Patent Grant
7870736
This disclosure relates to the field of combustion turbine engines. Specifically, the described devices can be used as a means of efficiently utilizing an alternative fuel, e.g., hydrogen, gas turbines while keeping the generation and emissions of nitrogen oxides to very low levels. More specifically, the present invention is a fuel/air premixing fuel injector or “premixing injector” which supports combustion in gas turbines with control of nitrogen oxide production.
Hydrogen use as a fuel in gas turbine engines has many benefits. In addition to being a renewable fuel, there are no carbon emissions from hydrogen combustion. Of available gas turbine fuels, hydrogen allows the widest range of combustible fuel-air mixtures, thus providing a superior opportunity for reduced flame temperature lean combustion.
In a typical gas turbine engine, the combustion chamber, fuel delivery system, and control system are designed to ensure that the correct proportions of fuel and air are injected and mixed within one or more combustors, typically a metal container, or compartment, where the fuel and air are mixed and burned. With diffusion flames in the combustor, there is typically a set of localized zones where peak combustion temperatures are achieved. These peak temperatures may reach temperatures in the range of 4000-5000° F.
Typically, to prevent thermal distress or damage to these combustors, a significant amount of the compressor discharge air passes along and through the walls of the combustor for cooling, and to dilute the exhaust gases. The heated compressed air, which then drives the turbine, is a combined mix of the hot combustion gasses and the cooling air. The resulting hot gas yield, which is admitted to the inlet of the turbine, is delivered at a very high temperature. The resultant products and emissions from the hydrogen combustion process are water vapor and oxides of nitrogen (NOx), a known pollutant, which is exhausted into the atmosphere. NOx is a harmful product of combustion, and is regulated by environmental laws. Low NOx emission is a goal, and in many cases, a requirement for both power generation and aero propulsion gas turbines.
One method for controlling NOx formation in the combustion processes of gas turbine engines is to premix the compressor discharge air and the fuel in a premixing injector before they enter the combustor. In this manner, the medium entering the combustion chamber is a homogeneous mixture of the fuel and compressor discharge air. This will allow lean combustion, keeping the combustion product temperature low, which reduces NOx formation.
Multiple efforts have been made for the design of premixing injectors for gaseous hydrocarbon fuels, but very few designs have been made for operation with hydrogen fuel. In addition to achieving optimal fuel/air mixture, the issue of premixed flame stabilization in the proper position is paramount to avoid structural damage to the premixing injector and combustor. Challenges of conventional premixing designs include prevention of flashback and design flow breakdown in the premixing injectors. The term “flashback,” as used in this disclosure refers to the ignition and combustion of the fuel-air mixture within the premixing injector discharge channel, rather than in the combustor. A sustained flashback event will damage the premixing injector.
The present invention involves a unique lean premixing injector for a gas turbine engine which provides stable hydrogen fuel combustion with low NOx production to solve the aforementioned problems associated with existing technology. These premixing injectors incorporate:
In order to illustrate some of the unique features of the invention, the following is a brief summary of the preferred versions of the injector. More specific details regarding the preferred version are found in the Detailed Description with further reference to the Drawings. The claims at the end of this document define the various versions of the invention in which exclusive rights are secured.
Reference is now made to the attached
The premixing injector 10, 10a includes an outer casing 12, 12a having a first inlet end 14, 14a and a second outlet end 16, 16a. The outer casing 12, 12a surrounds a center body 20, 20a, which includes a first open end 22, 22a extending from the first end 14, 14a of the outer casing 12, 12a, a second closed end 24, 24a at the second end 16, 16a of the outer casing 12, 12a, an exterior wall 26, 26a, an interior wall 28 (illustrated in
The center body 20, 20a also includes a fuel inlet duct 42, 42a having a first inlet end 44, 44a, a second outlet end 46, 46a, and an open passageway 48, 48a extending from the first inlet end 44, 44a to the second outlet end 46, 46a. The fuel inlet duct 42, 42a extends to the second end 24, 24a of the center body 20, 20a.
As illustrated in
In Embodiment 2, the annular sleeve 23a is hollow, allowing air to enter the swirler region 70a, which generate the required swirl. Fuel is introduced downstream of the swirler region 70a through choked fuel injector ports 54a. Referring specifically to
As illustrated in
In this manner, fuel is introduced into the premixing injector 10, 10a by way of the passageway 48, 48a of the fuel inlet duct 42, 42a at the inlet end 44, 44a. The fuel is then directed to the interior fuel channel 50, 50a by way of the conduit 52, 52a.
A unique aspect of this system is that the flow of fuel through the conduit allows the cooler fuel gas to cool the closed second end 24, 24a of the center body 20, 20a. As can be seen in
From the choked fuel injection port 54, 54a, the fuel then enters the swirling region 70 of the exterior annular mixing channel 40, 40a through the choked fuel injection ports 54, 54a where the fuel is mixed with the passing compressor discharge air which enters the premixing injector 10 via the air inlet ports 60, 60a. The choked fuel injection ports 54, 54a are by design choked, thereby decoupling the fuel delivery system from downstream pressure fluctuations. In Embodiment 1 (
The air inlet ports of the premixing injector 10 of Embodiment 1 include at least one and preferably four air inlet ducts 60 for channeling compressor discharge air to the exterior annular mixing channel 40. By design, the location of the air inlet duct 60 advantageously turns the external flow of air gradually into the premixing injector 10 in order to minimize pressure losses due to a sudden contraction.
In Embodiment 2, air inlet is accomplished with a single bell mouth-shaped air inlet duct 60a on the annular sleeve 23a and outer casing 12a which introduces the air well upstream of where the flow enters the guide vanes 74. The annular sleeves 23a may be fabricated integrally with the center body 20a without change to the operating principles of the premixing injector 10a.
Another significant feature of the premixing injector 10, 10a is that the closed second end 24, 24a of the center body 20, 20a ends in relatively the same plane as the second end 16, 16a of the outer casing 12, 12a. This feature allows the flame within the combustor chamber 90 (
The premixing injector 10, 10a also includes a swirler region 70, 70a for mixing the fuel and the compressor discharge air in the exterior annular mixing channel 40, 40a, and an outlet 80, 80a for expelling the thoroughly swirled and mixed fuel and air to the combustor 90.
Referring now to Embodiment 1, illustrated in
Referring to Embodiment 2, illustrated in
Both the premixing injector 10, 10a of Embodiment 1 and Embodiment 2 are intended for injection of a lean premixed gaseous hydrogen fuel/air mixture into the combustor region 90 of a gas turbine engine; however, natural gas or any other gaseous fuel can be used with the premixing injectors of the present invention. The combustible mixture produced by both designs is predicted to have a uniformly distributed fuel-to-air mass ratio at the exit 80, 80a of the premixing injector 10, 10a. The lean premixed combustion of the mixture produces lower combustion temperatures than diffusion combustion of the fuel and air. These lower temperatures produce low NOx levels in the products of the combustion. The premixing injector 10, 10a is also designed to mix the fuel and air at high axial velocities to eliminate the occurrence of flashback of the reaction zone into the premixing injector 10, 10a.
An additional unique aspect of the present invention is that the premixing injector 10, 10a has the feature of cooling the closed end 24, 24a of the center body 20, 20a as discussed previously. This feature reduces the thermal loading on the center body 20, 20a, which will prolong the life of the premixing injector 10, 10a.
An additional unique feature of the present invention is that the premixing injector 10, 10a is designed with choked fuel inlet ports 54, 54a. This choked feature allows the fuel supply to be decoupled from any type of combustion instability which may arise in the combustor of the engine.
Another unique feature of the present invention is that the passage of the air from the air inlet duct 60, 60a to the exterior annular mixing channel 40, 40a has been designed to reduce pressure losses that may occur when air enters the exterior annular mixing channel 40, 40a. For Embodiment 1 of the current invention, this is accomplished by a smooth flared air inlet duct 60, which gradually accelerates the air flow. For Embodiment 2, this is accomplished with the annular sleeve 23a on the elongated center body 20a and a bell mouth-shaped rounded edge on the air inlet ducts 60a that extends in front of the swirl vanes 74.
Another significant advantage of the premixing injector of the present invention is that the second closed end 24, 24a of the center body 20, 20a ends in the same plane as the second end 16, 16a of the outer casing 12, 12a. This feature allows for a flame stabilization zone past the end of the premixing injector 10, 10a.
Furthermore, the premixing injector 10a is designed with a mathematically specified radial equilibrium constraint on the guide vanes 74. This feature alone allows for a large decrease in pressure losses through the premixing injector 10a and control of the axial velocity profile as compared to vanes without this constraint. This feature also creates a desirable axial velocity distribution across the exterior annular mixing channel 40a.
Summarizing the invention, unique fuel/air premixing injectors have been conceived and developed for the purpose of supporting fuel and compressor discharge air injection as the medium for combustion, resulting in the production of single digit parts per million (ppm) levels of NOx as a by-product, a wide range of stable operation, and suitability for integration into gas turbines.
In view of the foregoing, this disclosure relates to unique operation of the invention in the field of combustion in gas turbine engines. More specifically, the invention can be used as a means of utilizing alternative fuels that will perform in gas turbines while keeping emissions of nitrogen oxides below established target levels.
The features and advantages of the invention will be illustrated more fully in the following detailed description of the preferred embodiment of the invention made in conjunction with the accompanying drawings.
As previously noted, Embodiment 1 of the present invention, referenced in
Referring to
As illustrated in
Embodiment 1 illustrates four tangential circular air inlet ducts 60, which serve as the inlet stream of air (or other oxidizer), which is to be fed from a compressor or another source (not illustrated). The ends 62 of the air inlet ducts 60 are flared at an angle, preferably 45 degrees. The inner walls 64 of the flared ends 62 are rounded. These two features allow the airflow to accelerate gradually, thereby reducing the pressure losses and increasing the efficiency of the premixing injector 10. The air inlet ducts 60 deliver the compressor air into the premixing injector 10. The air inlet ducts 60 are also at an angle of preferably 60 degrees relative to the axial flow direction to reduce the pressure losses.
Referring now to
As illustrated in
The transition zone between the exterior wall 26 and the choked fuel injection point 54 is known as the constant radius fillet 56. The constant radius fillet 56 is necessary to reduce the pressure losses in the premixing injector 10. The constant radius fillet 56 reduces the area for separation for the inlet air stream, and helps gradually turn the airflow. The air enters from the air inlet ducts 60 and the constant radius fillet 56 guides the flow axially.
The fuel enters from the choked fuel injection port 54 and enters the exterior annular mixing channel 40 at the area of the constant radius fillet 56. The smoother this transition, the less pressure loss occurs. Therefore, a curved radius of the constant radius fillet 56 is preferable to a right angle. It allows smoother blending of the gas/air mixture. The choked fuel injector ports 54 are choked to eliminate the possibility of downstream pressure fluctuations from propagating upstream into the fuel delivery system.
The fully assembled premixing injector 10 contains a series of chambers within the premixing injector 10 including the open passageway 48 of the fuel inlet duct 42, the interior fuel channel 50, a plenum 62, and the exterior annular mixing channel 40. In addition, there is a choked fuel injection port 54 formed between the plenum 62 and the exterior annular mixing channel 40.
The fuel system will be at an elevated pressure to satisfy the choked flow requirement in the fuel injection ports 60 and the overall fuel mass flow requirement. The plenum 62 is an open area designed to settle out velocity profiles of the fuel.
In the exterior annular mixing channel 40, the fuel/air mixture has both a tangential and axial velocity component creating a swirling structure. The air inlet ducts 60 are positioned such that the air enters the exterior annular mixing channel 40 at an angle which forces the air and fuel mixture to propagate through the exterior annular mixing channel 40 in a helical fashion. The swirl of the air/fuel mixture and the fact that the mixture is premixed is important in keeping the flame shortened in the combustor 90.
The fuel, generally pressurized gaseous fuel, enters the fuel inlet duct 42 of the premixing injector 10 via the fuel inlet duct 48. The fuel then travels the length of the passageway 48 to the conduit 52 where the fuel provides back wall cooling to the endcap 30 of the center body 20. Backwall cooling reduces the thermal load on the center body 20. This prolongs the life of the premixing injector 10. Another term for this process is “regenerative cooling.”
Once the fuel reaches the endcap 30, it is channeled from the passageway 48 to the interior fuel channel 50 via the conduit 52 and toward the plenum 62, thereby increasing the heat transfer to the fuel, and conditioning internal velocity profiles.
At the plenum 62 area, the fuel flows through the choked fuel injection ports 54 into the exterior annular mixing channel 40 at the area of the constant radius fillet 56 where the compressor discharge air entering through the air inlet ducts 60 is mixed with the fuel. The choked fuel injection port 54 eliminates the possibility that downstream pressure fluctuations will affect the fuel delivery flow rate. Additionally, the high-speed fuel jet penetrates farther into the incoming air stream because the momentum ratio (fuel jet/air) is high. This enhances the mixing between the two streams.
At this point, the fuel air mixture propagates in a helical vortex structure around the exterior surface 26 of the center body 20 in the exterior annular mixing channel 40 toward the exit end 80 of the premixing injector 10 where it is passed into the engine. This feature is important for flame placement. The design velocities are such that flashback is eliminated. Finally, the fuel/air mixture, now fully premixed and swirling, enters the combustion region through the exit end.
The premixing injector 10 provides a swirling and well-mixed reactant stream of fuel and air to the combustor. The premixing injector 10 produces stable combustion and low NOx emissions. The current design was sized to accommodate hydrogen as a fuel; however it is within the scope of the present invention to consider other forms of gas, such as natural gas with or without hydrogen, gas mixtures resulting from coal gasification, ethylene, propane and other forms of gaseous fuel with this design.
Reference is now made to
A plurality of air guide vanes 74 are securely affixed to the center body 20a and extend radially outward from the center body 20a toward the outer casing 12a. Each vane 74 has an inner end 75 and an outer end 76. The inner end 75 is proximate to the center body 20a relative to the outer end 76. Each vane 74 includes a leading edge 78 and a trailing edge 77. The leading edge 78 is upstream of the flow path relative to the trailing edge 77, which is downstream of the leading edge 78. The vane 74 is radially arranged with respect to the center body 20a to facilitate manufacturing and produce the required flow. Each vane 74 is curved in the same direction.
The purpose of these guide vanes 74 is to add structural support to the premixing injector 10a as well as to provide the desired tangential and axial velocity components to the air entering the premixing injector 10a. The vanes 74 are designed to produce a specific radial equilibrium condition to control the swirling velocity distribution and minimize flow losses. Air enters the exterior annular mixing channel 40a upstream of the guide vanes 74 at the swirl region 70a and, following mixing with the injected fuel, exits the premixing injector 10a at the downstream end 16a of the exterior annular mixing channel 40a.
Gaseous fuel enters the premixing injector 10a through the passageway 48a within the fuel inlet duct 42a and is introduced to the exterior annular mixing channel 40a through choked radial fuel ports 54a, initiating mixing with the passing air stream. Before the gaseous fuel reaches the passing air stream, it will be accelerated to sonic velocities through the radial fuel ports 54a. The gaseous fuel is introduced into the airflow downstream of the guide vanes 74 to eliminate the possibility of flame stabilization inside the premixing injector 10a.
The combustion zone is expected to stabilize downstream of the exterior annular mixing channel 40a. With the combustion zone close to the exterior annular mixing channel 40a, the endcap 30a of the center body 20a will experience high temperatures. To counter this effect, the premixing injector 10a is designed to transfer heat from the endcap 30a of the center body 20a to the incoming gaseous fuel. After the fuel enters the core of the center body 20a, it is directed toward the endcap 30a of the center body 20a where heat transfer occurs. This provides a form of regenerative cooling for the second closed end 24 of the center body 20a.
Reference is now made to
The combustion liner 91 is generally defined as a sheet metal object which is generally annular in shape that has a domed end 92 with circular openings 94 of a size and shape to receive the premixing injector 10. The combustion liner 91 must be matched with the premixing injectors 10. For example, the openings 94 can be slightly larger than the outer diameter of the premixing injector 10 to allow a small amount of cooling compressor discharge air to flow around the outer casing 12 of the premixing injector 10 to allow for management of the combustion liner 91 temperature. This could take advantage of the fact that a premixed flame utilizing gaseous fuel is much shorter than a diffusion flame. The premixing injectors 10 will remain in the correct orientation through the use of two locator pins (not illustrated) per premixing injector 10.
Opposite the domed end 92 on the combustion liner 91, there is an open end 95 which allows the combustion products exiting the combustion liner 91 to enter the turbine guide vanes (not illustrated). If desired, dilution air inlets 96 are present in the combustion liner 91 to introduce additional compressor discharge air to prevent the excessive heating of the combustion liner 91 itself due to the combustion process, and to cool the combustion products sufficiently so as not to destroy the turbine vanes and blades.
In operation, the fuel, e.g., hydrogen, enters a fuel manifold port 98. Each fuel manifold port 98 is connected to a hydrogen or fuel source (not illustrated). Each fuel manifold port 98 is in turn connected to the fuel inlet duct 42 of the premixing injector to admit the fuel through the premixing injector 10 and allow mixing with the compressor discharge air entering through the air inlet ducts 60 as described above. The thoroughly mixed and swirling fuel/air mixture exits the premixing injectors 10 through the second end 16 within the openings 94 in the domed end 92 of the combustion liner 91 wherein it is diverted via a series of baffles (not illustrated) known to the art through the combustion chamber 90 to the turbine inlet.
The following Example is included solely for the purpose of providing a more complete and consistent understanding of the invention disclosed and claimed herein. The Example does not limit the scope of the invention in any fashion.
The design specifications for the premixing injector 10 enabled its use in a Pratt and Whitney PT6-20 turboprop engine. Since varying operating conditions of the engine (take off, cruise, and full power) are possible, there are multiple possible optimizations for the injector. The cruise condition was chosen for the optimization due to the normal high percentage of operational time at cruise. Table 1 shows the overall design constraints and the constraints per nozzle for the cruise condition of the engine. The fuel flow rate was determined by the equivalent energy flow rate based on lower heating value of hydrogen and kerosene. The number of premixing injectors 10 was chosen to ensure relative spatial uniformity in the engine liner. The equivalence ratio constraint is from a desire to have low emissions. These constraints define the flow rates of both the fuel and air to each premixing injector 10. Using the aforementioned tangential entry swirl design concept, a prototype was developed.
The engineering design process needed both the listed quantities above and additional design constraints. The constraints that were added include the following: the axial velocity within the premixing injectors 10 must exceed 100 m/s, the swirl number must be above 0.8 for a “high swirl” injector, pressure losses must not exceed 10%, and there must not be any instability in the operational range of the injector. The high swirl number and the high velocity requirement were set such that the flame will stabilize outside the nozzle in the shear layer between the vortices and not within the injector. The pressure loss requirement is present because pressure losses are parasitic to the engine efficiency and must be minimized. Finally, the instability requirement is present because in the presence of instabilities pressure forces can damage hardware, the increased convection and radiation has the potential of melting the hardware, and local regions with high equivalence ratios are formed, raising emissions, and the overall combustion efficiency decreases.
Referring to
Another feature that reduces the pressure loss is located inside the swirler region 70, illustrated in
The swirler region 70 has an outer diameter of 21.18 mm and an inner diameter of 15.24 mm, yielding an exit area of 0.0001699 m2. Using the mass flow rate and the area, the area average velocity is approximately 113 m/s based on ideal gas behavior. This high velocity is good flashback prevention because the turbulent flame speed will not approach such a high value.
The fuel side design decisions were made as precautions to address failures and problems typically seen in premixing injectors 10. With the flame zone for a premixing injector 10 being close to the end cap 30 of the center body 20, there is potential for the thermal failure of the endcap 30. To alleviate this problem the hydrogen fuel provides convective back wall cooling before it is introduced into the exterior annular mixing channel 40. To achieve this, the fuel is routed from the open passageway 48 of the fuel inlet duct 42 to conduit 52 located at the endcap 30 of the center body 20. Here, the fuel provides the back wall cooling to the endcap 30 and is routed to the plenum 62 of the premixing injector 62, and finally through the exterior annular mixing channel 40 to the downstream end 16 of the premixing injector 10.
To circumvent thermoacoustic instabilities in the combustor 90 caused by equivalence ratio perturbations associated with acoustic wave propagated upstream through the fuel delivery system, the premixing injector 10 is provided with choked radial fuel ports 54 (Mach=1). Choking the radial fuel ports 54 eliminates the possibility for equivalence ratio perturbations, but mixing perturbations can still exist leading to instabilities. It is however important that the bulk mixing qualities remain constant, which are determined in part by the momentum flux ratio defined as
where the subscripts a and f refer to the air and fuel respectively. In a choked passage the mass flow rate is determined by the pressure, which positively correlates to the density. It is important that the fuel stream does not over penetrate into the air crossflow, thus disrupting the mixing processes. Therefore the area of the choked radial fuel ports 54 was chosen to be the largest area in which the passage remained choked during the idle condition of the gas turbine engine. The idle condition of the gas turbine engine is the lowest mass flow rate of fuel that is required. The calculated choked radial fuel port size is 0.406 mm. The diameter ratio between the air inlet ports 60 and the choked radial fuel ports 54 is 11.24, which is relatively small. A benefit for making the choked radial fuel ports 54 larger is that the surface area on the windward side of the fuel jet becomes large, aiding in the fuel shedding and mixing process. An additional benefit of maximizing the choked radial fuel ports 54 is that the fuel inlet pressure is minimized. This could potentially be a parasitic loss on the engine power, depending on the storage method of the hydrogen.
In summary, the design choices for the premixing injector 10 were all derived from the gas turbine engine requirements. The power desired at cruise needed determined the design flow rate of hydrogen/fuel. The equivalence ratio specification to reduce NOx determined the air flow rate and thus the exterior annular mixing channel 40, 40a cross-sectional area.
It is understood that the invention is not confined to the particular construction and arrangement of parts herein illustrated and described, but embraces such modified forms thereof as come within the scope of the following claims. Thus, the invention encompasses all different versions that fall literally or equivalently within the scope of the claims.
Priority is hereby claimed to provisional application Ser. No. 60/810,083, filed Jun. 1, 2006, which is incorporated herein by reference.
| Number | Name | Date | Kind |
|---|---|---|---|
| 1983644 | Sonner | Oct 1931 | A |
| 1927422 | Sonner | Sep 1932 | A |
| 4587809 | Ohmori et al. | May 1986 | A |
| 5402633 | Hu | Apr 1995 | A |
| 5505615 | Witteveen | Apr 1996 | A |
| 5671597 | Butler et al. | Sep 1997 | A |
| 5675971 | Angel et al. | Oct 1997 | A |
| 5713205 | Sciocchetti et al. | Feb 1998 | A |
| 5735681 | Cheng | Apr 1998 | A |
| 6070410 | Dean | Jun 2000 | A |
| 6070411 | Iwai et al. | Jun 2000 | A |
| 6082111 | Stokes | Jul 2000 | A |
| 6141967 | Angel et al. | Nov 2000 | A |
| 6199368 | Onoda et al. | Mar 2001 | B1 |
| 6267585 | Suttrop | Jul 2001 | B1 |
| 6282904 | Kraft et al. | Sep 2001 | B1 |
| 6301899 | Dean et al. | Oct 2001 | B1 |
| 6311473 | Benjamin et al. | Nov 2001 | B1 |
| 6438961 | Tuthill et al. | Aug 2002 | B2 |
| 6461147 | Sonju et al. | Oct 2002 | B1 |
| 6513329 | Snyder et al. | Feb 2003 | B1 |
| 6786047 | Bland et al. | Sep 2004 | B2 |
| 6889495 | Hayashi et al. | May 2005 | B2 |
| 6901756 | Gerendas et al. | Jun 2005 | B2 |
| 6907724 | Edelman et al. | Jun 2005 | B2 |
| 6925809 | Mowill | Aug 2005 | B2 |
| 6951108 | Burrus et al. | Oct 2005 | B2 |
| 6968692 | Chin et al. | Nov 2005 | B2 |
| 6978619 | Blomeyer | Dec 2005 | B2 |
| 7013648 | Griffin et al. | Mar 2006 | B2 |
| 7013649 | Monty | Mar 2006 | B2 |
| 7093445 | Corr, II et al. | Aug 2006 | B2 |
| 7117679 | Toon et al. | Oct 2006 | B2 |
| 7165405 | Stuttaford et al. | Jan 2007 | B2 |
| 7568345 | Furletov et al. | Aug 2009 | B2 |
| 7707833 | Bland et al. | May 2010 | B1 |
| 7757491 | Hessler | Jul 2010 | B2 |
| 20020162333 | Zelina | Nov 2002 | A1 |
| 20100077760 | Laster et al. | Apr 2010 | A1 |
| Number | Date | Country |
|---|---|---|
| 2 749 927 | Jun 1996 | JP |
| Number | Date | Country | |
|---|---|---|---|
| 20070277528 A1 | Dec 2007 | US |
| Number | Date | Country | |
|---|---|---|---|
| 60810083 | Jun 2006 | US |
