exiting each of the nozzles. This helps to reduce or eliminate the generation of unwanted noise.
    In addition, it is desirable that the flow rate of the fuel from each of the nozzles be approximately equal. That is, fuel must be supplied to the center fuel supply passages 110 (i), 114a (i), 114b (i), 114c (i) at a higher pressure than that of the fuel that is the second subset 112a, 112b, 112c of the nozzles is supplied. Further, the variation of the pressure differences between adjacent fuel nozzles also helps to reduce or eliminate the generation of unwanted noise.
    In the operating state 4 (OC4), fuel is supplied into the combustion chamber through the same nozzles and fuel supply passages as in the operating state 3 and through the outer fuel supply passage 110 (o) of the central fuel nozzle.
    In the operating state 5 (OC5), which can be seen on the right side of Fig. 4, fuel is supplied through all Brennstoffzuführkanäle all nozzles. This would be the highest power setting.
    A fuel nozzle assembly, as illustrated in Figures 3 and 4, allows finer control of turbine power settings. In addition, the selective use of the internal and external fuel supply channels of certain fuel nozzles helps to reduce or eliminate the generation of unwanted noise.
    Fig. 5 illustrates another embodiment of a fuel nozzle assembly. In the embodiment illustrated in FIG. 5, all seven fuel nozzles include an inner fuel supply passage and an outer fuel supply passage. By providing a fuel nozzle assembly in which all seven nozzles include first and second fuel supply passages that are individually controllable, an even finer degree of control over the line settings can be made possible.
    Fig. 6 illustrates how the fuel nozzle assembly of Fig. 5 can be operated in ten different operating conditions, each of which may provide a different power setting for the turbine. The shaded portions of the inner and outer fuel nozzles illustrate how the selective use of only the inner or outer fuel supply passage or both fuel supply passages can help achieve physical separation of the fuel streams. This may also help to maintain different pressure differences between adjacent fuel nozzles. As it progresses from operating state 1 to operating state 10, ever larger amounts of fuel would be delivered to the airflow to achieve ever greater amounts of power.
    In the embodiments described above, seven fuel nozzles are mounted on a combustion cap. In modified embodiments, a different number of fuel nozzles could be mounted on a fuel nozzle assembly. For example, a fuel nozzle assembly could include four nozzles, with one nozzle in the middle and the remaining three nozzles symmetrically arranged around the central nozzle. In addition, the fuel nozzles could be positioned differently so that no fuel nozzle is located in the middle, but such that the fuel nozzles are still arranged symmetrically about the combustion chamber cap. Both a smaller number and a larger number of fuel nozzles than those illustrated and described herein may be used in a fuel nozzle assembly incorporating the invention.
    Similarly, the individual fuel nozzles of a fuel nozzle assembly embodying the invention could include two independently controllable fuel supply channels or could include a greater number of independently controllable fuel supply channels. As also explained with reference to FIGS. 3 and 4, some of the individual fuel nozzles of a fuel nozzle assembly may include only a single fuel supply channel while other nozzles within the same fuel nozzle assembly may include two or more individually controllable fuel supply channels.
    Figures 9 and 10 illustrate fuel nozzle assemblies in which the central fuel nozzle is circular and in which the fuel nozzles surrounding the central fuel nozzle are shaped similar to shortened pie wedges.
    In the embodiment illustrated in FIG. 10, the central fuel nozzle 110 includes an inner fuel supply passage 110 (i) and an outer fuel supply passage 110 (o). The inner and outer Brennstoffzuführkanal can be controlled independently.
    In addition, a first subset 114a, 114b and 114c of the remainder of the fuel nozzles also includes inner fuel supply passages and outer fuel circuits. A second subset 112a, 112b and 112c of the nozzles contains only a single fuel supply channel. As illustrated in FIG. 10, both the first subset and the second subset of the fuel nozzles have a pie slice shape with the tip end of the pie slice cut away to receive the central fuel nozzle 110. This embodiment is quite similar to that illustrated in FIG. 3, except that the fuel nozzles surrounding the central fuel nozzle have a different shape.
    Fig. 11 illustrates another embodiment similar to that illustrated in Fig. 10. In this embodiment, however, all the fuel nozzles surrounding the central fuel nozzle have both inner and outer fuel supply passages which are independently controllable. Thus, this embodiment is similar to that illustrated in FIG. 5, except that the fuel nozzles surrounding the central fuel nozzle have a different shape.
    The operation of the embodiments illustrated in Figs. 10 and 11 would be substantially similar as described above for the embodiments illustrated in Figs. 3 and 5, respectively.
    LIST OF REFERENCE NUMBERS
    [0060]<Tb> 100 <September> fuel nozzle assembly<Tb> 102 <September> combustor cap<tb> 110 <SEP> central fuel nozzle<tb> 110 (i) <SEP> inner fuel supply passage<tb> 110 (o) <SEP> outer fuel supply passage<tb> 112a, 112b, 112c <SEP> second subset of fuel nozzles<tb> 114a, 114b, 114c <SEP> first subset of fuel nozzles<tb> 114a (i), 114a (o) <SEP> inner and outer fuel supply channels<tb> 114b (i), 144b (o) <SEP> inner and outer fuel supply channels<tb> 114c (i), 114c (o) <SEP> inner and outer fuel supply channels<Tb> 200 <September> nozzle<Tb> 210 <September> fuel channel<tb> 220, 226, 228 <SEP> fuel lines<Tb> 222 <September> inlets<tb> 230 <SEP> first barrier section<tb> 231 <SEP> annular passage<RTIgt; 232 </ RTI> radial extending portion<tb> 234 <SEP> third barrier section<tb> 235 <SEP> forward extending section<tb> 250, 252, 254, 256, 258 <SEP> Arrows illustrating the fuel flow
    权利要求:
    Claims (10)
    [1]
    A fuel nozzle assembly (100) for a turbine, comprising:a combustion chamber cap (102);a plurality of fuel nozzles (110, 112a-c, 114a-c) mounted on the combustor cap (102), wherein at least one (110, 114a-c) of the plurality of fuel nozzles is configured as a multi-zone fuel nozzle and has a first fuel supply channel (110 (i) 114a (i), 114b (i), 114c (i)), which supplies fuel only to a central portion of a downstream end of the multi-zone fuel nozzle (110, 114a-c), and a second fuel supply channel (110 (o), 114a (114) o), 114b (o), 114c (o)), which supplies fuel only to an outer annular portion of the downstream end of the fuel nozzle (110, 114a-c), and suitable control means for providing a first flow of fuel through the first fuel supply passage (11). 110 (i), 114a (i), 114b (i), 114c (i)) and a second fuel flow through the second fuel supply passage (110 (o), 114a (o), 114b (o), 114c (o)) independently to control each other.
    [2]
    The fuel nozzle assembly (100) of claim 1, wherein the at least one multi-zone fuel nozzle (110) is located in the center of the fuel cap (102).
    [3]
    The fuel nozzle assembly (100) of claim 1, wherein a plurality of the fuel nozzles (110, 114a-c) are configured as multi-zone fuel nozzles.
    [4]
    4. A fuel nozzle assembly (100) according to claim 3, wherein a first multi-zone fuel nozzle (110) is disposed in the center of the combustion chamber cap (102) and wherein a first subset (114a-c) of fuel nozzles contains exclusively the further multi-zone fuel nozzles, the first subset ( 114a-c) being symmetrically disposed about the central multi-zone fuel nozzle (110) and wherein a second subset (112a-c) of the remainder of the fuel nozzles has only a single fuel supply channel, the second subset (112a-c) also being symmetrical about the central one Multi-zone fuel nozzle (110) is arranged.
    [5]
    The fuel nozzle assembly (100) of claim 1 wherein all of the fuel nozzles (110, 112a-c, 114a-c) are multi-zone fuel nozzles.
    [6]
    The fuel nozzle assembly (100) of claim 4, wherein the plurality of fuel nozzles (110, 112a-c, 114a-c) are arranged and controllable to operate in a first operating condition in which only the first fuel supply passage (110 (110) i)) provides fuel to the central multi-zone fuel nozzle (110).
    [7]
    The fuel nozzle assembly (100) of claim 4, wherein the plurality of fuel nozzles (110, 112a-c, 114a-c) are arranged and controllable to operate in a second mode of operation in which only the first fuel supply channel (110 (110) i)) provide fuel to the central multi-zone fuel nozzle (110) and the second subset (112a-c) of the fuel nozzles.
    [8]
    The fuel nozzle assembly (100) of claim 4, wherein the plurality of fuel nozzles (110, 112a-c, 114a-c) are arranged and controllable to operate in a third mode of operation in which only the first fuel supply channel (110 (110). i)) provide fuel to the central multi-zone fuel nozzle (110) and the first fuel supply channels (114a (i), 114b (i), 114c (i)) of the first subset (114a-c) of the multi-zone fuel nozzles.
    [9]
    9. A fuel nozzle assembly (100) according to claim 4, wherein the plurality of fuel nozzles (110, 112a-c, 114a-c) are arranged and controllable such that they can be operated in a further operating condition in which only the first fuel supply passage (110 (110). i)) of the central multi-zone fuel nozzle, the first fuel supply channels (114a (i), 114b (i), 114c (i)) of the first subset (114a-c) of the multi-zone fuel nozzles and the second subset (112a-c) of the fuel nozzles provide fuel.
    [10]
    The fuel nozzle assembly (100) of claim 4, wherein the plurality of fuel nozzles (110, 112a-c, 114a-c) are arranged and controllable to operate in a fourth mode of operation wherein only the first (110 (i ) and the second fuel supply passage (110 (o)) of the central multi-zone fuel nozzle (110), the first fuel supply passages (114a (i), 114b (i), 114c (i)) of the first subset (114a-c) of multi-zone fuel nozzles and second subset (12a-c) of fuel nozzles provide fuel.
    类似技术:
    公开号 | 公开日 | 专利标题
    CH703571B1|2016-05-31|Fuel nozzle assembly with a Mehrzonenbrennstoffdüse.
    EP1812756B1|2016-12-28|Burner starting method
    EP0976982A1|2000-02-02|Method of operating the combustion chamber of a liquid-fuel gas turbine
    CH708992A2|2015-06-15|Fuel injector with premixed pilot nozzle.
    EP1510755A1|2005-03-02|Burner with lance and staged fuel supply.
    WO2005080878A1|2005-09-01|Premix burner and method for burning a low-calorie combustion gas
    EP2161502A1|2010-03-10|Pre-mix burner for a low calorie and high calorie fuel
    EP2225488A1|2010-09-08|Premix burner for a gas turbine
    DE10160997A1|2003-07-03|Lean premix burner for a gas turbine and method for operating a lean premix burner
    EP1754002A2|2007-02-21|Injector for liquid fuels and sequential premix burner comprising said injector
    WO2005095864A1|2005-10-13|Multiple burner arrangement for operating a combustion chamber, and method for operating the multiple burner arrangement
    EP2329196B1|2015-01-28|Burner and method for operating a burner
    DE112014001594T5|2016-01-21|Combustion chamber and gas turbine
    CH701827A2|2011-03-15|Combustion chamber with combustion dynamics control multiple fuel nozzles.
    EP3004743A1|2016-04-13|Burner for a gas turbine and method for reducing thermo-acoustic oscillations in a gas turbine
    DE10334228A1|2004-03-04|Operating premix burner involves selecting second, third further fuel nozzle opening groups, applying fuel to them independently of each other so second, third groups form premixing, diffusion stages
    EP2416070A1|2012-02-08|Gas turbine combustion chamber
    EP2703720A2|2014-03-05|Method for operating a lean burn pre-mix burner of a flue gas turbine and device for carrying out the method
    EP1855054B1|2016-08-17|Method for supplying fuel to a premix burner
    DE102013112162A1|2014-05-22|Mikromischerdüse
    DE102004006665B4|2007-06-21|Injection element in coaxial design with two combustion zones
    DE102005061486B4|2018-07-12|Method for operating a combustion chamber of a gas turbine
    EP1624252A1|2006-02-08|Burner, Gas Turbine and Method for Operating a Burner
    WO2002052201A1|2002-07-04|Burner comprising a graduated fuel injection
    DE112015004805T5|2017-07-06|Combustion chamber and gas turbine
    同族专利:
    公开号 | 公开日
    DE102011050864A8|2012-05-24|
    CN102374533A|2012-03-14|
    JP2012037220A|2012-02-23|
    US8613197B2|2013-12-24|
    US20120031102A1|2012-02-09|
    CH703571A2|2012-02-15|
    JP5890617B2|2016-03-22|
    DE102011050864A1|2012-02-09|
    CN102374533B|2015-11-25|
    引用文献:
    公开号 | 申请日 | 公开日 | 申请人 | 专利标题
    GB2036296B|1978-11-20|1982-12-01|Rolls Royce|Gas turbine|
    US5193346A|1986-11-25|1993-03-16|General Electric Company|Premixed secondary fuel nozzle with integral swirler|
    JP2528894B2|1987-09-04|1996-08-28|株式会社日立製作所|Gas turbine combustor|
    US5339635A|1987-09-04|1994-08-23|Hitachi, Ltd.|Gas turbine combustor of the completely premixed combustion type|
    JPH05196232A|1991-08-01|1993-08-06|General Electric Co <Ge>|Back fire-resistant fuel staging type premixed combustion apparatus|
    US5235814A|1991-08-01|1993-08-17|General Electric Company|Flashback resistant fuel staged premixed combustor|
    US5263325A|1991-12-16|1993-11-23|United Technologies Corporation|Low NOx combustion|
    US5394688A|1993-10-27|1995-03-07|Westinghouse Electric Corporation|Gas turbine combustor swirl vane arrangement|
    JP3188140B2|1995-05-12|2001-07-16|三菱重工業株式会社|Multi-nozzle combustor for gas turbine and control method therefor|
    JPH09166326A|1995-12-15|1997-06-24|Hitachi Ltd|Gas turbine combustion device|
    JPH10185185A|1996-12-26|1998-07-14|Ishikawajima Harima Heavy Ind Co Ltd|Fuel control method of gas turbine|
    JPH11257663A|1998-03-13|1999-09-21|Toshiba Corp|Gas turbine combustor|
    US6038861A|1998-06-10|2000-03-21|Siemens Westinghouse Power Corporation|Main stage fuel mixer with premixing transition for dry low Nox combustors|
    US6598383B1|1999-12-08|2003-07-29|General Electric Co.|Fuel system configuration and method for staging fuel for gas turbines utilizing both gaseous and liquid fuels|
    JP2001254947A|2000-03-14|2001-09-21|Mitsubishi Heavy Ind Ltd|Gas turbine combustor|
    JP4610800B2|2001-06-29|2011-01-12|三菱重工業株式会社|Gas turbine combustor|
    JP2003065536A|2001-08-21|2003-03-05|Mitsubishi Heavy Ind Ltd|Gas turbine combustor with low nox|
    US6672073B2|2002-05-22|2004-01-06|Siemens Westinghouse Power Corporation|System and method for supporting fuel nozzles in a gas turbine combustor utilizing a support plate|
    JP2004012039A|2002-06-07|2004-01-15|Hitachi Ltd|Gas turbine combustor|
    US7185494B2|2004-04-12|2007-03-06|General Electric Company|Reduced center burner in multi-burner combustor and method for operating the combustor|
    US7284378B2|2004-06-04|2007-10-23|General Electric Company|Methods and apparatus for low emission gas turbine energy generation|
    JP4070758B2|2004-09-10|2008-04-02|三菱重工業株式会社|Gas turbine combustor|
    US7546735B2|2004-10-14|2009-06-16|General Electric Company|Low-cost dual-fuel combustor and related method|
    JP4015656B2|2004-11-17|2007-11-28|三菱重工業株式会社|Gas turbine combustor|
    US7540154B2|2005-08-11|2009-06-02|Mitsubishi Heavy Industries, Ltd.|Gas turbine combustor|
    US20090077972A1|2007-09-21|2009-03-26|General Electric Company|Toroidal ring manifold for secondary fuel nozzle of a dln gas turbine|
    JP5185757B2|2008-10-01|2013-04-17|三菱重工業株式会社|Gas turbine fuel control method, fuel control apparatus, and gas turbine|
    US8312722B2|2008-10-23|2012-11-20|General Electric Company|Flame holding tolerant fuel and air premixer for a gas turbine combustor|
    US9140454B2|2009-01-23|2015-09-22|General Electric Company|Bundled multi-tube nozzle for a turbomachine|
    US8539773B2|2009-02-04|2013-09-24|General Electric Company|Premixed direct injection nozzle for highly reactive fuels|
    US8959921B2|2010-07-13|2015-02-24|General Electric Company|Flame tolerant secondary fuel nozzle|US8984887B2|2011-09-25|2015-03-24|General Electric Company|Combustor and method for supplying fuel to a combustor|
    JP5458121B2|2012-01-27|2014-04-02|株式会社日立製作所|Gas turbine combustor and method of operating gas turbine combustor|
    US9341376B2|2012-02-20|2016-05-17|General Electric Company|Combustor and method for supplying fuel to a combustor|
    JP5650677B2|2012-02-28|2015-01-07|三菱日立パワーシステムズ株式会社|Gas turbine combustor, gas turbine combustor operating method, and burner for gas turbine combustor|
    US9003806B2|2012-03-05|2015-04-14|General Electric Company|Method of operating a combustor from a liquid fuel to a gas fuel operation|
    US9163839B2|2012-03-19|2015-10-20|General Electric Company|Micromixer combustion head end assembly|
    US9145778B2|2012-04-03|2015-09-29|General Electric Company|Combustor with non-circular head end|
    US9534781B2|2012-05-10|2017-01-03|General Electric Company|System and method having multi-tube fuel nozzle with differential flow|
    US9261279B2|2012-05-25|2016-02-16|General Electric Company|Liquid cartridge with passively fueled premixed air blast circuit for gas operation|
    US20150184858A1|2012-10-01|2015-07-02|Peter John Stuttford|Method of operating a multi-stage flamesheet combustor|
    US9291098B2|2012-11-14|2016-03-22|General Electric Company|Turbomachine and staged combustion system of a turbomachine|
    US9291103B2|2012-12-05|2016-03-22|General Electric Company|Fuel nozzle for a combustor of a gas turbine engine|
    US9422867B2|2013-02-06|2016-08-23|General Electric Company|Variable volume combustor with center hub fuel staging|
    JP6210810B2|2013-09-20|2017-10-11|三菱日立パワーシステムズ株式会社|Dual fuel fired gas turbine combustor|
    US10274200B2|2013-10-18|2019-04-30|Mitsubishi Heavy Industries, Ltd.|Fuel injector, combustor, and gas turbine|
    JP6258101B2|2014-03-28|2018-01-10|三菱重工業株式会社|Jet engine, flying object and operation method of jet engine|
    US20150300647A1|2014-04-21|2015-10-22|Southwest Research Institute|Air-Fuel Micromix Injector Having Multibank Ports for Adaptive Cooling of High Temperature Combustor|
    US20170090910A1|2015-09-29|2017-03-30|International Business Machines Corporation|Mobile device application installation with performance enhancement|
    KR102046457B1|2017-11-09|2019-11-19|두산중공업 주식회사|Combustor and gas turbine including the same|
    法律状态:
    2017-03-15| NV| New agent|Representative=s name: GENERAL ELECTRIC TECHNOLOGY GMBH GLOBAL PATENT, CH |
    2022-01-31| PL| Patent ceased|
    优先权:
    申请号 | 申请日 | 专利标题
    US12/850,763|US8613197B2|2010-08-05|2010-08-05|Turbine combustor with fuel nozzles having inner and outer fuel circuits|
    [返回顶部]