• 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 fuel injector (62) includes a fuel supply arm (64) and a fuel injector head (66) and the fuel injector head (66) has a fuel passage (84). The fuel supply arm (64) has a fuel supply passage (70) in fluid communication with the fuel passage (84) in the fuel injector head (66). A first light guide (110) extends through the fuel supply arm (64) and has a distal end (112) arranged to direct light into the fuel passage (84) in the injector head of fuel (66). A light source (120) is arranged to provide light in a proximal end (118) of the first light guide (110). A second light guide (114) extends through the fuel supply arm (64) and has a distal end (116) arranged to receive light transmitted into the fuel passage (84) in the head of the fuel nozzle (64). fuel injector (66) and a light receiver (124) is arranged to collect light at a proximal end (122) of the second light guide (114). Figures 4, 5
    公开号:FR3079285A1
    申请号:FR1902923
    申请日:2019-03-21
    公开日:2019-09-27
    发明作者:Robert A Hicks
    申请人:Rolls Royce PLC；
    IPC主号:
    专利说明:

    Description
    Title of the invention: a fuel injector, a combustion chamber comprising a fuel injector and a method of detecting coking in a combustion chamber fuel injector [0001] [0002] The present disclosure relates to an injector of fuel, to a combustion chamber comprising a fuel injector and to a method for detecting coking in a combustion chamber fuel injector and in particular to a fuel injector of a gas turbine engine, to a combustion chamber A gas turbine engine comprising a fuel injector and a method of detecting coking in a fuel injector of the combustion chamber of a gas turbine engine.
    The fuel injectors in the combustion chamber of a gas turbine engine operate at high temperatures and any fuel present in the fuel passages inside the fuel injector is exposed to the formation of coke, or coking, if the fuel stagnates for a certain period or if the fuel temperature remains high for a certain period For example, a lean mixture fuel injector has a pilot fuel injector and a main fuel injector and the main fuel injector only works under high power conditions and the fuel can therefore stagnate in the fuel passages if the main fuel injector is in lower power conditions.
    The present disclosure aims to provide a fuel injector, a combustion chamber comprising a fuel injector and a method of detecting coking in a combustion chamber fuel injector which solves or reduces the above-mentioned problem.
    In a first aspect, there is provided a fuel injector comprising a fuel supply arm and a fuel injector head, the fuel injector head having a fuel passage, the supply arm fuel having a fuel supply passage in fluid communication with the fuel passage in the fuel injector head, a first light guide extending through the fuel supply arm and having a distal end arranged to directing the light into the fuel passage in the fuel injector head, a second light guide extending through the fuel supply arm and having a distal end arranged to receive the light in the fuel passage in the fuel injector head, in operation, a proximal end of the first light guide which can be connected to a light source arranged ée to provide light and a proximal end of the second light guide connectable to a light receiver.
    The fuel passage in the fuel injector head can be an annular fuel passage.
    The fuel injector can be an internal combustion engine fuel injector, for example, a gas turbine engine fuel injector, a gasoline engine fuel injector, a diesel engine fuel injector or a Wankel engine fuel injector, In a second aspect, there is provided a combustion chamber having a fuel injector, the fuel injector comprising a fuel supply arm and a fuel injector head , the fuel injector head having a fuel passage, the fuel supply arm having a fuel supply passage in fluid communication with the fuel passage in the fuel injector head, a first guide light extending through the fuel supply arm and having a distal end arranged to direct light into the fuel passage in the fuel injector head fuel, a second light guide extending through the fuel supply arm and having a distal end arranged to receive light transmitted through the fuel passage in the fuel injector head from the end distal of the first light guide, a light source being arranged to supply light to a proximal end of the first light guide and a light receiver being arranged to collect light at a proximal end of the second light guide .
    The fuel passage in the fuel injector head can be an annular fuel passage.
    The light receiver can be a photoelectric device arranged to convert the light received into an electrical signal.
    A recorder can be arranged to record the electrical signal.
    A processor can be arranged to measure the amplitude of the electrical signal corresponding to the light received by the second light guide.
    The processor being arranged to compare the amplitude of the electrical signal corresponding to the light received by the second light guide with a reference amplitude.
    The processor can be arranged to monitor the amplitude of the electrical signal corresponding to the light received by the second light guide, the processor is arranged to detect a reduction in the amplitude of the electrical signal corresponding to the light received by the second light guide due to coking in the fuel injector.
    The fuel injector can be a gas turbine fuel injector.
    The gas turbine engine fuel injector can be an air blast fuel injector.
    The gas turbine engine fuel injector can be a rich mixture fuel injector.
    The rich mixture fuel injector comprising:
    A fuel supply arm having a fuel supply passage extending therethrough, a fuel injector head having an air blast fuel injector, the air blast fuel injector comprising, in order radially outward, a coaxial arrangement of an internal air swirl passage and an external air swirl passage, an annular fuel passage being arranged to supply fuel in the internal air swirl path and / or in the external air swirl path.
    The internal air swirl passage and the external air swirl passages may each have an axial flow air swirl or the internal air swirl passage and the external air swirl passages may each have a radial air swirl.
    The fuel injector can be a lean mixture fuel injector.
    The lean mixture fuel injector comprising:
    A fuel supply arm having a pilot fuel supply passage extending therethrough and a main fuel supply passage extending therethrough, a head a fuel injector having a coaxial arrangement of an internal pilot air blast fuel injector and an external main air blast fuel injector, the external main air blast fuel injector being arranged coaxially radially outwards from the internal pilot air blast fuel injector, the internal pilot air blast fuel injector comprising, in order radially outwards, a coaxial arrangement of a pilot internal air swirl passage and a pilot external air swirl passage, an annular pilot fuel passage being arranged to supply pilot fuel in the pilot internal air swirl passage and / or in the pilot external air swirl passage, the external main air blast fuel injector comprising, in order radially outward, a coaxial arrangement of a main internal air swirl passage and a main external air swirl passage, an annular main fuel passage being arranged to supply main fuel to the main internal air swirl passage and / or at the main external air swirl passage.
    The pilot internal air swirling passage, the pilot external air swirling passage, the main internal air swirling passage and the main external air swirling passages may each have an air vortex axial flow. The pilot internal air vortex, the pilot external air vortex, the main internal air vortex and the main external air vortex can each have a radial flow air vortex .
    The first light guide may have a distal end arranged to direct the light into the annular main fuel passage in the fuel injector head and the second light guide having a distal end arranged to receive the light in the annular main fuel passage.
    The first light guide may have a distal end arranged to direct the light into the annular pilot fuel passage in the fuel injector head and the second light guide having a distal end arranged to receive the light in the pilot ring fuel passage.
    The lean mixture fuel injector may have a first light guide extending through the fuel supply arm and having a distal end arranged to direct the light into the annular main fuel passage in the head fuel injector, a first light source arranged to provide light in a proximal end of the first light guide, a second light guide extending through the fuel supply arm and having a distal end arranged to receive light in the annular main fuel passage and a first light receiver arranged to collect light at a proximal end of the second light guide, a third light guide extending through the supply arm fuel and having a distal end arranged to direct the light into the pilot fuel passage an ring in the fuel injector head, a second light source arranged to provide light in a proximal end of the third light guide, a fourth light guide extending through the fuel supply arm and having a distal end arranged to receive light in the annular pilot fuel passage and a second light receiver arranged to collect light at a proximal end of the fourth light guide.
    According to a third aspect, a method for detecting coking in a fuel injector is provided, where the fuel injector is arranged in a combustion chamber, the fuel injector comprising a fuel supply arm and a fuel injector head, the fuel injector head having a fuel passage, the fuel supply arm having a fuel supply passage in fluid communication with the fuel passage in the injector head fuel, the method comprising directing light into the fuel passage in the fuel injector head, detecting the light transmitted through the fuel passage in the fuel injector head and monitoring the light transmitted through the fuel passage in the fuel injector head to detect coking in the fuel injector.
    The method may include converting the received light into an electrical signal.
    The method may include recording the electrical signal.
    The method may include measuring the amplitude of the electrical signal corresponding to the light received by the second light guide.
    The method may include comparing the amplitude of the electrical signal corresponding to the light received by the second light guide to a reference amplitude.
    The method may include monitoring the amplitude of the electrical signal corresponding to the light received by the second light guide, the detection of a reduction in the amplitude of the electrical signal corresponding to the light received by the second guide due to coking in the fuel injector.
    The method may include determining whether the amplitude of the electrical signal corresponding to the light received by the second light guide is less than the reference amplitude and removing the fuel injector from the combustion chamber if the amplitude of the electrical signal is less than the reference amplitude.
    The fuel injector can be an internal combustion engine fuel injector, for example, a gas turbine engine fuel injector, a gasoline engine fuel injector, a diesel engine fuel injector or a Wankel engine fuel injector, As indicated elsewhere in this document, the present disclosure may relate to a gas turbine engine. Such a gas turbine engine can comprise an engine core comprising a turbine, a burner, a compressor and a core shaft connecting the turbine to the compressor. Such a gas turbine engine may include a fan (having fan blades) located upstream of the engine core.
    Arrangements of this disclosure can be particularly, but not exclusively, beneficial for blowers that are driven through a gearbox. As a result, the gas turbine engine may include a gearbox that receives input from the core shaft and outputs a drive to the blower to drive the blower at a lower rotational speed than that of the core tree. The gearbox can be entered directly from the core shaft or indirectly from the core shaft, for example by means of a spur gear and / or spur. The core shaft can rigidly connect the turbine and the compressor, so that the turbine and the compressor rotate at the same speed (with the blower rotating at a lower speed).
    The gas turbine engine as described and / or claimed here may have any suitable general architecture. For example, the gas turbine engine may have any desired number of shafts that connect turbines and compressors, for example one, two or three shafts. By way of illustration only, the turbine connected to the core shaft can be a first turbine, the compressor connected to the core shaft can be a first compressor and the core shaft can be a first core shaft. The engine core may further include a second turbine, a second compressor and a second core shaft connecting the second turbine to the second compressor. The second turbine, the second compressor and the second core shaft can be arranged to rotate at a higher speed of rotation than that of the first core shaft.
    In such an arrangement, the second compressor can be positioned axially downstream of the first compressor. The second compressor can be arranged to receive (for example receive directly, for example via a generally annular conduit) a flow coming from the first compressor.
    The gearbox can be arranged to be driven by the core shaft which is configured to rotate (for example in use) at the lowest rotational speed (for example the first core shaft in the example above). For example, the gearbox can be arranged to be driven only by the core shaft which is configured to rotate (for example in use) at the lowest rotational speed (for example, only by the first core shaft , and not by the second core tree, in the example above). Alternatively, the gearbox can be arranged to be driven by any one or more shaft (s), for example the first and / or the second shaft (s) in the example above.
    In any gas turbine engine as described and / or claimed here, a burner can be provided axially downstream of the fan and the compressor (s). For example, the burner can be directly downstream (for example at the outlet) of the second compressor, when a second compressor is provided. As a further example, the flow at the outlet of the burner can be supplied to the inlet of the second turbine, when a second turbine is provided. The burner can be provided upstream of the turbine (s).
    The or each compressor (for example the first compressor and the second compressor as described above) can comprise any number of stages, for example of multiple stages. Each stage can include a row of rotor blades and a row of stator vanes, which can be variable stator vanes (in that their angle of incidence can be variable). The row of rotor blades and the row of stator vanes can be axially offset from each other.
    The or each turbine (for example the first turbine and the second turbine as described above) can comprise any number of stages, for example multiple stages. Each stage can include a row of rotor blades and a row of stator vanes. The row of rotor blades and the row of stator vanes can be axially offset from each other.
    Each fan blade can be defined as having a radial span extending from a foot (or a hub) to a radially inner gas-washed location, or a span position 0%, up to a tip at a 100% span position. The ratio of the radius of the fan blade at the hub to the radius of the fan blade at the tip can be less than (or in the order of) any value from: 0.4, 0.39 , 0.38, 0.37, 0.36, 0.35, 0.34, 0.33, 0.32, 0.31, 0.3, 0.29, 0.28, 0.27, 0 , 26 and 0.25. The ratio of the radius of the fan blade at the hub to the radius of the fan blade at the tip can be in a range between any two values of the values in the previous sentence (i.e. say that the values can form upper or lower limits). These ratios can commonly be referred to as hub / tip ratio. The radius at the hub and the radius at the tip can both be measured at the leading edge (or axially foremost) portion of the blade. The hub / tip ratio naturally refers to the gas washed part of the fan blade, that is to say the part radially outside any platform.
    The radius of the fan can be measured between the central axis of the engine and the tip of a fan blade at its leading edge. The blower diameter (which may simply be twice the radius of the blower) can be greater than (or on the order of) any value from: 250 cm (approximately 100 inches), 260 cm, 270 cm (approximately 105 inches), 280 cm (approximately 110 inches), 290 cm (approximately 115 inches), 300 cm (approximately 120 inches), 310 cm, 320 cm (approximately 125 inches), 330 cm (approximately 130 inches), 340 cm (approximately 135 inches), 350 cm, 360 cm (approximately 140 inches), 370 cm (approximately 145 inches), 380 cm (approximately 150 inches) and 390 cm (approximately 155 inches). The blower diameter can be in a range between any two values of the values in the previous sentence (i.e. the values can form upper or lower limits).
    The speed of rotation of the fan may vary in use. Generally speaking, the speed of rotation is lower for blowers of larger diameter. By way of illustration only and without limitation, the speed of rotation of the fan under cruising conditions can be less than 2500 rpm, for example less than 2300 rpm. Still purely by way of nonlimiting illustration, the speed of rotation of the fan under cruising conditions for an engine having a fan diameter lying in the range from 250 cm to 300 cm (for example from 250 cm to 280 cm ) can be in the range from 1700 rpm to 2500 rpm, for example in the range from 1800 rpm to 2300 rpm, for example in the range from 1900 rpm to 2100 rpm / min. Still purely by way of nonlimiting illustration, the speed of rotation of the blower under cruising conditions for an engine having a blower diameter lying in the range from 320 cm to 380 cm can be included in the range from 1200 rpm to 2000 rpm, for example, in the range from 1300 rpm to 1800 rpm, for example in the range from 1400 rpm to 1600 rpm.
    When using the gas turbine engine, the fan (with the associated fan blades) rotates about an axis of rotation. This rotation causes the tip of the fan blade to move with a speed U tip . The work carried out by the fan blades 13 on the flow causes an increase in the enthalpy dH of the flow. A blower tip load can be defined as dH / U tip 2 , where dH is the increase in enthalpy (for example, the average enthalpy increase 1-D) through the blower and U tip is the speed (of translation) of the blower tip, for example at the leading edge of the tip (which can be defined as the radius of the blower tip at the leading edge, multiplied by the angular velocity). The blower tip load at cruising conditions can be greater than (or on the order of) any value from: 0.3, 0.31, 0.32, 0.33, 0.34, 0 , 35, 0.36, 0.37, 0.38, 0.39 and 0.4 (all units in this paragraph being Jkg 'KV (ms *) 2 ) · The load at the blower tip may be in a range between any two values of the values in the previous sentence (that is, the values can form upper or lower limits).
    Gas turbine engines according to the present disclosure may have any desired dilution rate, where the dilution rate is defined as the ratio of the mass flow rate of the flow through the bypass duct to the mass flow rate of the flow through the core in cruising conditions. In certain arrangements, the dilution ratio can be greater than (or of the order of) any one of the following values: 10, 10.5, 11, 11.5, 12, 12.5, 13, 13, 5, 14, 14.5, 15, 15.5, 16, 16.5, and 17. The dilution ratio can be in a range between any two values of the values in the previous sentence (i.e. - say that the values can form upper or lower limits). The bypass duct can be essentially annular. The bypass duct can be radially outside the basic motor. The radially outer surface of the bypass duct can be defined by a nacelle and / or a fan casing.
    The overall pressure ratio of a gas turbine engine as described and / or claimed here can be defined as being the ratio of the stagnation pressure upstream of the blower to the stagnation pressure at the outlet of the compressor at the highest pressure (before entering the burner). By way of nonlimiting example, the overall pressure ratio of a gas turbine engine as described and / or claimed here while cruising can be greater than (or of the order of) any one of the following values : 35, 40, 45, 50, 55, 60, 65, 70, 75. The overall pressure ratio can lie in a range between any two values of the values in the preceding sentence (ie values can form upper or lower limits).
    The specific thrust of an engine can be defined as the net thrust of the engine divided by the total mass flow through the engine. Under cruising conditions, the specific thrust of an engine described and / or claimed here may be less than (or of the order of) any of the following values: 110 Nkg 's, 105 Nkg' s, 100 Nkg 's, 95 Nkg' s, 90 Nkg 's, 85 Nkg' s and 80 Nkg's. The specific thrust can be in a range between any two values of the values in the previous sentence (that is, the values can form upper or lower limits). Such engines can be particularly efficient compared to conventional gas turbine engines.
    A gas turbine engine as described and / or claimed here can have any desired maximum thrust. Purely by way of illustration and not limitation, a gas turbine as described and / or claimed here may be capable of producing a maximum thrust of at least (or of the order of) any one of the following values: 160 kN , 170 kN, 180 kN, 190 kN, 200 kN, 250 kN, 300 kN, 350 kN, 400 kN, 450 kN, 500 kN and 550 kN. The maximum thrust can be in a range between any two values of the values in the previous sentence (that is, the values can form upper or lower limits). The thrust mentioned above can be the maximum net thrust under standard atmospheric conditions at sea level plus 15 ° C (ambient pressure of 101.3 kPa, temperature of 30 ° C), with the static motor.
    In use, the temperature of the flow entering the high pressure turbine can be particularly high. This temperature, which can be designated by TET, can be measured at the outlet of the burner, for example immediately upstream of the first turbine blade, which can itself be called turbine distributor blade. When cruising, the TET can be at least equal to (or of the order of) any one of the following values: 1400 K, 1450 K, 1500 K, 1550 K, 1600 K and 1650 K. The TET in cruise can be in a range between any two values of the values in the previous sentence (that is, the values can form upper or lower limits). The maximum TET when using the engine can be, for example, at least equal to (or of the order of) any one of the following values: 1700 K, 1750 K, 1800 K, 1850 K, 1900 K , 1950 K and 2000 K. The maximum TET can be in a range between any two values of the values in the previous sentence (that is, the values can form upper or lower limits). The maximum TET can occur, for example, in a high thrust condition, for example in a maximum take-off condition (MTO).
    A fan blade and / or a section of the airfoil of a fan blade described and / or claimed here can be made from any suitable material or combination of materials. For example, at least part of the fan blade and / or of the airfoil can be manufactured at least partly from a composite, for example a metal matrix composite and / or an organic matrix composite, such as 'a carbon fiber. As an additional example, at least a portion of the fan blade and / or the airfoil can be fabricated at least in part from a metal, such as a titanium-based metal or a base material. aluminum (such as an aluminum-lithium alloy) or a steel-based material. The fan blade can include at least two regions made using different materials. For example, the fan blade may have a protective leading edge, which can be fabricated using a material that is more impact resistant (for example, birds, ice, or other material) than the rest of the blade. Such a leading edge can, for example, be manufactured using titanium or a titanium-based alloy. Thus, purely by way of illustration, the fan blade may have a body based on aluminum (such as an aluminum and lithium alloy) or on carbon fiber with a leading edge of titanium.
    A fan as described and / or claimed here may include a central part from which the fan blades may extend, for example in a radial direction. The fan blades can be attached to the central part in any desired way. For example, each fan blade may include a fastening device which can engage with a corresponding slot in the hub (or disc). Purely by way of illustration, such a fixing device can be in the form of a dovetail which can sink into and / or engage with a corresponding slot in the hub / disc in order to fix the fan blade to the hub / disk. As an additional example, the fan blades can be formed in one piece with a central part. Such an arrangement can be called a blisk or a bling. Any suitable process can be used to make such a blisk or bling. For example, at least a portion of the fan blades can be machined from a block and / or at least a portion of the fan blades can be attached to the hub / disc by welding, such as linear friction welding.
    The gas turbine engines described and / or claimed here may or may not be provided with a variable section nozzle (VAN). Such a variable section nozzle can allow the outlet section of the bypass duct to be varied during use. The general principles of this disclosure may apply to engines with or without NPV.
    The fan of a gas turbine as described and / or claimed here may have any desired number of fan blades, for example 16, 18, 20 or 22 fan blades.
    As used herein, cruising conditions can mean the cruising conditions of an aircraft to which the gas turbine engine is attached. These cruising conditions can be conventionally defined as being the micro-path conditions, for example the conditions encountered by the aircraft and / or the mid-engine (in terms of time and / or distance) between the end of the climb and the start of the descent.
    Purely by way of illustration, the forward speed in the cruising condition can be any point included in the range from Mach 0.7 to 0.9, for example 0.75 to 0.85, for example 0.76 to 0.84, for example 0.77 to 0.83, for example 0.78 to 0.82, for example 0.79 to 0.81, for example of the order of Mach 0, 8, of the order of Mach 0.85 or in the range of 0.8 to 0.85. Any single speed in these ranges may be the condition for cruising. For certain aircraft, the cruising conditions may be outside these ranges, for example less than Mach 0.7 or more than Mach 0.9.
    Purely by way of illustration, the cruising conditions may correspond to standard atmospheric conditions at an altitude which is in the range from 10,000 m to 15,000 m, for example in the range from 10,000 m to 12,000 m, for example example in the range from 10,400 m to 11,600 m (about 38,000 feet), for example in the range from 10,500 m to 11,500 m, for example in the range from 10,600 m to 11,400 m, for example in the range from 10700 m (about 35000 feet) to 11300 m, for example in the range from 10800 m to 11200 m, for example in the range from 10900 m to 11100 m, for example of the order of 11000
    m. Cruise conditions may correspond to standard weather conditions at any given altitude within these ranges.
    Purely by way of illustration, the cruising conditions can correspond to: a number of advancing Machs of 0.8; a pressure of 23,000 Pa; and a temperature of -55 ° C.
    As used everywhere here, "cruise" or "cruise conditions" can / can designate the point of aerodynamic design. Such an aerodynamic design point (or ADP) may correspond to the conditions (including, for example, one or more of the Mach number, environmental conditions and thrust requirements) for which the blower is designed to operate. This may mean, for example, the conditions under which the blower (or gas turbine engine) is designed to perform at its best.
    In use, a gas turbine engine described and / or claimed here can operate under the cruising conditions defined elsewhere in the present. These cruising conditions can be determined by the cruising conditions (e.g. mid-cruising conditions) of an aircraft on which at least one (e.g. 2 or 4) gas turbine engine can be mounted in order to provide a propellant thrust.
    Those skilled in the art will appreciate that, unless mutually excluded, a characteristic or parameter described in relation to any of the above aspects can be applied to any other aspect. In addition, unless mutually excluded, any characteristic or parameter described here may be applied to any aspect and / or combined with any other characteristic or parameter described here.
    Embodiments will now be described by way of example only, with reference to the figures, in which:
    [Fig.l] is a side sectional view of a gas turbine engine.
    [Fig.2] is a side view in close section of an upstream part of a gas turbine engine.
    [Fig.3] is a partially exploded view of a gearbox for a gas turbine engine.
    [Fig.4] is an enlarged cross-sectional view of an annular combustion chamber of the gas turbine engine.
    [Fig. 5] is another enlarged cross-sectional view of a lean mixture fuel injector according to the present disclosure.
    [Fig.6] is another enlarged cross-sectional view of an alternative lean mixture fuel injector according to the present disclosure.
    [Fig-7] is another enlarged cross-sectional view of a rich mixture fuel injector according to the present disclosure.
    FIG. 1 illustrates a gas turbine engine 10 having a main axis of rotation 9.
    The engine 10 comprises an air inlet 12 and a propulsion blower 23 which generates two air flows: a core air flow A and a bypass air flow B. The gas turbine engine 10 comprises a core 11 which receives the air flow from core A. The engine core 11 comprises, in series of axial flow, a low pressure compressor 14, a high pressure compressor 15, combustion equipment 16, a high pressure turbine 17, a low pressure turbine 19 and a core ejection nozzle 20. A nacelle 21 surrounds the gas turbine engine 10 and defines a bypass duct 22 and a bypass ejection nozzle 18. The air flow bypass B flows through the bypass duct 22. The blower 23 is attached to and driven by the low pressure turbine 19 via a shaft 26 and a planetary gearbox 30.
    In use, the core air flow A is accelerated and compressed by the low pressure compressor 14 and directed into the high pressure compressor 15 where additional compression takes place. The compressed air discharged from the high pressure compressor 15 is directed to the combustion equipment 16 where it is mixed with fuel and the mixture is burned. The resulting hot combustion products subsequently expand through the high pressure and low pressure turbines 17, 19 and thus entrain them before being evacuated through the nozzle 20 to provide a certain propulsive thrust. The high pressure turbine 17 drives the high pressure compressor 15 through a suitable interconnecting shaft 27. The blower 23 generally provides most of the propulsive thrust. The planetary gearbox 30 is a speed reducer.
    An exemplary arrangement for a gas blower gas turbine engine 10 is shown in Figure 2. The low pressure turbine 19 (see Figure 1) drives the shaft 26, which is coupled to a solar or planetary wheel 28 of the planetary gear arrangement 30. A plurality of satellites 32 coupled together by a planet carrier 34 are located radially outward from the planet 28 and mesh with it. The planet carrier 34 forces the satellites 32 to precess around the sun gear 28 in a synchronized manner while allowing each satellite 32 to rotate around its own axis. The planet carrier 34 is coupled via linkages 36 to the blower 23 in order to cause its rotation about the motor axis 9. A crown or toothed wheel 38 coupled, via linkages 40, to a stationary support structure 24 is located radially outward from the satellites 32 and meshes with them.
    It should be noted that the terms “low pressure turbine” and “low pressure compressor”, as used here, can be understood as designating the turbine stages having the lowest pressure and the compressor stages having the most low pressure (i.e. without blower 23) respectively and / or the turbine and compressor stages which are connected together by the interconnection shaft 26 having the lowest speed of rotation in the motor (c that is to say, not comprising the gearbox output shaft which drives the fan 23). In certain publications, the terms “low pressure turbine” and “low pressure compressor” designated here may also be called “intermediate pressure turbine” and “intermediate pressure compressor”. When such an alternative nomenclature is used, the blower 23 can be designated as being the first compression stage or the compression stage having the lowest pressure.
    The planetary gearbox 30 is shown by way of example in more detail in Figure 3. Each (e) of the sun gear 28, the satellites 32 and the toothed wheel 38 includes teeth around its periphery for mesh with the other gears. However, for reasons of clarity, only exemplary parts of the teeth are illustrated in Figure 3. There are four satellites 32 illustrated, although it is obvious to the reader of the art that more or less satellites 32 can be provided in the scope of the claimed invention. The practical applications of a planetary planetary gearbox 30 generally include at least three satellites 32.
    The planetary gearbox 30 illustrated by way of example in FIGS. 2 and 3 is of the planetary type, owing to the fact that the planet carrier 34 is coupled to an output shaft by means of linkages 36, with the fixed gear 38. However, any other suitable type of planetary gearbox 30 can be used. As a further example, the planetary gearbox 30 may be a star arrangement, in which the planet carrier 34 is held stationary, with the gear (or crown) 38 allowed to rotate. In such an arrangement, the fan 23 is driven by the toothed wheel 38. As an additional alternative example, the gearbox 30 can be a differential gearbox in which the toothed wheel 38 and the planet carrier 34 are both authorized. to turn.
    It will be appreciated that the arrangement shown in Figures 2 and 3 is given by way of example only and that various variants are within the scope of this disclosure. By way of illustration only, any suitable arrangement can be used to locate the gearbox 30 in the motor 10 and / or to connect the gearbox 30 to the motor 10. As a further example, the links (such as linkages 36, 40 in the example of Figure 2) between the gearbox 30 and other parts of the motor 10 (such as the input shaft 26, the output shaft and the fixed structure 24) may have n ' no matter what desired degree of stiffness or flexibility. As a further example, any suitable arrangement of bearings between rotating and stationary parts of the motor (for example between the input and output shafts from the gearbox and fixed structures, such as the gearbox housing gears) can be used, and the disclosure is not limited to the exemplary arrangement of Figure 2. For example, when the gearbox 30 has a star arrangement (described above), the A person skilled in the art will readily understand that the arrangement of the output and support linkages and of the locations of the bearings will typically be different from that shown by way of example in FIG. 2.
    Consequently, the present disclosure relates to a gas turbine engine having any arrangement of styles of gearbox (for example star or planetary), support structures, an arrangement of input shafts and outlet and bearing locations.
    Optionally, the gearbox can drive additional and / or alternative components (for example, the intermediate pressure compressor and / or a booster).
    Other gas turbine engines to which this disclosure may be applied may have alternative configurations. For example, such motors may have an alternating number of compressors and / or turbines and / or an alternating number of interconnecting shafts. As a further example, the gas turbine engine shown in Figure 1 has a divided flow nozzle 20, 22, which means that the flow through the bypass duct 22 has its own nozzle which is separate from the nozzle 20 of the base engine and radially outside of it. However, this is not limiting and any aspect of the present disclosure may also apply to motors in which the flow through the bypass conduit 22 and the flow through the core 11 are mixed or combined before (or upstream of) a single nozzle, which can be called a mixed flow nozzle. One or both of the nozzles (mixed or divided flow) can have a fixed or variable section. Although the example described relates to a turbofan engine, the disclosure can apply, for example, to any type of gas turbine engine, such as a non-faired rotor engine (in which the stage fan is not surrounded by a nacelle) or a turboprop, for example. In some arrangements, the gas turbine engine 10 may not include a gearbox 30.
    The geometry of the gas turbine engine 10 and its components is defined by a conventional system of axes comprising an axial direction (which is aligned with the axis of rotation 9), a radial direction (in the direction of bottom up in Figure 1) and a circumferential direction (perpendicular to the page in the view of Figure 1). The axial, radial and circumferential directions are perpendicular to each other.
    The combustion chamber 16 is shown more clearly in FIG. 4. The combustion chamber 16 is an annular combustion chamber and comprises an internal annular wall 50, an external annular wall 52 and an upstream wall 54. The wall d the upstream end 54 has a plurality of circumferentially spaced openings, for example equidistant openings on the circumference, 56. The combustion chamber 16 is surrounded by a combustion chamber envelope 58 and the combustion chamber envelope 58 has a plurality of circumferentially spaced openings 60. The combustion chamber 16 also has a plurality of fuel injectors 62 and each fuel injector 62 extends radially through a corresponding opening of the openings 60 in the casing combustion chamber 58 and is located in a corresponding opening of the openings 56 in the upstream end wall 54 of the combustion chamber 16 for supplying fuel to the combustion chamber 16.
    A fuel injector, in this example, a lean mixture fuel injector 62 according to the present disclosure is shown more clearly in FIG. 5. The lean mixture fuel injector 62 comprises a fuel supply arm 64 and a fuel injector head 66. The fuel supply arm 64 has a first internal fuel passage, a pilot fuel supply passage, 68 for pilot fuel supply to the injector head fuel 66 and a second internal fuel passage, a main fuel supply passage, 70 for the main fuel supply to the fuel injector head 66. The fuel injector head 66 has a Y axis and the fuel supply arm 64 extends generally radially with respect to the axis Y of the fuel injector head 66 and also generally radially with respect to the axis X of the mote ur gas turbine turbofan 10. The Y axis of each fuel injector head 66 is generally aligned with the axis of the corresponding opening 56 in the upstream end wall 54 of the combustion 16.
    The fuel injector head 66 has a coaxial arrangement of an internal pilot air blast fuel injector 72 and an external main air blast fuel injector 74. The fuel injector pilot internal air blower 72 comprises, in order radially outward, a coaxial arrangement of a pilot internal swirling passage 76, a pilot fuel passage 78 and a passage Pilot external air swirl 80. The external main air blast fuel injector 74 includes, in order radially outward, a coaxial arrangement of a main internal air swirl passage 82, d a main fuel passage 84 and a main external air swirl passage 86. An intermediate air swirl passage 104 is nipped between the pilot external air swirl passage 80 of the in internal pilot air blast fuel nozzle 72 and the main internal air vortex passage 82 of the external main air blast fuel injector 74.
    The pilot internal air swirl passage 76 has a swirl 88 which includes a plurality of swirl vanes 90 and the pilot external air swirl passage 80 has a swirl 92 which includes a plurality of vanes Swirl 94. The main internal air swirl passage 82 has a swirl 96 which includes a plurality of swirl vanes 98 and the main external air swirl passage 86 has a swirl 100 which includes a plurality of swirl blades Swirl 102. The intermediate air swirl passage 104 has a swirl 106 which includes a plurality of swirl vanes 108.
    The pilot fuel supply passage 68 in the fuel supply arm 64 supplies pilot fuel in the annular pilot fuel passage 78 and the main fuel supply passage 70 in the supply arm fuel 64 supplies main fuel into the annular main fuel passage 84. The pilot fuel passage 78 has an outlet 78A which supplies pilot fuel to a pre-filming surface of the pilot internal air swirl passage 76 and the passage main fuel 84 has an outlet 84A which supplies main fuel to a pre-filming surface of the main internal air swirl passage 82.
    The lean mixture fuel injector 62 also includes a first light guide, for example a first optical fiber, 110 which extends through the fuel supply arm 64 and the first light guide 110a a distal end 112 arranged to direct the light into the main fuel passage 84 in the fuel injector head 66. A second light guide, for example a second optical fiber, 114 extends through the supply arm fuel 64 and the second light guide 114 has a distal end 116 arranged to receive the light transmitted through the annular fuel passage 84 from the distal end 112 of the first light guide 110. A light source 120 is arranged to supply light to a proximal end 118 of the first light guide 110 and a light receiver 124 is arranged to collect light at a proximal end 122 of the second light guide 114. The proximal end 118 of the first light guide 110 may be connected to the light source 120 and can be detached therefrom. The proximal end 122 of the second light guide 114 can be connected to and detached from the light receiver 124. The distal end 112 of the first light guide 110 has a line of sight in the main fuel passage 84 in the fuel injector head 66 and the distal end 116 of the second light guide 114 has a line of sight in the main fuel passage 84 in the fuel injector head 66. The distal end 112 of the first light guide 110 is sealed in an opening in the main fuel passage 84 in the fuel injector head 66 and is arranged so as to be flush with the surface of the main fuel passage 84 in the fuel injector head 66. Likewise, the distal end 116 of the second light guide 114 is sealed in an opening in the main fuel passage 84 in the fuel injector head 66 and is arranged so as to be flush with the surface of the main fuel passage 84 in the injector head d fuel 66. Alternatively, windows are provided in the openings in the main fuel passage 84 in the fuel injector head 66 and the distal ends 112 and 116 of the first and second light guides 110 and 114 respectively are placed behind the windows.
    The light receiver 124, for example, is a photoelectric device arranged to convert the reflected light into an electrical signal. The light receiver 124 is arranged to send electrical signals corresponding to the amplitude of the light detected by the second light guide 114 to a recorder 126 which is arranged to record the electrical signals. The light receiver 124 is also arranged to send the electrical signals corresponding to the amplitude of the light detected by the second light guide 114 to a processor 128. The processor 128 is arranged to measure the amplitude of the electrical signal corresponding to the light received by the second light guide 114. The processor 128 is arranged to compare the amplitude of the electrical signal corresponding to the reflected light received by the second light guide 114 with a reference amplitude. Processor 128 can be arranged to monitor the amplitude of the electrical signal corresponding to the reflected light received by the second light guide 114 and processor 128 is arranged to detect a reduction in the amplitude of the electrical signal corresponding to the reflected light received by the second light guide 114 due to coking in the main fuel passage 84 in the fuel injector head 66 of the fuel injector 62.
    During operation of the gas turbine engine 10, each lean mixture fuel injector 62 supplies fuel to the combustion chamber 16. The internal pilot air blast fuel injector 72 of each fuel injector lean fuel 62 generally supplies pilot fuel to the combustion chamber 16 throughout the operation of the gas turbine engine 10 but the external main air blast fuel injector 74 of each lean fuel injector 62 only supplies main fuel to the combustion chamber 16 when the total amount of fuel supplied to the combustion chamber 16 is greater than a predetermined level, under higher power conditions, for example full power / take-off for an engine with aeronautical gas turbine or cruise for an aeronautical gas turbine engine. During the periods of operation of the gas turbine engine 10 when the external main air blast fuel injector 74 of each lean fuel injector 62 does not supply fuel to the combustion chamber 16, the fuel to be the interior of the external main air blast fuel injectors 74 is stagnant and is subjected to high temperatures in the combustion chamber 16, which can cause the fuel to decompose and carbon deposits to form in the passage of annular main fuel 84 from external main air blast fuel injectors 74.
    Thus, a method of detecting coking in the lean mixture fuel injector 62 includes directing the light into the annular main fuel passage 84 of the external main air blast fuel injector 74 one or more of the lean mixture fuel injectors 62 and detecting the light transmitted through the annular main fuel passage 84 and monitoring the light transmitted through the annular passage to detect coking in the main fuel passage ring 84 of the external main air blast fuel injector 74 of the lean mixture fuel injector 62. In particular, the light source 120 provides light in the proximal end 118 of the first light guide 110, the first light guide 110 transmits light to the distal end 112 of the first light guide 110 and the distal end 112 of the first mier light guide 110 directs light into the annular main fuel passage 84 of the external main air blast fuel injector 74 of the lean mixture fuel injector 62. The distal end 116 of the second fuel guide light 114 collects the light transmitted through the annular main fuel passage 84 of the external main air blast fuel injector 74 of the lean mixture fuel injector 62 and any collected light is transmitted through the second guide of light 114 at the proximal end 122 of the second light guide 114. The light receiver 124 converts any detected light into an electrical signal and sends the electrical signal to the recorder 126 and / or to the processor 128.
    The light directed from the first light guide 110 into the annular main fuel passage 84 of the external main air blast fuel injector 74 of the lean mixture fuel injector 62 is transmitted for example by reflection (s) from the surfaces of the walls of the annular main fuel passage 84 and is collected by the second light guide 114. However, the amount of light transmitted, for example by reflection, etc., from the first light guide 110 to the second light guide 114 is reduced due to the accumulation of carbon on the surfaces of the annular main fuel passage 84, due to the accumulation of carbon on the distal end 112 of the first light guide 110 and / or the accumulation of carbon on the distal end 116 of the second light guide 114 or due to the accumulation of carbon on the surfaces of the windows placed on the end distal 112 of the first light guide 110 and / or the distal end 116 of the second light guide 114. The reduction in transmission, reflection, light may be due to the unpolished carbon and / or the fact that carbon is black and absorbs light. The reduction in the amplitude of the electrical signal is directly proportional to the level, thickness or depth of the coke accumulated in the annular main fuel passage 84 of the external main air blast fuel injector 74 of l lean mixture fuel injector 62.
    The method includes recording electrical signals. The method includes measuring the amplitude of the electrical signal corresponding to the light received by the second light guide. The method includes comparing the amplitude of the electrical signal corresponding to the light received by the second light guide to a reference amplitude. The method may include determining whether the amplitude of the electrical signal corresponding to the light received by the second light guide is less than the reference amplitude and removing the fuel injector from the combustion chamber if the amplitude of the electrical signal is less than the reference amplitude.
    The method may include monitoring the amplitude of the electrical signal corresponding to the light received by the second light guide, the detection of a reduction in the amplitude of the electrical signal corresponding to the light received by the second guide due to coking in the fuel injector. The method may include determining whether the reduction in the amplitude of the electrical signal corresponding to the light received by the second light guide is greater than a predetermined amount and removing the fuel injector from the combustion chamber if the reduction in the amplitude of the electrical signal is greater than the predetermined amount. The method can record the amplitude of the electrical signal corresponding to the light received by the second light guide when the fuel injector was first used in the combustion chamber. The method can then determine whether the reduction in the amplitude of the electrical signal corresponding to the light received by the second light guide is greater than a predetermined percentage of the recorded amplitude of the electrical signal corresponding to the light received by the second light guide light when the fuel injector was first used in the combustion chamber.
    In an additional lean mixture fuel injector arrangement, the first light guide has a distal end arranged to direct the light into the annular pilot fuel passage in the fuel injector head and the second guide light at a distal end arranged to receive the light reflected in the annular pilot fuel passage.
    In another lean mixture fuel injector 162, as shown in FIG. 6, a first light guide 110 extends through the fuel supply arm 64 and has a distal end 112 arranged to direct the light in the annular main fuel passage 84 in the fuel injector head 66, a first light source is arranged to provide light in a proximal end of the first light guide 110, a second light guide 112 s extends through the fuel supply arm 64 and has a distal end 116 arranged to receive the light reflected in the annular main fuel passage 84 and a first light receiver is arranged to collect the light at a proximal end of the second light guide 114. A third light guide 210 extends through the fuel supply arm 64 and has one end di stale 212 arranged to direct light into the annular pilot fuel passage 78 in the fuel injector head 66, a second light source is arranged to provide light in a proximal end of the third light guide 210, a fourth light guide 214 extends through the fuel supply arm 64 and has a distal end 216 arranged to receive light reflected in the annular pilot fuel passage 78 and a second light receiver is arranged to collect light at level of a proximal end of the fourth light guide 214.
    Although the description has made reference to a gas turbine engine fuel injector, it is also applicable to fuel injectors for other internal combustion engines, for example, a gasoline engine, a diesel engine, a Wankel engine, etc.
    Although the description has made reference to a fuel injector which is an air blast fuel injector, also known as an air jet fuel injector, it is also applicable to other types of fuel injector, for example, a fuel jet fuel injector.
    Although the description has made reference to a lean mixture fuel injector, it is also applicable to a rich mixture fuel injector 262, as shown in FIG. 7. The rich mixture fuel injector 262 comprises a fuel supply arm 264 having a fuel supply passage 268 extending therethrough and a fuel injector head 266 having an air blast fuel injector, the fuel injector air blower comprising, in order radially outward, a coaxial arrangement of an internal air swirl passage and an external air swirl passage, an annular fuel passage 278 being arranged to supply fuel to the internal air swirl path and / or to the external air swirl path. The rich mix fuel injector 266 may have an additional air swirl path coaxially arranged around the external air swirl path. A first light guide 310 extends through the fuel supply arm 264 and has a distal end 312 arranged to direct the light into the annular main fuel passage 278 in the fuel injector head 266, a first light source is arranged to provide light in a proximal end of the first light guide 310, a second light guide 312 extends through the fuel supply arm 264 and has a distal end 316 arranged to receive the light reflected in the annular main fuel passage 78 and a first light receiver is arranged to collect light at a proximal end of the second light guide 314.
    It is particularly applicable to a combustion chamber which comprises rich mixture fuel injectors arranged to provide sectoral combustion or staged combustion, for example, a first plurality of fuel injectors are supplied with fuel throughout the period of operation of the combustion chamber and a second plurality of fuel injectors are supplied with fuel under high power conditions. One or more of the second plurality of fuel injectors may be provided with the first and second light guides, the light source, and the light receiver.
    Detecting the amount of coke in the fuel passage (s) of a fuel injector and / or monitoring the increase in the amount of coke in the passage (s) fuel from a fuel injector allows for planned maintenance of the fuel injector, for example, removing the fuel injector for cleaning or removing and inserting the cleaned fuel injector or l insertion of an alternative fuel injector. Detecting the amount of coke in the fuel passage (s) of a fuel injector and / or monitoring the increase in the amount of coke in the fuel passage (s) d A fuel injector removes the fuel injector before there is a fuel injector failure due to blockage of the fuel passage due to coking. Detecting the amount of coke in the fuel passage (s) of a fuel injector and / or monitoring the increase in the amount of coke in the fuel passage (s) d '' a fuel injector adjusts the operating temperature of the combustion chamber taking into account the amount of coke or the rate of increase in the amount of coke without risking blocking the fuel passage (s) , for example, if the amount of coke and / or the rate of coke increase is less than a predetermined amount, the operating temperature of the combustion chamber can be increased. The fiber optic light guides are made of a material suitable for operation at temperatures to which the fuel injector (s) are / are subjected.
    It will be understood that the invention is not limited to the embodiments described above and that various modifications and improvements can be made without departing from the concepts described here. Unless mutually excluded, any of the features may be used separately or in combination with any other feature and the disclosure extends to and includes all combinations and combinations of one or more feature (s) described here .
    权利要求:
    Claims (1)
    [1" id="c-fr-0001]
    claims
    Fuel injector (62) comprising a fuel supply arm (64) and a fuel injector head (66), the fuel injector head (66) having a fuel passage (84), the arm fuel supply (64) having a fuel supply passage (70) in fluid communication with the fuel passage (84) in the fuel injector head (66), characterized by a first light guide ( 110) extending through the fuel supply arm (64) and having a distal end (112) arranged to direct the light into the fuel passage (84) in the fuel injector head (66), a second light guide (114) extending through the fuel supply arm (64) and having a distal end (116) arranged to receive light in the fuel passage (84) in the injector head fuel (66), in operation, a proximal end (118) of the pre first light guide (110) connectable to a light source (120) arranged to provide light and a proximal end (122) of the second light guide (114) connectable to a light receiver (124) .
    Combustion chamber (16) comprising a fuel injector (62), the fuel injector (62) comprising a fuel supply arm (64) and a fuel injector head (66), the fuel head fuel injector (66) having a fuel passage (84), the fuel supply arm (64) having a fuel supply passage (70) in fluid communication with the fuel passage (84) in the head fuel injector (66), characterized by a first light guide (110) extending through the fuel supply arm (64) and having a distal end (112) arranged to direct the light into the passage fuel (84) in the fuel injector head (66), a second light guide (114) extending through the fuel supply arm (64) and having a distal end (116) arranged to receive the light transmitted through the fuel passage (84) in the head fuel injector (66) from the distal end (112) of the first light guide (110), a light source (120) arranged to supply light to a proximal end (118) of the first light guide (110) and a light receiver (124) arranged to collect light at a proximal end (122) of the second light guide (114).
    [Claim 3] A combustion chamber as claimed in claim 2, wherein the light receiver (124) is a photoelectric device arranged to convert the received light into an electrical signal. [Claim 4] A combustion chamber as claimed in claim 3, in which a recorder (126) is arranged to record the electrical signal. [Claim 5] A combustion chamber as claimed in claim 3 or 4, in which a processor (128) is arranged to measure the amplitude of the electrical signal corresponding to the light received by the second light guide (114). [Claim 6] Combustion chamber as claimed in claim 5, wherein the processor (128) is arranged to compare the amplitude of the electrical signal corresponding to the light received by the second light guide (114) with a reference amplitude. [Claim 7] Combustion chamber as claimed in claim 3 or 4, in which the processor (128) is arranged to monitor the amplitude of the electrical signal corresponding to the light received by the second light guide (114), the processor (128) is arranged to detect a reduction in the amplitude of the electrical signal corresponding to the light received by the second light guide (114) due to coking in the fuel injector (62). [Claim 8] A combustion chamber as claimed in any of claims 2 to 7, in which the fuel injector (62) is a gas turbine fuel injector. [Claim 9] A combustion chamber as claimed in any of claims 2 to 8, in which the fuel injector (62) is an air blast fuel injector. [Claim 10] Combustion chamber as claimed in one of claims 2 to 9, wherein the fuel injector (62) is a rich mixture fuel injector (262), the rich mixture fuel injector (262) comprises :a fuel supply arm (264) having a fuel supply passage (268) extending therethrough, a fuel injector head (266) having an air blast fuel injector , the air blowing fuel injector comprising, in order radially outward, a coaxial arrangement of an internal air swirl passage and an external air swirl passage, a passage ring fuel (278)
    [Claim 11] [Claim 12] being arranged to supply fuel in the internal air swirl path and / or in the external air swirl path.
    Combustion chamber as claimed in one of claims 2 to 9, in which the fuel injector (62) is a lean mixture fuel injector, the lean mixture fuel injector comprises: a supply arm fuel (64) having a pilot fuel supply passage (68) extending therethrough and a main fuel supply passage (70) extending therethrough, a head fuel injector (66) having a coaxial arrangement of an internal pilot air blast fuel injector (72) and an external main air blast fuel injector (74), the fuel injector external main air blowing (74) being arranged coaxially radially outward from the internal pilot air blowing fuel injector (72), the internal pilot air blowing fuel injector (72 ) including, in radial order outwardly, a coaxial arrangement of a pilot internal air swirl passage (76) and a pilot external air swirl passage (80), an annular pilot fuel passage (78) being arranged for supplying pilot fuel into the pilot internal air swirl path (76) and / or into the pilot external air swirl path (80), the external main air blast fuel injector (74) comprising, in order radially outward, a coaxial arrangement of a main internal air swirl passage (82) and a main external air swirl passage (86), a main fuel passage ring (84) being arranged to supply main fuel in the main internal air swirl path (82) and / or in the main external air swirl path (86).
    Combustion chamber as claimed in claim 11, wherein the first light guide (110) having a distal end (112) arranged to direct the light into the annular main fuel passage (84) in the injector head fuel (66) and the second light guide (114) having a distal end (116) arranged to receive the light in the main annular fuel [Claim 13] [Claim 14] [Claim 15].
    A combustion chamber as claimed in claim 11, wherein the first light guide (210) having a distal end (212) arranged to direct the light into the annular pilot fuel passage (78) in the injector head fuel (66) and the second light guide (214) having a distal end (216) arranged to receive the light in the annular pilot fuel passage (78).
    Combustion chamber as claimed in claim 11, wherein the lean mixture fuel injector having a first light guide (110) extending through the fuel supply arm (64) and having a distal end (112) arranged to direct light into the annular main fuel passage (84) in the fuel injector head (66), a first light source (120) arranged to provide light in a proximal end (118 ) of the first light guide (110), a second light guide (114) extending through the fuel supply arm (64) and having a distal end (116) arranged to receive the light in the passage of annular main fuel (84) and a first light receiver (124) arranged to collect light at a proximal end (122) of the second light guide (114), a third light guide (210) extending through the fuel supply arm (64) and having a distal end (212) arranged to direct the light into the annular pilot fuel passage (78) in the fuel injector head (66), a second light source arranged to provide light in a proximal end of the third light guide (210), a fourth light guide (214) extending through the fuel supply arm (64) and having a distal end (216) arranged to receive light in the annular pilot fuel passage (78) and a second light receiver arranged to collect light at a proximal end of the fourth light guide (214).
    Method for detecting coking in a fuel injector (62), in which the fuel injector (62) is arranged in a combustion chamber (16), the fuel injector (62) comprising an arm for supplying fuel (64) and a fuel injector head (66), the fuel injector head (66) having a fuel passage [Claim 16] [Claim 17] [Claim 18] [Claim 19] [Claim 20 ] (84), the fuel supply arm (64) having a fuel supply passage (70) in fluid communication with the fuel passage (84) in the fuel injector head (66), characterized in that the method includes directing light into the fuel passage (84) in the fuel injector head (66), detecting the light transmitted through the fuel passage (84) into the head fuel injector (66) and monitor the light transmitted through rs the fuel passage (84) in the fuel injector head (66) to detect coking in the fuel injector (62). A method as claimed in claim 15, comprising converting the reflected light into an electrical signal.
    A method as claimed in claim 16, comprising recording (126) the electrical signal.
    A method as claimed in claim 16 or 17, comprising measuring (128) the amplitude of the electrical signal corresponding to the light received by the second light guide (114).
    A method as claimed in claim 18, including comparing (amplitude) the amplitude of the electrical signal corresponding to the light received by the second light guide (114) to a reference amplitude.
    A method as claimed in claim 16 or 17, comprising monitoring (128) the amplitude of the electrical signal corresponding to the light received by the second light guide (114), detecting a reduction in the amplitude of the electrical signal corresponding to the light received by the second light guide (114) due to coking in the fuel injector.
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    同族专利:
    公开号 | 公开日
    GB2572853A|2019-10-16|
    FR3079285B1|2022-01-28|
    GB201902565D0|2019-04-10|
    US20190292996A1|2019-09-26|
    GB2572853B|2020-08-05|
    GB201804814D0|2018-05-09|
    US10890116B2|2021-01-12|
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    法律状态:
    2020-03-25| PLFP| Fee payment|Year of fee payment: 2 |
    2021-03-31| PLFP| Fee payment|Year of fee payment: 3 |
    2021-07-09| PLSC| Publication of the preliminary search report|Effective date: 20210709 |
    优先权:
    申请号 | 申请日 | 专利标题
    GBGB1804814.0A|GB201804814D0|2018-03-26|2018-03-26|A fuel injector, a combustion chamber comprising a fuel injector and a method of detecting coking in a combustion chamber fuel injector|
    GB1804814.0|2018-03-26|
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