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EP1079179A1 - Procédé pour l'adaptation de l'état de fonctionnement d'une chambre de combustion étagée de turbines à gaz - Google Patents

Procédé pour l'adaptation de l'état de fonctionnement d'une chambre de combustion étagée de turbines à gaz Download PDF

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Publication number
EP1079179A1
EP1079179A1 EP00117741A EP00117741A EP1079179A1 EP 1079179 A1 EP1079179 A1 EP 1079179A1 EP 00117741 A EP00117741 A EP 00117741A EP 00117741 A EP00117741 A EP 00117741A EP 1079179 A1 EP1079179 A1 EP 1079179A1
Authority
EP
European Patent Office
Prior art keywords
combustion chamber
fuel
engine
grading
injection system
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.)
Granted
Application number
EP00117741A
Other languages
German (de)
English (en)
Other versions
EP1079179B1 (fr
Inventor
Leif Dipl-Ing. Rackwitz
Klaus-Jürgen Dr. Ing. Schmidt
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.)
Rolls Royce Deutschland Ltd and Co KG
Original Assignee
Rolls Royce Deutschland Ltd and Co KG
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 DE19939812A external-priority patent/DE19939812A1/de
Priority claimed from DE10032471A external-priority patent/DE10032471A1/de
Application filed by Rolls Royce Deutschland Ltd and Co KG filed Critical Rolls Royce Deutschland Ltd and Co KG
Publication of EP1079179A1 publication Critical patent/EP1079179A1/fr
Application granted granted Critical
Publication of EP1079179B1 publication Critical patent/EP1079179B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • 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
    • F23R3/34—Feeding into different combustion zones
    • F23R3/346—Feeding into different combustion zones for staged combustion
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F23—COMBUSTION APPARATUS; COMBUSTION PROCESSES
    • F23N—REGULATING OR CONTROLLING COMBUSTION
    • F23N2237/00—Controlling
    • F23N2237/02—Controlling two or more burners

Definitions

  • the invention relates to a fuel injection system for a tiered combustion chamber, for example of an aircraft gas turbine engine or a static gas turbine, whose pilot burner is always supplied with a certain amount of fuel, during their main burner (s) only with higher engine power Fuel is metered, with the whole downstream Control valve unit determining the fuel quantity this total fuel mass flow to the pilot burner (s) as well as the grading valve unit, which divisible the main burner is provided, both by an engine controller can be controlled, for the control of the step valve unit the desired engine performance sets.
  • a fuel injection system is from the WO 95/17632 known.
  • the step valve unit mentioned must be used for this appropriately controlled, that is, the division that of the combustion chamber at a certain operating point measured total amount of fuel on their so-called Pilot zone, which is or mostly the duplicate Pilot burner is / are assigned, as well as on their main zone, which of the or mostly the multiple existing main burner is / should be assigned using maps take place, which is preferred with regard to low pollutant emissions the combustion chamber or the one taking place in it Are designed for combustion. Of course can also use other criteria when designing these maps are taken into account, for example the largest possible stability reserve against flame extinction.
  • the step valve unit mentioned must be used for this appropriately controlled, that is, the division that of the combustion chamber at a certain operating point measured total amount of fuel on their so-called Pilot zone, which is or mostly the duplicate Pilot burner is / are assigned, as well as on their main zone, which of the or mostly the multiple existing main burner is / should be assigned using maps take place, which is preferred with regard to low pollutant emissions the combustion chamber or the one taking place in it Are designed for combustion.
  • this thrust-indicative parameter serves as an input variable for the control of a so-called step valve unit, the said division of a Control valve unit metered total amount of fuel the pilot burner and the main burner.
  • This there so-called thrust-indicative parameters which in general also can be referred to as a grading parameter and as such is also used as a parameter for the desired one Engine power with the metered total fuel mass flow can be generated.
  • grading parameter which of course is easy to grasp respectively should be measurable, are mentioned in this document either the gas temperature at the compressor outlet or the quotient from the total fuel mass flow and the pressure in the Combustion chamber suggested.
  • the step valve unit should be preferred Controlled using emission-optimized maps or operated, that is, the so-called Grading parameters, based on which the grading valve unit (because of the recourse to the maps mentioned) a switching line should be controlled, should not only one Related to engine performance, but more directly Are also related to the operation of the combustion chamber, about the advantages that a stepped combustion chamber has in terms of generally has reduced pollutant emissions, to actually be able to use.
  • stepped combustion chamber When regulating a gas turbine aircraft engine with a Low-pollution, stepped combustion chamber is a constant back and forth Switch between pilot and two-stage operation with small ones Avoid speed or load oscillations. This has not only affects engine stability but affects the service life of the hot parts is negative. A so-called Switching hysteresis prevented by a correspondingly broadly defined Hysteresis band unwanted cyclic switching of the Fuel rating.
  • Such hysteresis methods are generally used in the control often used.
  • a downgrading to pilot operation only carried out when the lower grading point was undershot and therefore a corresponding major engine load change has occurred.
  • a downgrading to pilot operation only carried out when the lower grading point was undershot and therefore a corresponding major engine load change has occurred.
  • the use of a switching hysteresis has the following disadvantages itself:
  • the constant calculation of two grading points (lower and upper) requires a higher software effort than that Use of a single grading point.
  • Still requires the use of a hysteresis band in the grading diagram further compromise with regard to optimization
  • the quality of the grading parameter becomes a concession in practice due to signal noise lead in the width of the hysteresis band.
  • Suffer from also pollutant optimization or it has to be expensive Measurement technology are used.
  • the switching hysteresis is flexible and depends on the to maintain the transient state of the engine. This also poses high demands on the measurement signal.
  • the object of the present invention is therefore on a Fuel injection system according to the preamble of claim 1 To show measures with the help of which the operation of the combustion chamber of the aircraft gas turbine engine in particular with regard lower pollutant emissions can be further improved.
  • the object is characterized by the features of Main claim solved, the sub-claims show further advantageous Embodiments of the invention.
  • the invention is characterized by a number of significant advantages out.
  • a control concept for safe and loss-minimizing Operation of a staged combustion chamber for aircraft engines found.
  • the stepped combustion chamber can with the help of the control system according to the invention in two different operating states operate.
  • In the lower load range all the fuel is sprayed into the pilot zone of the combustion chamber.
  • the mode of operation corresponds to the tiered one Combustion chamber of an unclassified combustion chamber.
  • the main burner with fuel in non-staged operation cooled from the pilot branch to reduce the risk of coking reduce.
  • the defined one takes place Connection of the main stage, so that both ring lines (Pilot stage and main stage) are supplied with fuel.
  • the fuel is distributed via an additional metering valve, that the total fuel on the pilot and the Main branch distributed.
  • This operating state of the combustion chamber is called tiered mode.
  • the "TIMER” time element is activated.
  • the "TIMER” function has the current, current value of SPK as the input variable.
  • the map for the minimum grading cycle t MIN, grading takes into account the influence of rapid load changes of the aircraft engine.
  • rapid load changes in which an immediate system response of the engine is required, for example when taking off, the requirement for compliance with a minimum grading cycle is of minor importance, so that the value of t MIN, gradation is 0.
  • the slower the load change the greater t MIN, gradation and, in the case of quasi-stationary load changes, reaches the maximum value that is infinitely large (t MIN, gradation >> 1 sec).
  • the operating state of the combustion chamber is "frozen", that is to say does not change and the combustion chamber remains in its previous operating mode (either un-stepped or stepped). Only when a load change occurs due to a change in speed (IdNH / dtl> 0) can the operating state of the combustion chamber change and a finite minimum step cycle (t MIN, step ⁇ 1 sec) is selected again.
  • the present invention thus enables a high degree of Flexibility in regulating the operating state of a tiered Combustion chamber because by introducing a variable Time function a stable operation of the combustion chamber in the non-graded and tiered operation is ensured.
  • An elevated one Signal noise from the control parameters for example from P30, has an effect does not rely on the selection of the operating state in the stationary Operation of the aircraft engine, since in this case a switchover not possible. Only when there is a load change that is in shape a change in the high-pressure speed is detected (IdNH / dtl > 0), another switching process is enabled.
  • the engine power due to the load on the gas turbine combustion chamber Characterized form of a so-called grading parameter (SP) on the basis of which the step valve unit is corresponding a switching line is controlled and the grading parameter (SP) from one of the following functional relationships is derived:
  • the total fuel mass flow (WF) is divided by the gas pressure at the combustion chamber inlet (P30) and this quotient is multiplied by the gas temperature at the combustion chamber inlet (T30), i.e. the step parameter SP is a function of [ WF / P30 ⁇ T30 ].
  • the total fuel mass flow (WF) is divided by the gas pressure at the combustion chamber inlet (P30) and this quotient is multiplied by the square root of the gas temperature at the combustion chamber inlet (T30), i.e. the step parameter SP is a function of [ WF / P30 ⁇ (T30) 1/2 ].
  • the total fuel mass flow (WF) is divided by the gas pressure at the combustion chamber inlet (P30) and this quotient with the square root of the quotient of the gas temperature at the combustion chamber inlet (T30) and the gas temperature at the engine inlet ( T20) multiplied, i.e. the grading parameter SP is a function of [ WF / P30 ⁇ (T30 / T20) 1/2 ].
  • the grading parameter (SP) less about a thrust-indicative parameter but rather about a parameter reflecting the combustion chamber load, so that the maps, on which of these grading parameters is accessed and from which the step valve unit is controlled according to a switching line, under much stronger reference to the combustion chamber and thus to the combustion taking place in it can be designed.
  • SP grading parameter
  • the total fuel mass flow (WF) via a special calibration table depending on the valve position of those already mentioned Control valve unit, this in the form of a primary Metering valves determined, can be calculated. It can this signal representing the total fuel mass flow, the can be particularly susceptible to signal noise with Be filtered using suitable low-pass elements. Further can meet the requirements for the desired fuel-air ratio in the individual operating points (in particular also with regard to the respective flame extinguishing limits) functional correlations in corresponding maps be mapped.
  • a stepped combustion chamber can be used with the help of a control system according to the invention in two different operating modes are operated.
  • the load range of the engine is all the fuel in the Pilot zone of the combustion chamber sprayed, so in this mode the operation of the stepped combustion chamber of that one unrated combustion chamber corresponds.
  • From a certain Operating point is the defined connection of the Main stage, after which both the pilot burner and Main burner can be supplied with fuel.
  • Switching between the non-tiered and tiered operating modes takes place with the inclusion of the time element according to the invention (TIMER), whereby if the engine power increases over the grading point switched on the main burner and when it drops the main burner in terms of engine performance below the staging point be switched off.
  • TIMER time element according to the invention
  • the grading point is preferably dependent on a map determined by the grading parameter according to the invention. But with that Desirably always at the same value for the fuel-air ratio is toggled after an advantageous Further development of the invention different influences be taken into account.
  • the grading point results from Addition or subtraction of correction elements ( ⁇ SP) to or from the nominal, from one of the derived functional relationships mentioned above Grading parameters (SP).
  • ⁇ SP correction elements
  • SP Grading parameters
  • a first such influencing parameter is the absolute value of the Gas pressure (P30) and / or the gas temperature (T30) at the combustion chamber inlet.
  • P30 Gas pressure
  • T30 gas temperature
  • Grading process from the non-graded to the graded operation delay as soon as the combustion chamber inlet pressure (P30) and / or the combustion chamber inlet temperature (T30) below certain limit values determined by combustion chamber tests for the stable operation of the combustion chamber decreases / decreases.
  • this function is particularly active in tiered mode and leads Falling below the specified limit values for (P30) and / or (T30) to switch to pilot mode, in which only the Pilot burners are supplied with fuel.
  • a second influencing parameter is the corrected speed of the High pressure compressor (N2RT20) and the gas pressure at the engine inlet (P20).
  • N2RT20 the corrected speed of the High pressure compressor
  • P20 the gas pressure at the engine inlet
  • SP the grading parameter
  • a third influencing parameter is the flight altitude of the aircraft gas turbine engine as well as changes in environmental conditions.
  • a fourth influencing parameter is the load change speed of the engine, with the following background:
  • the combustion stability is in the pilot zone to ensure safe operation of the Combustion chamber vital. So in everyone Operating state no flame extinction of the pilot burner an unfavorable fuel distribution between the two Fuel circuits, that is, on the pilot burner and on the Main burner can occur, the switching process from pure pilot operation in staged operation at fast unsteady load change processes delayed.
  • the already mentioned basic value of the grading point a from Operating state of the combustion chamber dependent offset added.
  • the grading point in the case of rapid load changes becomes too higher values of the grading parameter (SP) according to the invention postponed.
  • SP grading parameter
  • a fifth influencing parameter takes into account the influence of the Compressor pumping on the stability of the combustion in the staged Combustion chamber.
  • Pilot zone ensured by the main stage and emaciated the excess fuel is fed to the pilot burners becomes.
  • the pilot zone then always works within its Stability range and serves for the fuel-air mixture the main stage as an ignition source.
  • SP grading parameter
  • a so-called Split value which is the fuel distribution to the pilot burner and main burner describes (and thus from the above Fuel splitting table can be found) and based on this the step valve unit is controlled, also in transient conditions can be adjusted.
  • a pollutant-optimized map for control the step valve unit used, the or one of the grading parameters according to the invention as indicative Input variable for this map is used.
  • Complementary is now proposed during transient engine maneuvers adjust the calculated split value by a correction factor, this correction factor depending on the temporal change in the speed, in particular the high-pressure wave of the engine is calculated.
  • This adjustment can be done take place in such a way that the commanded pilot fuel mass flow and thus the fuel-air ratio of the pilot zone is briefly increased to extinguish the flames in the pilot zone of the combustion chamber. Recommends it is the split value calculated in this way, for example, for electronic Control circuits known high-win and low-win elements within defined limits.
  • This flag is then used to move in that also implemented in the electronic control unit Rules for staged combustion for the period to change the switching line of the compressor pumping (for what already at this point to the figure explained in more detail later 5).
  • the grading point is in the area high load points shifted so that the stepped combustion chamber in the operating mode before the compressor pumping occurred lingers. This means that if there is a major change in the grading parameter a cyclical switching between the two Operating modes of the combustion chamber (i.e. between pilot operation, in which only the pilot burners are supplied with fuel, and the staged operation, in which the main burner Received fuel) prevented.
  • a Limit substitute value for the split value is used if the calculated and then time-differentiated split value one Limit difference value exceeds. This can possibly occurring disturbances in the controlled variable e.g. during fastest load change or unexpected malfunctions by limiting the opening respectively Closing rate of the grading valve unit can be intercepted.
  • the attached, Figure 4 briefly explained later.
  • This limiter is only active if the commanded or determined split value below a defined limit falls, the maximum permissible in tiered mode Fuel distribution between the pilot burners and the main burners considered.
  • the current rate of change of the position the step valve unit is with the maximum allowed Rate of change is applied as long as the predefined limit is reached.
  • the split value (S) gives the current one Value of the distribution of the mass flows of the fuel the pilot stage or the main stage of the combustion chamber in front.
  • the grading point (SPK) gives a statement in which mode the fuel injection system is located, he thus gives a status display. With ABS is in Fig. 5 Absolute value of the grading point, which is always positive is.
  • the downstream comparator in which also the Limit value is received, then generates an SPK rating point value from 0 or 1.
  • the selection element comprises two states, namely "T” for "true” and "F” for "false".
  • SPK denotes the command for the classification point
  • SPK * means the time-delayed command for the classification point.
  • State 0 denotes an unstaged operating state of the combustion chamber in which the pilot stage is switched on but the main stage is switched off. 1 denotes an operating state in which both the pilot stage and the main stage are switched on.
  • the main burner ring line is always before starting the engine flushed out of fuel. If the engine is started (this can be ground starts and Trade starts in flight), first takes place via a replenishment of the whole taking place as short as possible Fuel line volume between the fuel metering unit or control valve unit and the injectors of the Pilot burner as well as the main burner. The fast one Filling process keeps the injection delay in the combustion chamber and thus the ignition delay taking place there as low as possible. For this there is an additional logic in the electronic Engine controller implemented. Accordingly, first of all an increased fuel mass flow that is several times above the Ignition fuel mass flow is, all fuel ring lines replenished.
  • the mentioned step valve unit temporarily from the only the pilot burner in a semi-open position Position driven in which the main burner with fuel be supplied. This will be parallel to the pilot lines also the fuel lines leading to the main burners replenished.
  • the corresponding opening time and the The opening position of the step valve unit is suitable predetermined.
  • FIG 1 in which a usual partial section through a stepped Ring combustion chamber of an aircraft gas turbine engine shown is with the reference number 1 the combustion chamber and with the reference number 2 denotes the exit from this combustion chamber 1.
  • the combustion chamber 1 reaches according to the illustrated Arrows a pumped by an upstream compressor and thereby compressed gas flow or air flow into it, which carries the required oxygen to the over the (or the multiple rings) Pilot burner 3 and possibly over the (or the multiple existing ring-shaped) main burner 4 in the combustion chamber 1 introduced fuel (this is punctured shown) to burn in the combustion chamber 1.
  • the combustion exhaust gases then pass through the combustion chamber outlet 2 according to the arrow first into the turbine of the engine.
  • the combustion chamber 1 is spatially divided into a pilot zone 1a, which is located directly downstream of the pilot burner 3, and in one adjoining it in the direction of flow of the gases Main zone 1b, into which the main burners 4 discharge the fuel.
  • the latter that is, a fuel supply to the main zone 1b the combustion chamber 1 via the main burner 4, however, only happens in those operating points of the engine in which a higher Performance development or performance submission required becomes.
  • 3 fuel is constantly passed through the pilot burner into the combustion chamber 1.
  • FIG. 2 shows a fuel injection system according to the invention, with which the pilot burner 3 and the main burner 4 with Fuel are supplied, schematically and greatly simplified shown.
  • the arrow WF illustrates the total fuel mass flow, dosed via a control valve unit 6 and thus to a certain operating point of the engine adapted is introduced into the combustion chamber 1.
  • Such a thing called step valve unit 7 sets what proportion this total fuel mass flow WF according to arrow 3 ' the pilot burners 3 and which ones (which are complementarily related) Share of this total fuel mass flow WF according to Arrow 4 'is fed to the main burners 4.
  • control block 8 is the (electronic) engine controller referred to, which usually contains several rule blocks.
  • a first control block 8a is now shown, which is the control valve unit 6 operated or positioned appropriately or sets, and the appropriate (usual) engine control laws contains or takes into account.
  • a second control block 8b is shown, the staging valve unit 7 controls and therefore rules for the tiered Combustion contains or takes into account.
  • This Control block 8b thus determines the so-called split value S, the distribution of the total fuel mass flow WF identifies the pilot burner 3 and the main burner 4 and adjusts the step valve unit 7 accordingly.
  • the temporal change in the speed of the high-pressure shaft of the engine that is to say the quotient (dNH / dt) Ref , can also be taken into account, as will be explained below in connection with claim 3.
  • FIG. 4 shows a preferred way of limiting the fuel distribution on the pilot burner 3 and on the main burner 4 shown.
  • the limit value for this query if necessary, is taken as the input variable with the reference number Denoted 12 and can be, for example, 50%.
  • the commanded split value runs through the range between 100% and 40%. Only from a pilot fuel content below The fuel distribution is limited to 50% Pilot burner. This means that the share 4 'of the total fuel mass flow WF, which over the main burner 4 in the Combustion chamber 1 can reach between 0% and 50% can lie.
  • FIG. 5 shows a diagram for the preferred calculation the operating mode of the combustion chamber 1, that is, whether this is operated in pilot operation or in staged operation.
  • the output variable of this scheme is a digital yes / no variable, which indicates whether the main burners 4 are supplied with fuel or not.
  • the one switch from the unrated pilot operation to the tiered operation mode below the idle mode the engine preventing function is also with "Idle” denotes, and the function that has an absolute value for gas pressure (P30) and / or gas temperature (T30) considered at the combustion chamber inlet to ensure a stable Ensure operation of the combustion chamber is also included Denoted "Stability”.
  • a fuel injection system results for a stepped combustion chamber in particular of an aircraft gas turbine engine, with which an essentially optimal operation of this combustion chamber 1 is made possible.
  • Possible is in particular a map-based, optimized for pollutants Regulation of staged combustion in quasi-stationary Business.
  • the control block 8b of the engine controller 8 implementable and previously described rules for staged combustion allow operation of one or the tiered combustion chamber 1 in the tiered Pilot operation and in tiered mode without significant influence on the safety, stability and thrust of the entire engine during a staging process, including a switching process between the two operating modes is understood.
  • the continuously adjustable staging valve unit 7 ensures that both the emission level of the combustion chamber, in particular with regard to NO x, and the temperature profile at the turbine inlet downstream of the combustion chamber 1 are optimized over the entire operating range of the engine.
  • the selected method of setting the fuel split that is to say the split value S, between the pilot burners 3 and the main burners 4 thus enables flexible distribution of the fuel in accordance with the current requirements for the control system in the respective operating state.
  • this method also enables the combustion chamber's operating behavior to be optimized with regard to combustion stability, burnout behavior and the temperature exit profile over the entire load range of the engine.
  • the invention relates to a fuel injection system for a tiered combustion chamber 1 of an aircraft gas turbine engine, the Pilot burner 3 always supplied with a certain amount of fuel will / will, during their main burner (s) 4 only at higher Engine power is metered to fuel, where downstream of a control valve unit determining the total amount of fuel 6 a this total fuel mass flow (WF) changeable on the pilot burner 3 and on the main burner 4 dividing stage valve unit 7 is provided, both be controlled by an engine controller 8, which for the Control of the staging valve unit 7 the desired engine power based, characterized in that the Engine performance due to the load on the gas turbine combustion chamber 1 in the form of a so-called grading parameter (SP) is characterized, on the basis of which the step valve unit 7 is controlled according to a switching line that the Grading parameters (SP) derived from a functional relationship is that a downstream summation point for Calculation of the difference between a current value of the grading point and a value of the nominal grading point and that the summation point is a

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Feeding And Controlling Fuel (AREA)
  • Output Control And Ontrol Of Special Type Engine (AREA)
EP00117741A 1999-08-21 2000-08-17 Procédé pour l'adaptation de l'état de fonctionnement d'une chambre de combustion étagée de turbines à gaz Expired - Lifetime EP1079179B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
DE19939812A DE19939812A1 (de) 1999-08-21 1999-08-21 Brennstoffeinspritzsystem für eine gestufte Brennkammer eines Fluggasturbinen-Triebwerks
DE19939812 1999-08-21
DE10032471 2000-07-04
DE10032471A DE10032471A1 (de) 2000-07-04 2000-07-04 Verfahren zur Adaption des Betriebszustandes einer gestuften Brennkammer für Gasturbinen

Publications (2)

Publication Number Publication Date
EP1079179A1 true EP1079179A1 (fr) 2001-02-28
EP1079179B1 EP1079179B1 (fr) 2004-11-24

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EP00117741A Expired - Lifetime EP1079179B1 (fr) 1999-08-21 2000-08-17 Procédé pour l'adaptation de l'état de fonctionnement d'une chambre de combustion étagée de turbines à gaz

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Country Link
US (1) US7003939B1 (fr)
EP (1) EP1079179B1 (fr)
DE (1) DE50008726D1 (fr)

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US10156361B2 (en) 2014-11-19 2018-12-18 Rolls-Royce Deutschland Ltd & Co Kg Device for determining a fuel split, as gas turbine or an aircraft engine comprising such a device and application of the same
CN110516337A (zh) * 2019-08-20 2019-11-29 成立航空技术有限公司 航空发动机燃烧室部件重量指标的确定方法

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JP5635948B2 (ja) * 2010-07-23 2014-12-03 三菱日立パワーシステムズ株式会社 燃焼器の制御方法及び制御装置
FR2971815B1 (fr) 2011-02-21 2015-07-24 Turbomeca Dispositif et procede d'injection privilegiee
CH705179A1 (de) * 2011-06-20 2012-12-31 Alstom Technology Ltd Verfahren zum Betrieb einer Verbrennungsvorrichtung sowie Verbrennungsvorrichtung zur Durchführung des Verfahrens.
US9328633B2 (en) * 2012-06-04 2016-05-03 General Electric Company Control of steam temperature in combined cycle power plant
US9541005B2 (en) * 2012-09-28 2017-01-10 Pratt & Whitney Canada Corp. Adaptive fuel manifold filling function for improved engine start
FR3010140B1 (fr) * 2013-09-03 2015-10-02 Snecma Systeme et procede d'injection de carburant dans une chambre de combustion d'un moteur
EP3056814A1 (fr) * 2015-02-13 2016-08-17 General Electric Technology GmbH Procédé de commande de la répartition de carburant parmi différents stades de chambre de combustion d'une turbine à gaz
US11022041B2 (en) 2015-10-13 2021-06-01 Raytheon Technologies Corporation Sensor snubber block for a gas turbine engine
US11713723B2 (en) 2019-05-15 2023-08-01 Pratt & Whitney Canada Corp. Method and system for operating an engine
US11156164B2 (en) 2019-05-21 2021-10-26 General Electric Company System and method for high frequency accoustic dampers with caps
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