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WO2000022347A1 - Ensemble d'injection de combustible pour chambre a combustion de turbine a gaz - Google Patents

Ensemble d'injection de combustible pour chambre a combustion de turbine a gaz Download PDF

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Publication number
WO2000022347A1
WO2000022347A1 PCT/US1999/022661 US9922661W WO0022347A1 WO 2000022347 A1 WO2000022347 A1 WO 2000022347A1 US 9922661 W US9922661 W US 9922661W WO 0022347 A1 WO0022347 A1 WO 0022347A1
Authority
WO
WIPO (PCT)
Prior art keywords
fuel
tip
fuel injection
injection assembly
flow passage
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Ceased
Application number
PCT/US1999/022661
Other languages
English (en)
Inventor
Anthony Joseph Candy
Christopher Charles Glynn
John Everett Barrett
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
General Electric Co
Original Assignee
General Electric Co
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US09/398,558 external-priority patent/US6357237B1/en
Application filed by General Electric Co filed Critical General Electric Co
Priority to JP2000576213A priority Critical patent/JP4323723B2/ja
Priority to DE69932318T priority patent/DE69932318T2/de
Priority to EP99970455A priority patent/EP1046010B1/fr
Publication of WO2000022347A1 publication Critical patent/WO2000022347A1/fr
Anticipated expiration legal-status Critical
Ceased legal-status Critical Current

Links

Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23D—BURNERS
    • F23D11/00—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space
    • F23D11/36—Details
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23D—BURNERS
    • F23D11/00—Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space
    • F23D11/36—Details
    • F23D11/40—Mixing tubes; Burner heads
    • F23D11/402—Mixing chambers downstream of the nozzle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23R—GENERATING COMBUSTION PRODUCTS OF HIGH PRESSURE OR HIGH VELOCITY, e.g. GAS-TURBINE COMBUSTION CHAMBERS
    • F23R3/00—Continuous combustion chambers using liquid or gaseous fuel
    • F23R3/28—Continuous combustion chambers using liquid or gaseous fuel characterised by the fuel supply
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23R—GENERATING COMBUSTION PRODUCTS OF HIGH PRESSURE OR HIGH VELOCITY, e.g. GAS-TURBINE COMBUSTION CHAMBERS
    • F23R3/00—Continuous combustion chambers using liquid or gaseous fuel
    • F23R3/28—Continuous combustion chambers using liquid or gaseous fuel characterised by the fuel supply
    • F23R3/286—Continuous combustion chambers using liquid or gaseous fuel characterised by the fuel supply having fuel-air premixing devices

Definitions

  • the present invention relates generally to combustors in gas turbine engines and, in particular, to a fuel injection assembly for a gas turbine engine combustor having mixing tubes which are widely dispersed throughout the main combustor dome region.
  • emissions are a primary concern in the operation of gas turbine engines, particularly with respect to the impact on the ozone layer by nitrous oxides (NOx), carbon monoxide (CO), and hydrocarbons.
  • NOx nitrous oxides
  • CO carbon monoxide
  • hydrocarbons hydrocarbons.
  • new fuel injection and mixing techniques have been and continue to be developed in order to provide ultra-low NOx at all engine operating conditions.
  • the mixing tubes are preferably arranged in a plurality of rows and columns. Because the mixing tubes are widely dispersed throughout the main combustor dome region, significant weight, thermal management and structural integrity challenges are presented. As is typical for all flight quality engine hardware, the fuel injection assembly must be as light as possible to minimize engine weight. The thermal management challenge for the fuel injection assembly stems from the extensive fuel-wetted surface area thereof immersed within the high temperature compressor discharge environment, which increases the potential for coke residues to form a partial or full blockage in the fuel passages.
  • the injector tips of the fuel injection assembly must be accurately maintained in position throughout all engine power settings to obtain acceptable system emissions performance. Because the injection sites are widely dispersed, however, maintaining structural integrity of the fuel injection assembly in the hostile dynamic environment of the compressor discharge region, which contains high intensity broadband acoustic excitation, is a particular challenge. Thus, the fuel injection assembly must incorporate sufficient rigidity and damping capabihty to survive and function in the lightest weight configuration possible.
  • a fuel injection assembly which can provide fuel to a plurality of mixing tubes which are widely dispersed in a gas turbine engine combustor. It would also be desirable for such fuel injection assembly to include continuous active cooling for the fuel stem and injector tip whether fuel is injected into such mixing tubes or not. Further, it would be desirable for the fuel injection assembly to reflect a concern for weight, airflow blockage to the combustor dome region, and ease of removal for maintenance.
  • a fuel injection assembly for a gas turbine engine combustor is disclosed as including at least one fuel stem, a plurality of concentrically disposed tubes positioned within each fuel stem, wherein a cooling supply flow passage, a cooling return flow passage, and a tip fuel flow passage are defined thereby, and at least one fuel tip assembly connected to each fuel stem so as to be in flow communication with the flow passages, wherein an active cooling circuit for each fuel stem and fuel tip assembly is maintained by providing all active fuel through the cooling supply flow passage and the cooling return flow passage during each stage of combustor operation. The fuel flowing through the active cooling circuit is then collected so that a predetermined portion thereof is provided to the tip fuel flow passage for injection by the fuel tip assembly.
  • Fig. 1 is a schematic longitudinal cross-sectional view of a gas turbine engine combustor including a fuel injection assembly in accordance with the present invention
  • Fig. 2 is a perspective view of the fuel injection assembly depicted in Fig. 1 ;
  • Fig. 3 is a partial cross-sectional view of the fuel injection assembly depicted in Figs. 1 and 2 taken along line 3-3 of Fig. 2;
  • Fig. 4 is a partial longitudinal cross-sectional view of the injector tip portion of the fuel injector assembly depicted in Figs. 1-3; and, Fig. 5 is a schematic longitudinal cross-sectional view of the fuel injector assembly depicted in Fig. 2.
  • Fig. 1 depicts a multi-stage radial axial (MRA) gas turbine engine combustor identified generally by reference numeral 10.
  • MRA multi-stage radial axial
  • combustor 10 is in accordance with a combustor disclosed in a patent application entitled “Multi-Stage Radial Axial Gas Turbine Engine Combustor,” having Serial No. 09/ , , which is filed concurrently herewith and hereby inco orated by reference.
  • combustor 10 has a longitudinal axis 12 extending therethrough and includes an outer liner 14.
  • first dome 18 is positioned axially downstream of dome plate 22 as indicated by a radial axis 25 extending through first dome 18.
  • a mixture of fuel and air is provided axially through dome plate 22 into second combustion zone 24 only during moderate and high operation levels.
  • This is preferably accomplished by a plurality of fuel air mixers 164 positioned upstream of dome plate 22.
  • a plurality of substantially linear tubes 166 are spaced radially and circumferentially around dome plate 22 so as to be arranged in rows and columns, respectively.
  • Each tube 166 has an upstream end 168 and a downstream end 170, wherein downstream end 170 is positioned in alignment with an opening 172 in dome plate 22 and a fuel injection assembly 174 in accordance with the present invention is positioned so as to provide fuel to tube upstream end 168.
  • combustor 10 of the present invention has a multi-stage function in which first dome 18 acts as a pilot. Accordingly, fuel is supplied to first dome 18 during all phases of combustor operation. It is noted that this is particularly important during low power conditions (e.g., idle cycles and landing-takeoff operations), as fuel is not provided to fuel air mixers 164 during such time. For moderate to high power conditions, fuel is provided to at least some of fuel air mixers 164 so that fuel air mixture 176 is injected into second combustion zone 24 Since combustor 10 involves multiple stages of operation, has a radially oriented dome 18, and an axial dome plate 22, it is known as a multi-stage radial axial (MRA) combustor
  • MRA multi-stage radial axial
  • At least one fuel stem and preferably a pair of fuel stems 186 and 188, are provided which extend substantially radially with respect to longitudinal axis 12
  • At least one fuel tip assembly 190 is connected to fuel stems 186 and 188 for injecting fuel into a corresponding mixing tube 166, with the number of fuel tip assemblies, as well as the spacing therebetween, being dependent upon the arrangement of mixing tubes 166
  • Each fuel stem 186 and 188 includes a plurality of concent ⁇ cally disposed tubes therein known as tip supply tube 192, insulating tube 194, and outer tube 196
  • Such tubes define a cooling supply flow passage 198, a cooling return flow passage 200, and a tip fuel flow passage 202 (see Figs.
  • cooling supply flow passage 198 is preferably the middle annulus of the t ⁇ ple-concent ⁇ c tube configuration in order to present the coolest fuel to tip assembly 190 and maximize cooling in this region Moreover, utilizing cooling return passage 200 as the outer annulus assists in reducing heat transfer to the fuel on the return t ⁇ p by raising the bulk temperature of the cooling fluid therein. This also has the effect of providing cooling to fuel stems 186 and 188 after cooling of fuel tip assemblies 190 has taken place Thus, it will be understood that tip fuel flow passage 202 is the innermost passage of the t ⁇ ple-concent ⁇ c tube configuration which supplies fuel to fuel tip assemblies 190 for injection into mixing tubes 166
  • each fuel tip assembly 190 preferably has an independent set of concent ⁇ cally disposed tubes 192, 194 and 196 associated therewith (to form a so-called "tube bundle" in fuel stems 186 and 188) so that fuel is supplied to each fuel tip assembly 190 or not based on the level of combustor operation desired.
  • fuel air mixers 164 of only designated rows or columns, for example, may have fuel supplied thereto
  • One example of how this is accomplished is disclosed in the '510 patent application incorporated hereinabove by reference. While provision of fuel through tip fuel passage 202 for each set of concentrically disposed tubes does not occur under all circumstances, it is preferred for fuel to be continuously circulated through all cooling supply and cooling return flow passages 198 and 200.
  • an active cooling circuit is provided for each fuel stem 186/188 and fuel tip assembly 190 during all stages of combustor operation, thereby assisting in the prevention of fuel being coked (and potential blockage in all flow passages stemming therefrom).
  • a pair of fuel stems 186 and 188 be coupled together so as to reduce airflow blockage in the combustor dome region and facilitate maintenance removal or replacement of fuel injection assemblies 174 from the combustor casing.
  • the paired configuration is a more structurally rigid and dynamically stable design.
  • a preferred manner of coupling fuel stems 186 and 188 is by means of one or more cross brace assemblies 204 depicted in Fig. 2.
  • each cross brace assembly 204 includes a first portion 206 wrapped around a first fuel stem 186, a second portion 208 wrapped around a second fuel stem 188, and a third portion 210 connecting first and second portions 206 and 208, respectively. While third portion 210 is shown as a straight beam, it will be appreciated that this may have any design to accommodate a change in stiffness and/or damping as required. It is further noted that such cross brace assemblies 204 preferably serve as the locations of the bundling feature for the set of concentric tubes.
  • a lugged spacer member 212 is preferably positioned between the bundle of concentrically disposed tubes and a heat shield 214 (see Fig. 3) preferably wrapped around the tube bundle for thermal protection. Not only does lugged spacer member 212 secure each tube bundle together, but it also transmits structural loads to cross brace assembly 204 while minimizing contact with heat shield 214. Thus, lugged spacer member 212 serves to reduce the heat transfer between the relatively cool tubes and the hot heat shield 214 and therefore the cooling burden on the active cooling system.
  • concentric tubes 192, 194 and 196 are conventional straight tubes which are assembled together and mechanically formed into the final configuration using conventional manufacturing processes. Nevertheless, because fuel stems 186 and 188 include certain non-linear portions where tubes 192, 194 and 196 are bent (i.e., where fuel stems 186 and 188 are configured to connect to tip assemblies 190 so as to be in substantially parallel relation to longitudinal axis 12). a small gauge wire or other similar means is wrapped around each set of tubes at such location to avoid contact between the tubes and minimize restriction of flow passages 198, 200 and 202. The wire is able to accomplish this function by maintaining a minimum gap between the tubes in this non-linear region as they are bent.
  • a fuel injector tip body 216 is included having a plurality of injection passages 218 formed therein which are in flow communication with tip fuel flow passage 202.
  • Injection passages 218 generally extend radially with respect to an axis 220 through tip fuel flow passage 202 and optimally are oriented at an obtuse angle ⁇ with respect to axis 220 so as to inject fuel in mixing tube 166 at a slight downstream orientation.
  • Insulated fuel injection tubes 222 are preferably positioned in each injection passage 218 in order to thermally isolate the injected fuel flow from tip body 216.
  • tip body 216 is substantially frusto-conical in shape and has a cavity 226 formed in a first end 224 thereof that is configured to receive concentric tubes 192, 194 and 196. More specifically, cavity 226 includes a first step 228 which is connected to outer tube 196, a second step 230 which is spaced from the end of insulating tube 194 so that cooling supply flow passage 198 is in flow communication with cooling return flow passage 200, and a third step 232 which is connected to tip supply tube 192.
  • Fuel tip assembly 190 further includes a heat shield 238 which encircles tip body 216 in a substantially conical design and is welded or otherwise attached to heat shield 214 so as to provide continuous thermal protection thereto. It will also be seen that heat shield 238 provides an aerodynamic faring to reduce separation of airflow at tip body 216 and encourage proper mixing of the fuel and air after discharge into mixing tube 166. Offset lugs 240 are provided to set an air gap 242 between heat shield 238 and tip body 216, as well as enhance mechanical rigidity of tip assembly 190 while minimizing contact between heat shield 238 and tip body 216.
  • Fuel injection assembly 174 is coupled at the end opposite fuel tip assemblies 190 to a valve body 244 (see Figs. 1 , 2 and 5, where a cover to valve body 244 has been removed for clarity).
  • Valve body 244 houses a multi-stage servo valve 246 and includes a first connection 248 for a main manifold inlet, a second connection 250 for a staging manifold inlet, and a third connection 252 with a pilot fuel supply tube 254. It will be appreciated that first and second connections 248 and 250, respectively, are in fluid communication with a main fuel manifold 256 and a staging signal manifold 258.
  • Valve body 244 also preferably includes a flange portion 260 incorporated therewith by which fuel injection assembly 174 is connected to combustor casing 70 by means of bolts or other mechanical connecting means.
  • Fuel stems 186 and 188 are attached to valve body 244 by means of brazing or other similar attachment.
  • metered fuel flow (including both the pilot and main injector flow) is utilized to circulate cooling flow through fuel stems 186 and 188 and the fuel tip assemblies 190.
  • the fuel flow enters valve body 244 through main manifold inlet connection 248 and is distributed to all fuel stems 186, 188 through the middle annulus (i.e., cooling supply flow passage 198) of each triple concentric tube configuration.
  • This cooling flow may be distributed equally to all fuel stems or it can be biased to present a higher level of cooling flows to those stems or fuel tip assemblies requiring increased cooling by means of a simple trimming device or orifice in the fuel stems.
  • the cooling flow is then circulated through cooling supply and return flow passages 198 and 200, respectively, back to valve body 244. Once in the valve body 244, the active fuel circulated through the active cooling circuit is collected and routed either to staging valve 246 or pilot injector supply tube 254 depending on the position of staging valve 246.
  • the staging valve position is controlled by setting the staging servo manifold pressure relative to the main manifold pressure by the main engine control In this way, active fuel is supplied (or not) to tip assemblies 190 through tip fuel flow passages 202 and injected into mixing tubes 166 through injection passages 218 and insulated tubes 222.
  • active fuel flow through the active cooling circuit is provided by the pilot injector flow alone.
  • cooling flow is provided to fuel stems 186 and 188, as well as tip assemblies 190, at all stages of combustor operation.
  • One benefit of having multiple injection sites is the facilitation of natural or self purging of fuel in the passages of such tubes 222. It will be understood that when a given tip assembly 190 is staged or shutdown during engine operation, natural static pressure variations, which may be enhanced by strategic o ⁇ entation of fuel injection tubes 222 relative to fuel stem wake regions, cause air to flow from high to low pressure regions. Thus, any stagnant fuel in fuel injection tubes 222, and to a lesser extent tip fuel flow passage 202, is evacuated. Fuel which remains in tip fuel flow passage 202 is of course still thermally protected by the active cooling feature of fuel injection assembly 174.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Fuel-Injection Apparatus (AREA)
  • Spray-Type Burners (AREA)

Abstract

L'invention concerne un ensemble (174) d'injection de combustible pour chambre de combustion de turbine à gaz comprenant au moins une tige (186) à combustible, une pluralité de tubes (192, 194, 196) disposés de façon concentrique et positionnés à l'intérieur de chaque tige à combustible, de manière à définir ainsi un passage (198) d'écoulement d'alimentation de refroidissement, un passage (200) d'écoulement de retour de refroidissement et un passage (202) d'écoulement de combustible des buses, ainsi qu'au moins un ensemble (190) buse de combustible relié à chaque tige (186) de combustible de manière à se trouver en communication d'écoulement avec les passages d'écoulement, un circuit de refroidissement actif pour chaque tige (186) à combustible et ensemble (190)use à combustible étant maintenu par la fourniture de tout le combustible actif par le passage (198) d'écoulement d'alimentation de refroidissement et le passage (200) d'écoulement de retour de refroidissement pendant chaque étape du fonctionnement de la chambre de combustion. L'écoulement du combustible à travers le circuit de refroidissement actif est ensuite collecté de manière qu'une partie prédéterminée de celui-ci soit fournie au passage (202) d'écoulement de combustible à buse pour l'injection par l'ensemble (190) buse de combustible.
PCT/US1999/022661 1998-10-09 1999-09-29 Ensemble d'injection de combustible pour chambre a combustion de turbine a gaz Ceased WO2000022347A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
JP2000576213A JP4323723B2 (ja) 1998-10-09 1999-09-29 ガスタービンエンジン燃焼器の燃料噴射組立体
DE69932318T DE69932318T2 (de) 1998-10-09 1999-09-29 Brennstoffeinspritzvorrichtung für eine gasturbinenbrennkammer
EP99970455A EP1046010B1 (fr) 1998-10-09 1999-09-29 Ensemble d'injection de combustible pour chambre a combustion de turbine a gaz

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US10364998P 1998-10-09 1998-10-09
US09/398,558 US6357237B1 (en) 1998-10-09 1999-09-17 Fuel injection assembly for gas turbine engine combustor
US60/103,649 1999-09-17
US09/398,558 1999-09-17

Publications (1)

Publication Number Publication Date
WO2000022347A1 true WO2000022347A1 (fr) 2000-04-20

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Family Applications (1)

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PCT/US1999/022661 Ceased WO2000022347A1 (fr) 1998-10-09 1999-09-29 Ensemble d'injection de combustible pour chambre a combustion de turbine a gaz

Country Status (4)

Country Link
EP (1) EP1046010B1 (fr)
JP (1) JP4323723B2 (fr)
DE (1) DE69932318T2 (fr)
WO (1) WO2000022347A1 (fr)

Cited By (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002022171A (ja) * 2000-06-28 2002-01-23 General Electric Co <Ge> 旋回安定化ミキサで燃焼器排出物を減らす方法と装置
JP2002031344A (ja) * 2000-06-22 2002-01-31 General Electric Co <Ge> モジュール式燃焼器ドーム
EP2189720A1 (fr) * 2008-11-21 2010-05-26 Siemens Aktiengesellschaft Agencement de brûleur
CN102162642A (zh) * 2010-02-19 2011-08-24 西门子公司 燃烧器装置
EP2402652A1 (fr) * 2010-07-01 2012-01-04 Siemens Aktiengesellschaft Brûleur
US10612470B2 (en) 2015-12-22 2020-04-07 Kawasaki Jukogyo Kabushiki Kaisha Fuel injection device
US11029029B2 (en) 2019-01-03 2021-06-08 General Electric Company Fuel injector heat exchanger assembly
EP4339515A1 (fr) * 2022-09-15 2024-03-20 Pratt & Whitney Canada Corp. Buse de carburant
WO2024228777A3 (fr) * 2023-04-28 2024-12-12 Siemens Energy Global GmbH & Co. KG Lance à combustible pour brûleur de moteur à turbine à gaz

Families Citing this family (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US7654088B2 (en) * 2004-02-27 2010-02-02 Pratt & Whitney Canada Corp. Dual conduit fuel manifold for gas turbine engine
JP4670035B2 (ja) * 2004-06-25 2011-04-13 独立行政法人 宇宙航空研究開発機構 ガスタービン燃焼器
JP4882422B2 (ja) * 2006-02-28 2012-02-22 株式会社日立製作所 ガスタービン燃焼器および燃焼装置の燃焼方法
EP1936276A1 (fr) * 2006-12-22 2008-06-25 Siemens Aktiengesellschaft Brûleur pour une turbine à gaz
US7891192B2 (en) * 2007-08-28 2011-02-22 General Electric Company Gas turbine engine combustor assembly having integrated control valves

Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1994008179A1 (fr) * 1992-09-28 1994-04-14 Parker-Hannifin Corporation Circuit de refroidissement a plusieurs passages pour buse d'injection de carburant de turbine a gaz
EP0689007A1 (fr) * 1994-06-22 1995-12-27 Societe Nationale D'etude Et De Construction De Moteurs D'aviation "Snecma" Refroidissement de l'injecteur de décollage d'une chambre de combustion à deux têtes
EP0841517A2 (fr) * 1996-11-07 1998-05-13 BMW Rolls-Royce GmbH Dispositif d'injection du combustible pour une chambre de combustion d'une turbine à gaz avec une buse d'injection refroidie par un liquide

Patent Citations (3)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1994008179A1 (fr) * 1992-09-28 1994-04-14 Parker-Hannifin Corporation Circuit de refroidissement a plusieurs passages pour buse d'injection de carburant de turbine a gaz
EP0689007A1 (fr) * 1994-06-22 1995-12-27 Societe Nationale D'etude Et De Construction De Moteurs D'aviation "Snecma" Refroidissement de l'injecteur de décollage d'une chambre de combustion à deux têtes
EP0841517A2 (fr) * 1996-11-07 1998-05-13 BMW Rolls-Royce GmbH Dispositif d'injection du combustible pour une chambre de combustion d'une turbine à gaz avec une buse d'injection refroidie par un liquide

Cited By (12)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
JP2002031344A (ja) * 2000-06-22 2002-01-31 General Electric Co <Ge> モジュール式燃焼器ドーム
JP2002022171A (ja) * 2000-06-28 2002-01-23 General Electric Co <Ge> 旋回安定化ミキサで燃焼器排出物を減らす方法と装置
EP2189720A1 (fr) * 2008-11-21 2010-05-26 Siemens Aktiengesellschaft Agencement de brûleur
WO2010057709A1 (fr) * 2008-11-21 2010-05-27 Siemens Aktiengesellschaft Agencement de brûleur
CN102162642A (zh) * 2010-02-19 2011-08-24 西门子公司 燃烧器装置
EP2362143A1 (fr) * 2010-02-19 2011-08-31 Siemens Aktiengesellschaft Agencement de brûleur
US8955328B2 (en) 2010-02-19 2015-02-17 Siemens Aktiengesellschaft Burner arrangement
EP2402652A1 (fr) * 2010-07-01 2012-01-04 Siemens Aktiengesellschaft Brûleur
US10612470B2 (en) 2015-12-22 2020-04-07 Kawasaki Jukogyo Kabushiki Kaisha Fuel injection device
US11029029B2 (en) 2019-01-03 2021-06-08 General Electric Company Fuel injector heat exchanger assembly
EP4339515A1 (fr) * 2022-09-15 2024-03-20 Pratt & Whitney Canada Corp. Buse de carburant
WO2024228777A3 (fr) * 2023-04-28 2024-12-12 Siemens Energy Global GmbH & Co. KG Lance à combustible pour brûleur de moteur à turbine à gaz

Also Published As

Publication number Publication date
JP2002527708A (ja) 2002-08-27
EP1046010A1 (fr) 2000-10-25
JP4323723B2 (ja) 2009-09-02
DE69932318T2 (de) 2007-07-05
EP1046010B1 (fr) 2006-07-12
DE69932318D1 (de) 2006-08-24

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