Fuel supply circuit for a combustion chamber of a turbine

Abstract

The invention relates to a fuel supply circuit (1) for a combustion chamber (2) of a turbine (10), the fuel supply circuit comprising: a fuel supply pump (3) configured to supply a fuel flow at a predetermined flow rate, a plurality of fuel injectors (4), and a ramp (5) for connecting the pump (3) to the injectors (4), the circuit also comprising an apparatus (6) for thermally treating the fuel, the apparatus having a chamber (60) connected to a fuel inlet (61) connected to the pump (3) and to a fuel outlet (62), the fuel inlet being linked to the pump (3) and the fuel outlet being linked to the ramp (5), wherein a heating element (60) is located in the chamber and is configured to heat the fuel flow to a predetermined temperature in order to cause coking of the fuel in the chamber (60) of the apparatus (6).

Description

Technical Field

[0001] The present invention relates to a fuel supply circuit for a combustion chamber of a turbomachine, in particular for an aircraft. The invention relates in particular to an improvement making it possible to avoid coking of the fuel in an injector equipped with the combustion chamber. Background Art

[0002] The prior art includes in particular documents US-A1-2018 / 111063 and US-A1-2004 / 194627.

[0003] An aircraft turbomachine comprises a gas generator, which in particular comprises one or more compressors, for example a low-pressure compressor and a high-pressure compressor, arranged upstream of a combustion chamber.

[0004] In this application, by convention, the terms "upstream" and "downstream" are defined relative to the direction of flow of the gas in the turbomachine. Furthermore, by convention, the terms "inner" and "outer" are defined radially relative to the longitudinal axis of the turbomachine, in particular the axis of rotation of the rotor of the compressor.

[0005] Conventionally, the combustion chamber is annular and is arranged in an annular housing radially delimited by an outer annular casing and an inner annular casing. The combustion chamber comprises coaxial inner and outer annular walls joined upstream by a chamber bottom which is also annular and generally transverse.

[0006] The combustion chamber is fed with compressed air by a high-pressure compressor, in particular through an annular diffuser, and with fuel through a fuel supply circuit comprising injectors distributed angularly around the axis of the turbine.

[0007] Typically, the fuel supply circuit may comprise the following elements listed here from upstream to downstream along the direction of fuel flow: a fuel reservoir for storing fuel, a low-pressure pump LP ensuring the supply of fuel from the reservoir, a fuel filtering unit, a high-pressure pump HP, a unit for metering the total fuel flow delivered to the injectors, and a group of fuel injectors in the combustion chamber, wherein this unit is generally called a Fuel Metering Unit (FMU), which delivers the total fuel flow at the outlet, which total fuel flow can be distributed downstream between one or more injection ramps.

[0008] The supply circuits typically use kerosene or biokerosene as fuel. Kerosene is a mixture of hydrocarbons, primarily alkanes. Kerosene is refined from petroleum and, in theory, is sulfur-free. Biokerosene is an alternative fuel produced from biomass (e.g., sugarcane). These fuels actually have a tendency to oxidize and pyrolyze when subjected to temperatures above 150°C. Furthermore, the presence of dissolved oxygen in the kerosene and sulfur compounds can lead to their decomposition into various reaction products, at the origin of deposits, and blockage of the hydraulic-mechanical system. These conditions of fuel degradation are often encountered during the passage of the kerosene through the injectors.

[0009] Applications FR-A1-2 918 716, FR-A1-2 925 146, FR-A1-2 941 288 and FR-A1-2 975 467 describe examples of injection systems comprising injectors for turbines.

[0010] These injectors, typically located at the bottom of the chamber, are subject to intense thermal stress, particularly at idle or shutdown points in the turbine. When these operating points occur too frequently, fuel degradation can lead to the formation of fuel coke deposits on the injector walls. Over time, these deposits reduce injection performance and, consequently, overall turbine performance.

[0011] The main parameters influencing the coking phenomenon are the temperature of the fuel in the wall and the concentration of the reagent at the origin of the deposition precursor.

[0012] One solution to this coking phenomenon is to implement thermal protection on the injector body and bends to reduce the temperature level of the injector's internal walls at the engine's operating point, when the fuel flow passes through the injector. However, at the idle or shutdown point of the turbine, when the fuel flow is very low or no longer flowing, the thermal protection does not prevent the injector temperature from rising above the critical deposit formation temperature.

[0013] An alternative solution to this coking phenomenon is to clean the ramps and injectors with a cleaning solution. A removable carriage containing a reservoir filled with cleaning solution is transferred to the combustion chamber, and then the cleaning solution is injected into the injectors when the turbine is at rest. This alternative solution allows for the direct removal of a portion of the coke deposits from the fuel while the turbine is stationary on the ground, without disassembling the engine and injectors. However, the coke particles generated or dissolved by the cleaning pickling can clog the injectors or permanently degrade them. On the other hand, this cleaning process is expensive, as it can only be performed when the turbine is undergoing maintenance and requires frequent and regular inspections throughout the life of the turbine.

[0014] It is also known to use anti-coking coatings on the walls of the injectors. However, these coatings are not a sufficiently effective solution for limiting fuel deposits in the injectors and preventing premature maintenance of the turbine. At best, they only allow the efficiency of cleaning products to be increased during turbine maintenance.

[0015] In this context, it would be advantageous to overcome the drawbacks of the prior art by proposing a fuel supply circuit for a combustion chamber which is reliable and has an improved service life while enabling simple and rapid assembly of the fuel supply circuit in a turbomachine. Summary of the Invention

[0016] The invention relates to a fuel supply circuit for a combustion chamber of a turbomachine, in particular for an aircraft, comprising:

[0017] a fuel supply pump configured to provide a flow of fuel at a predetermined flow rate,

[0018] - Multiple fuel injectors, and

[0019] - A ramp used to connect the pump to the injector.

[0020] According to the invention, the circuit also includes a device for thermally treating the fuel, which device includes a chamber connected on the one hand to a fuel inlet and on the other hand to a fuel outlet, the fuel inlet being connected to a pump and the fuel outlet being connected to a ramp, a heating element being located in the chamber and being configured to heat the fuel flow provided by the pump to a predetermined temperature so as to cause coking of the fuel in the chamber.

[0021] According to the invention, the heating element comprises at least one perforated metal tube comprising a fuel passage orifice and associated with a heating electrode for heating the tube and thus the fuel passing through it.

[0022] Due to the presence of the fuel heat treatment device, the present invention makes it possible to form and deposit fuel coke in a local area of ​​the supply loop, which is preferably far away from the combustion chamber. This area is located downstream of the fuel supply pump and upstream of the injector connection ramp. This makes it possible to easily control the formation of fuel deposits in the equipment and the blockage in the equipment without affecting the performance of the fuel equipment (e.g., injector) and the performance of the turbine in general. In fact, the fuel flow leaving the pump is degraded and oxidized by being heated in the chamber of the equipment. Therefore, the oxidizing reaction reagents (dissolved oxygen and sulfur precursors) of the fuel are consumed before reaching the injector. Therefore, even when high thermal stress and temperature coking conditions are met, the fuel (without its reaction products) can pass through the injector without clogging the injector.

[0023] In general, the apparatus of the present invention enables thermal treatment of the fuel to be centralized at the turbine. In particular, fuel coking is displaced upstream of the injectors to an area that is easily accessible during maintenance. This increases the service life of the injectors, whose replacement is a laborious and expensive operation, and thus reduces the risk of premature disassembly of the turbine containing the injection system.

[0024] The invention thus has the advantage of proposing a simple design which provides very high reliability with little penalty in terms of cost and overall size requirements of the turbine.

[0025] The system according to the present invention may include one or more of the following features, taken alone or in combination with each other:

[0026] a conduit for bypassing the device, extending between the pump and the ramp and enabling the fuel flow to leave the pump and to feed the ramp without passing through the device,

[0027] the bypass duct is equipped with a valve, for example a flap valve, which is configured to adopt, on the one hand, an open position in which the fuel flow through the duct is maximum, and, on the other hand, a closed position in which this flow is zero,

[0028] - the circuit further comprises a fuel metering unit connected to said device and configured to control said heating element,

[0029] - the unit is configured to control the valve as a function of a parameter of the fuel flow provided by the pump, such as the pressure of the fuel flow,

[0030] - each of the heating elements comprises metal tube parts coaxially joined to each other,

[0031] - the or each tube portion comprises a wall formed by a metal mesh or a metal filter,

[0032] - at least one fuel seal, preferably made of ceramic and / or dielectric seal, is arranged between said metal mesh or metal screen of the heating element,

[0033] - the device comprises means for cooling the fuel flow leaving the chamber or the bypass duct,

[0034] - the device is releasably connected to the pump and ramp,

[0035] - the device is configured to be attached to the housing of the combustion chamber by attachment means, which are preferably detachable, such as bolts,

[0036] - the orifice of the tube or tubes has a diameter between 0.1 mm and 1 mm,

[0037] - The heating element is configured to provide a heating temperature between 200°C and 300°C, preferably in the range of 250°C.

[0038] The invention also relates to a turbomachine, in particular for an aircraft, comprising a device for thermal treatment of fuel as described above.

[0039] The turbomachine may be a turboprop or a turbojet.

[0040] The invention also relates to a method for supplying fuel to a turbine combustion chamber via a fuel heat treatment device as described above. The method comprises the following steps: controlling a heating element to heat the fuel only when a parameter of the fuel flow provided by the pump is below a predetermined threshold.

[0041] The invention also relates to a method for maintaining a fuel supply circuit of a turbine combustion chamber, in particular for aircraft, comprising a fuel heat treatment device as described above. The maintenance method comprises the steps of dismantling the device comprising a chamber blocked by fuel coke deposits and replacing it with a new one. BRIEF DESCRIPTION OF THE DRAWINGS

[0042] Other features and advantages of the present invention will become apparent from the following detailed description and reference is made for the understanding of the description to the accompanying drawings, in which:

[0043] [ Figure 1 ] Figure 1 is a schematic half view of an axial cross section of a fuel supply circuit for a combustion chamber of a turbomachine;

[0044] [ Figure 2 ] Figure 2 is a partial schematic view of a fuel supply circuit according to one embodiment of the present invention, and showing a heat treatment device and a bypass conduit;

[0045] [ Figure 3 ] Figure 3 yes Figure 2 A schematic cross-sectional view of a heating element of the device in FIG.

[0046] [ Figure 4 ] Figure 4 It is along Figure 2 A schematic cross-sectional view of line IV-IV of FIG.

[0047] [ Figure 5 ] Figure 5 is another very schematic view of a circuit according to the invention. DETAILED DESCRIPTION

[0048] In general, in the description that follows, the terms "longitudinal" and "axial" refer to the orientation of a structural element extending in the direction of a longitudinal axis X. This axis X may coincide with the axis of rotation of the rotor of the turbine. The terms "radial" or "vertical" refer to the orientation of a structural element extending in a direction perpendicular to the axis X. The terms "inner" and "outer" as well as "inside" and "outside" are used with reference to a position relative to the axis X. Thus, a structural element extending along the axis X comprises an inner surface oriented toward the axis X and an outer surface opposite its inner surface. In the present application, the terms "upstream" and "downstream" are defined relative to the direction of flow of the gas in the turbine.

[0049] Figure 1 An annular combustion chamber 2 is shown, preferably for a gas generator of a turbomachine 10 of an aircraft.

[0050] The combustion chamber 2 is located downstream of one or more compressors (eg, a low-pressure compressor and a high-pressure compressor) and upstream of one or more turbines (eg, a high-pressure turbine and a low-pressure turbine). Figure 1 not shown).

[0051] The combustion chamber 2 is part of a turbomachine 10 having a longitudinal axis X, which is in particular the axis of rotation of the rotors of the compressor and the turbine.

[0052] The combustion chamber 2 is arranged in an annular housing radially delimited by an outer annular casing 21 and an inner annular casing (not shown).

[0053] The combustion chamber 2 comprises coaxial inner 22 and outer 23 annular walls joined upstream by an annular and substantially transverse chamber bottom 24 .

[0054] The combustion chamber 2 is supplied with compressed air from a high-pressure compressor via an annular diffuser (not shown in the figure) and is supplied with fuel via a fuel supply circuit 1 .

[0055] exist Figure 1 In the fuel supply circuit 1, the fuel supply circuit 1 includes:

[0056] a fuel supply pump 3 configured to provide a fuel flow F1 at a predetermined flow rate,

[0057] - an injection device or injector 4 which opens into the combustion chamber 2, and

[0058] A ramp 5 for connecting the pump 3 to the injector 4 .

[0059] One of the features of the present invention is that the circuit 1 also comprises a fuel heat treatment device 6. The device 6 is located downstream of the pump 3 and upstream of the ramp 5 and the injector 4. The device 6 can be releasably attached to the outer casing 23 by fasteners (e.g. bolts).

[0060] Reference Figure 2 and Figure 3 The device 6 comprises a chamber 60 connected on one hand to a fuel inlet 61 and on the other hand to a fuel outlet 62. The fuel inlet 61 and the fuel outlet 62 may be flow conduits for the fuel. In this example and not by way of limitation, the chamber 60 has a substantially parallelepiped shape.

[0061] The chamber 60 comprises heating elements 63. These elements 63 comprise at least one tube portion 630 associated with at least one heating electrode 632 adapted to heat the tube portion 630. The electrode 632 may be arranged coaxially with the tube portion 630. The tube portion 630 comprises a fuel passage orifice 634. Figure 2 and Figure 3 In FIG. 6 , the chamber 60 comprises six cylindrical tubes 630 arranged longitudinally and parallel to one another with respect to the axis X. The tubes 630 of the chamber 60 may also be arranged vertically with respect to the axis X.

[0062] Reference Figure 3 and Figure 4 Each tube portion 630 is formed of at least three sub-tube portions 630', which may be coaxial or concentric with each other. The sub-tube portions 630' may be perforated and include orifices 634'. Figure 4 In FIG. 6 , the tube sections 630 are coaxial, and each tube section 630 is formed by three concentric sub-tube sections 630 ′. In particular, the sub-tube sections 630 ′ enable multi-stage filtration and fuel deposition in the chamber 60 .

[0063] exist Figure 3 In the embodiment, sub-tube sections 630' are connected to each other in a fuel-tight manner via seals 636, which can be made of a dielectric material. For example, ceramic seals 636 can withstand strong thermal gradients. In this example, an electrode 632 is generally arranged in the center of tube section 630. Electrode 632 can be connected to sub-tube section 630' via a metal seal 638.

[0064] The tube portion 630 may be made of a metal material (eg, stainless steel).The tube portion 630 or the sub-tube portion 630' may include a wall made of a metal mesh or a metal filter.

[0065] exist Figure 2In FIG, the circuit includes a bypass conduit 64 extending between an inlet 61 and an outlet 62. Conduit 64 may be equipped with a valve 65 (e.g., a flap valve) adapted to adopt an open position and a closed position. When valve 65 is in the closed position, the passage of fuel through bypass conduit 64 is blocked. The flow rate through the passage is zero. When valve 65 is in the open position, fuel can flow through conduit 64. The flow rate through the passage is then maximum.

[0066] The device 6 may also comprise cooling means 8 for cooling the outlet 62. In a non-limiting manner, these means 8 may comprise a heat exchanger, fins formed as projections on the duct connecting the outlet of the device to the ramp, or the like.

[0067] The circuit 1 may also comprise a metering unit 7 which generally enables a centralized and automatic regulation of the device 6 of the invention.

[0068] Therefore, refer to Figure 5 , the circuit 1 may here comprise the following elements listed from upstream to downstream along the flow direction of the fuel:

[0069] a pump 3 which ensures the supply of fuel, for example from a reservoir arranged upstream of the pump 3 ,

[0070] a metering unit 7 of the total fuel flow, comprising a regulator 71 of the fuel flow and / or a self-cleaning filter 70 arranged upstream of the regulator 71 ,

[0071] - fuel thermal treatment equipment 6, and

[0072] A ramp 5 for connecting a device 6 to the injector 4 arranged and opening into the combustion chamber 2 .

[0073] We will now describe a method for supplying fuel to a turbine combustion chamber 2 via a supply circuit 1 equipped with a device 6 according to the invention.

[0074] Reference Figure 2 and Figure 5 , the device 6 is fed with a first fuel flow F1 provided directly by the pump 3 , with or without regulation by the metering unit 7 .

[0075] The first flow F1 is divided into a second fuel flow F2 or a third fuel flow F3 at the level of the inlet 61 of the device 6. When the valve 65 is in the open position, the second flow F2 reaches the outlet 62 of the device through the bypass conduit 64. When the valve 65 is in the closed position, the third flow F3 reaches the outlet 62 through the chamber 60. The third flow F3 is heated by the heating element 63 to produce a fuel deposit in the chamber 60.

[0076] The open and closed positions of the valve 65 can be controlled by the metering unit 7, more specifically by the regulator 71, based on a measured parameter of the fuel flow. This parameter (e.g., pressure or flow rate) can be measured by a sensor. The sensor is configured to measure the pressure and / or flow rate of the fuel flow (i.e., the first flow F1) at the outlet of the pump 3 or at the inlet of the device 6.

[0077] Similarly, the metering unit 7 (preferably the regulator 71) can also control the heating element 63. This control of the element 63 to heat the fuel can be achieved when the parameters of the fuel flow provided by the pump 3 are below a predetermined threshold. This threshold can be a predetermined pressure level of the first flow F1 measured by a sensor.

[0078] When the turbine is operating (for example, during full power, ramp-up phase, or during "cruise" mode), valve 65 adopts an open position and the second flow F2 through duct 64 is at its maximum. Consequently, the measured first flow F1 is above a predetermined threshold. This enables the fuel supply to ramp 5 and injector 4 through bypass duct 64, thereby bypassing chamber 60 of the device.

[0079] When the turbine is to be stopped or is in idle operation (for example, during the aircraft's approach phase), the valve 65 adopts the closed position and the second flow F2 through the duct 64 is zero. Consequently, the measured first flow F1 is below a predetermined threshold. This allows the ramp 5 and the injector 4 to be supplied with the third flow F3 after it has been heated in the chamber 60. In fact, the fuel passes through the pipe section 630, the orifices 634, 634' and the sub-pipe section 630' in order to be heated and to be freed from these reactive compounds (dissolved oxygen and sulfur-type precursors).

[0080] Preferably, the temperature to which the one or more tube sections 630 are heated is between 200° C. and 300° C., more preferably 250° C., in order to form coke deposits by oxidation of the fuel. The apparatus of the invention does not allow the one or more tube sections to be heated to a temperature above 400° C., in particular to avoid pyrolysis of the fuel.

[0081] Furthermore, depletion of the compound may be caused by a current of approximately 5 kW through the associated electrodes 632 in one or more of the tube sections 630 .

[0082] Specifically, the flow of current causes localized heating (e.g., to 250° C.), forcing the fuel and these compounds to precipitate on the surface of one or more tube sections 630 and forming coke or fuel plugging on the walls of one or more tube sections 630. In this configuration, the large oxidation surface of the fuel prevents the device from plugging quickly. This is not the case, for example, with injectors that include one or more small diameter tubes, where coke can easily plug the injector.

[0083] At the level of this outlet 62, the device 8 makes it possible to cool the flow F3 leaving the chamber 60. This makes it possible to limit excessive fuel temperatures at the inlet of the ramp 5 and the injector 4 when using heating elements.

[0084] When the chamber 60 includes multiple tube sections 630, each tube section 630 can operate independently or simultaneously. In the case where the tube sections 630 operate independently, the chamber 60 can include at least one valve and a guide element for guiding the fuel flow entering the chamber 60 to one or more active tube sections 630.

[0085] In this description, a device for thermally treating fuel is described in the context of a turbomachine, in particular an aircraft. The device of the invention is also applicable to hydromechanical systems of turbomachines outside the aviation field.

[0086] Furthermore, it will be understood from this description that the efficiency of the equipment within the feed circuit depends on various parameters, such as the number and size of the heating elements.

[0087] The fuel thermal treatment device according to the invention offers several advantages, including in particular:

[0088] - leads to the formation of fuel coke deposits upstream of the injector,

[0089] -Easy to attach and detach from the supply circuit,

[0090] - Optimizes the service life of the injectors by preventing the formation of coke,

[0091] - limit the maintenance costs of the injectors and combustion chambers, and

[0092] -Easy to adapt to existing gas generators.

[0093] Overall, the proposed solution is simple, effective and economical to build and assemble on a turbomachine, while providing an optimal fuel supply and an improved service life of the injectors in the combustion chamber.

Claims

1. A fuel supply circuit (1) for a combustion chamber (2) of a turbine (10), the fuel supply circuit comprising: - a fuel supply pump (3) configured to provide a fuel flow at a predetermined flow rate, - Multiple fuel injectors (4), - a ramp (5) for connecting the fuel supply pump (3) to the fuel injector (4), and - an apparatus (6) for thermally treating a fuel, said apparatus comprising a chamber (60) connected on the one hand to a fuel inlet (61) and on the other hand to a fuel outlet (62), said fuel inlet being connected to said fuel supply pump (3) and said fuel outlet being connected to said ramp (5), a heating element (63) being located in said chamber (60) and being configured to heat the fuel flow supplied by said fuel supply pump (3) to a predetermined temperature in order to cause coking of the fuel in said chamber (60), Characterized in that the heating element (63) comprises at least one perforated metal tube (630, 630') comprising a fuel passage orifice (634, 634') and is associated with a heating electrode (632) for heating the metal tube and thus heating the fuel passing through the metal tube.

2. The fuel supply circuit (1) according to claim 1, characterized in that The fuel supply circuit comprises a bypass conduit (64) for bypassing the device (6), the bypass conduit (64) extending between the fuel supply pump (3) and the ramp (5) and enabling the fuel flow (F2) to leave the fuel supply pump (3) and to be supplied to the ramp (5) without passing through the device (6).

3. The fuel supply circuit (1) according to claim 2, wherein: The bypass duct (64) is equipped with a valve (65) which is configured to adopt, on the one hand, an open position in which the fuel flow (F2) through the bypass duct (64) is maximum, and, on the other hand, a closed position in which this fuel flow (F2) is zero.

4. The fuel supply circuit (1) according to any one of claims 1 to 3, characterized in that The fuel supply circuit further comprises a fuel metering unit (7) connected to the device (6) and configured to control the heating element (63).

5. The fuel supply circuit (1) according to claim 3, characterized in that The fuel supply circuit further comprises a fuel metering unit (7) connected to the device (6) and configured to control the heating element (63), the fuel metering unit (7) being configured to control the valve (65) as a function of parameters of the fuel flow provided by the fuel supply pump (3).

6. The fuel supply circuit (1) according to any one of claims 1 to 3, characterized in that Each of the heating elements (63) includes metal tube portions (630, 630') coaxially joined to each other.

7. The fuel supply circuit (1) according to any one of claims 1 to 3, characterized in that The metal tube portion includes a wall formed of a metal mesh.

8. The fuel supply circuit (1) according to claim 7, characterized in that At least one seal (636) is arranged between the metal meshes of the heating element (63).

9. The fuel supply circuit (1) according to claim 2 or 3, characterized in that The device (6) comprises means (8) for cooling the fuel flow leaving the chamber (60) or the bypass duct (64).

10. The fuel supply circuit (1) according to any one of claims 1 to 3, characterized in that The fuel channel orifice (634, 634') of the one or more metal tube portions (630, 630') has a diameter between 0.1 mm and 1 mm.

11. The fuel supply circuit (1) according to any one of claims 1 to 3, characterized in that The heating element (63) is configured to provide a heating temperature between 200°C and 300°C.

12. The fuel supply circuit (1) according to claim 1, characterized in that The turbine (10) is used in an aircraft.

13. The fuel supply circuit (1) according to claim 3, characterized in that The valve (65) is a flap valve.

14. The fuel supply circuit (1) according to claim 5, characterized in that The parameter of the fuel flow is the pressure of the fuel flow.

15. The fuel supply circuit (1) according to claim 11, characterized in that The heating element (63) is configured to provide a heating temperature of approximately 250°C.

16. The fuel supply circuit (1) according to claim 7, characterized in that At least one dielectric seal is arranged between the metal meshes of the heating element (63).

17. The fuel supply circuit (1) according to claim 7, characterized in that At least one seal and at least one dielectric seal are arranged between the metal mesh of the heating element (63).

18. The fuel supply circuit (1) according to any one of claims 1 to 3, characterized in that The metal tube portion includes a wall formed of a metal mesh.

19. The fuel supply circuit (1) according to claim 18, characterized in that At least one seal (636) is arranged between the metal screens of the heating element (63).

20. The fuel supply circuit (1) according to claim 18, characterized in that At least one dielectric seal is arranged between the metal screens of the heating element (63).

21. The fuel supply circuit (1) according to claim 18, characterized in that At least one seal and at least one dielectric seal are arranged between the metal screen of the heating element (63).

22. A turbomachine (10) comprising a fuel supply circuit (1) as defined in any one of claims 1 to 21.

23. The turbine (10) according to claim 22, characterized in that The turbine (10) is used in an aircraft.

24. A method for supplying fuel to a combustion chamber (2) of a turbine (10) via a fuel supply circuit (1) according to any one of claims 1 to 21, the method comprising the following steps: The heating element (63) is controlled to heat the fuel only when a parameter of the fuel flow provided by the fuel supply pump (3) is below a predetermined threshold.

25. The method according to claim 24, characterized in that The turbine (10) is used in an aircraft.

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