System for producing diluent for a gas turbine engine

Abstract

A gas turbine engine includes a catalytic reactor and a combustor. The catalytic reactor is configured to (i) receive a hydrogen fuel, (ii) receive air including oxygen, (iii) catalytically react at least a portion of the oxygen in the air with at least a portion of the hydrogen fuel to produce water, and (iv) output a diluent including the catalytically produced water. The combustor includes (a) a combustion chamber and (b) at least one nozzle fluidically coupled to the catalytic reactor to receive the diluent output by the catalytic reactor and configured to inject the diluent into the combustion chamber.

Description

Technical Field

[0001] The preferred embodiments described herein relate to systems and methods for providing diluent to a gas turbine engine. Background Technology

[0002] The propulsion systems of commercial aircraft typically include one or more aircraft engines, such as turbofan jet engines. A turbofan jet engine can be mounted to a corresponding engine in the aircraft's wing, for example, via a pylon mounted under the wing. These engines can be powered by aviation turbine fuel, which is typically a combustible hydrocarbon liquid fuel with a desired carbon number, such as kerosene. This fuel produces carbon dioxide upon combustion, and improvements are needed to reduce these carbon dioxide emissions in commercial aircraft. Hydrogen fuel can be used to improve emissions in commercial aircraft. Attached Figure Description

[0003] The features and advantages of this disclosure will become apparent from the following more specific description of various exemplary embodiments, as illustrated in the accompanying drawings, wherein similar reference numerals generally denote the same, functionally similar, and / or structurally similar elements.

[0004] Figure 1 This is a schematic perspective view of an aircraft having a gas turbine engine according to an embodiment of the present disclosure.

[0005] Figure 2 yes Figure 1 The gas turbine engine of the aircraft shown is along Figure 1 The schematic cross-sectional view is taken from line 2-2 in the figure.

[0006] Figure 3 This is a schematic diagram of a fuel system and burner according to an embodiment of the present disclosure.

[0007] Figure 4 It is a bar graph showing the flame velocity (in meters per second) of different fuel and fuel diluent mixtures.

[0008] Figure 5 It shows the percentage of diluent produced as Figure 3 The graph shown is a line graph of the inlet air fraction as a function of the catalytic reactor of the fuel system.

[0009] Figure 6 This is a schematic diagram of a fuel system and burner according to an embodiment of the present disclosure.

[0010] Figure 7 This is a schematic diagram of a fuel system and burner according to an embodiment of the present disclosure.

[0011] Figure 8This is a schematic diagram of a fuel system and burner according to an embodiment of the present disclosure. Detailed Implementation

[0012] Various embodiments are discussed in detail below. Although specific embodiments are discussed, this is for illustrative purposes only. Those skilled in the art will recognize that other components and constructions can be used without departing from the spirit and scope of this disclosure.

[0013] As mentioned above, hydrogen fuel can be used to improve emissions from commercial aircraft. However, hydrogen fuel presents several challenges compared to combustible hydrocarbon liquid fuels such as Jet-A fuel or natural gas (NG). For example, hydrogen fuel is a reactive fuel that burns at higher temperatures than combustible hydrocarbon liquid fuels. Nitrogen oxide (“NOx”) emissions increase exponentially with the high diatomic hydrogen (H2) content in the fuel. When hydrogen fuel is used in current gas turbine engines with rich combustors, the higher combustion temperature compared to combustible hydrocarbon liquid fuels necessitates the addition of additional water (or other diluents) to reduce NOx production. Hydrogen fuel also has a higher flame velocity, which may pose operational challenges for combustors designed for Jet-A or NG fuels. For example, each of Jet-A fuel and NG can have a flame velocity of approximately one meter per second, but hydrogen fuel, with its diatomic hydrogen, has a flame velocity of approximately ten meters per second (see...). Figure 4 (See comparison shown). Due to the potential risks of backfire or flame retention, the high flame velocity of hydrogen makes it difficult to start engines using only hydrogen fuel, posing safety concerns. Therefore, combustor swirlers or premixers designed for conventional Jet-A or NG fuels must be redesigned to stabilize the hydrogen fuel flame, or alternative fuels or diluents should be used to address operability issues.

[0014] Using hydrogen fuel in gas turbine engines may require the use of large quantities of diluents, such as water. The use of diluents necessitates storage tanks to store them, and associated systems to introduce the diluent into the combustor and / or hydrogen fuel, thus increasing complexity and space requirements compared to gas turbine engines using combustible hydrocarbon liquid fuels. These space requirements can be particularly disadvantageous when hydrogen fuel is used in applications where space and weight are extremely valuable, such as aircraft. This disclosure discusses systems and methods for generating diluents from a combination of hydrogen fuel and air, thereby reducing or even eliminating the need to store diluents on aircraft using gas turbine engines. Furthermore, this method of generating diluents enables the gas turbine engine to be started with 100% hydrogen fuel for power generation, without the need for alternative fuels for starting. In one embodiment, this disclosure uses a catalytic reactor for a catalytic reaction between oxygen in the air and hydrogen in the hydrogen fuel to produce water. This catalytically produced water can be used as a diluent. Additionally, nitrogen can be used as a diluent, and nitrogen in the air used for the catalytic reaction also serves as a diluent.

[0015] A specific example of a suitable application for generating diluent from air and hydrogen fuel is in gas turbine engines used on aircraft, where the diluent storage system can be reduced or limited, thereby freeing up space and reducing the weight of engine components. Figure 1 This is a perspective view of an aircraft 10 that can be implemented in various preferred embodiments. The aircraft 10 includes a fuselage 12, wings 14 attached to the fuselage 12, and a tail 16. The aircraft 10 also includes a propulsion system that generates the propulsive thrust required to propel the aircraft 10 during flight, taxiing operations, and other maneuvers. Figure 1 The propulsion system of the aircraft 10 shown includes a pair of engines 100. In this embodiment, each engine 100 is attached to one of the wings 14 in an underwing configuration via a pylon 18. Although the engines 100 are in Figure 1 The engine 100 is shown attached to the wing 14 in an underwing configuration, but in other embodiments, the engine 100 may have an alternative configuration and be coupled to other parts of the aircraft 10. For example, the engine 100 may additionally or alternatively include one or more aspects coupled to other parts of the aircraft 10 (e.g., tail 16 and fuselage 12).

[0016] The following will be referenced Figure 2 To be further described, Figure 1 The engine 100 shown is a gas turbine engine, each capable of selectively generating propulsive thrust for the aircraft 10. The amount of propulsive thrust can be controlled, at least in part, based on the amount of fuel supplied to the gas turbine engine 100 via the fuel system 200. The fuel is stored in the fuel tank 212 of the fuel system 200. Figure 1As shown, at least a portion of the fuel tank 212 is located within each wing 14, and a portion of the fuel tank 212 is located within the fuselage 12 between the wings 14. However, the fuel tank 212 may be located in other suitable locations within the fuselage 12 or the wings 14. The fuel tank 212 may also be entirely located within the fuselage 12 or the wings 14. The fuel tank 212 may also be a separate tank rather than a single integrated body, for example, two tanks, each located within its corresponding wing 14.

[0017] although Figure 1 The aircraft 10 shown is an airplane, but the embodiments described herein can also be applied to other aircraft 10, including, for example, helicopters and unmanned aerial vehicles (UAVs). The aircraft discussed herein are fixed-wing or rotary-wing aircraft that generate lift through aerodynamic forces acting on, for example, a fixed wing (e.g., wing 14) or a rotating wing (e.g., the rotor of a helicopter), and are heavier than air, rather than lighter than air (e.g., airships). Engine 100 can be used for a variety of other applications, including static power generation systems and other vehicles besides the aircraft 10 explicitly described herein, such as small boats, ships, automobiles, trucks, etc. The engine described herein is a gas turbine engine, but the embodiments described herein can also be applied to other engines that use hydrogen as fuel.

[0018] In the described embodiment, engine 100 is a high-bypass turbofan engine. Engine 100 may also be referred to herein as turbofan engine 100. Figure 2 yes Figure 1 A schematic cross-sectional view of one of the engines 100 used in the propulsion system of the aircraft 10 shown. Figure 2 The cross-sectional view is along Figure 1 The line 2-2 in the diagram is taken. The turbofan engine 100 has an axial direction A (extending parallel to the longitudinal centerline 101, where the longitudinal centerline 101 is located at...). Figure 2 (Seen for reference only), radial direction R and circumferential direction. Circumferential direction ( Figure 2 (Not depicted) extends in a direction of rotation about the axial direction A. The turbofan engine 100 includes a fan section 102 and a turbine 104 disposed downstream of the fan section 102.

[0019] Figure 2The turbine 104 depicted includes a tubular housing 106 defining an annular inlet 108. The housing 106 surrounds, in a series flow relationship: a compressor section including a boost or low-pressure (LP) compressor 110 and a high-pressure (HP) compressor 112; a combustion section (also referred to herein as a combustor 150); a turbine section including a high-pressure (HP) turbine 116 and a low-pressure (LP) turbine 118; and an exhaust nozzle section 120. The compressor section, combustor 150, and turbine section together at least partially define a core airflow path 121 extending from the annular inlet 108 to the exhaust nozzle section 120. The turbofan engine 100 also includes one or more drive shafts. More specifically, the turbofan engine includes a high-pressure (HP) shaft or spool 122 drivingly connecting the HP turbine 116 to the HP compressor 112, and a low-pressure (LP) shaft or spool 124 drivingly connecting the LP turbine 118 to the LP compressor 110.

[0020] Figure 2 The fan section 102 shown includes a fan 126 having a plurality of fan blades 128 spaced apart and coupled to a disk 130. The fan blades 128 and the disk 130 can rotate together about a longitudinal centerline (axis) 101 via an LP shaft 124. The disk 130 is covered by a rotatable front hub 132, aerodynamically shaped to facilitate airflow through the plurality of fan blades 128. Furthermore, an annular fan housing or outer nacelle 134 is configured to circumferentially surround at least a portion of the fan 126 and / or the turbine 104. The nacelle 134 is supported relative to the turbine 104 by a plurality of circumferentially spaced outlet guide vanes 136. A downstream section 138 of the nacelle 134 extends over the outer portion of the turbine 104 to define a bypass airflow passage 140 therebetween.

[0021] The turbofan engine 100 can operate in conjunction with the fuel system 200 and receives a fuel flow from the fuel system 200. As will be further described below, the fuel system 200 includes a fuel delivery assembly 202 that supplies a fuel flow from the fuel tank 212 to the engine 100, and more specifically, to a plurality of fuel nozzles 162 that inject fuel into the combustion chamber 152 of the burner 150.

[0022] The turbofan engine 100 also includes various accessory systems to assist in the operation of the turbofan engine 100 and / or the aircraft including the turbofan engine 100. For example, the turbofan engine 100 may include a main lubrication system 171, a compressor cooling air (CCA) system 173, an active thermal gap control (ATCC) system 175, and a generator lubrication system 177, each of which is... Figure 2The diagram is schematically depicted. The main lubrication system 171 is configured to provide lubricant to various bearings and gear meshing in, for example, the compressor section, turbine section, HP shaft 122, and LP shaft 124. The lubricant provided by the main lubrication system 171 can increase the service life of these components and remove a certain amount of heat from them. The compressor cooling air (CCA) system 173 supplies air from one or both of the HP compressor 112 or LP compressor 110 to one or both of the HP turbine 116 or LP turbine 118. The active thermal gap control (ATCC) system 175 cools the turbine section housing to maintain the clearance between the various turbine rotor blades and the turbine housing within a desired range under various engine operating conditions. The generator lubrication system 177 provides lubrication and cooling / heat dissipation for an electric generator (not shown). The electric generator can provide power to, for example, a starter motor for the turbofan engine 100, and / or various other electronic components of the turbofan engine 100, and / or the aircraft including the turbofan engine 100.

[0023] Heat from these auxiliary systems 171, 173, 175, and 177, as well as other auxiliary systems, can be supplied as waste heat from the turbofan engine 100 to various radiators, such as the various carburetors 220 discussed below, during operation. Furthermore, the turbofan engine 100 may include, for example, one or more heat exchangers 179 within the turbine section or the exhaust nozzle section 120, for extracting waste heat from the airflow passing through it, to also provide heat to various radiators (e.g., the carburetors 220 discussed below).

[0024] However, the turbofan engine 100 discussed herein is provided only as an example. In other embodiments, any other suitable engine may be used in conjunction with aspects of this disclosure. For example, in other embodiments, the engine may be any other suitable gas turbine engine, such as a turboshaft engine, a turboprop engine, a turbojet engine, etc. In this way, in other embodiments, the gas turbine engine may have other suitable configurations, such as other suitable numbers or arrangements of shafts, compressors, turbines, fans, etc. Furthermore, although the turbofan engine 100 is shown as a direct-drive fixed-pitch turbofan engine 100, in other embodiments, the gas turbine engine may be a geared gas turbine engine (i.e., including a gearbox between a fan 126 and a shaft (e.g., LP shaft 124) driving the fan), a variable-pitch gas turbine engine (i.e., including a fan 126 having a plurality of fan blades 128 rotatable about their respective pitch axes), etc. Furthermore, in alternative embodiments, aspects of this disclosure may be incorporated into any other type of engine or otherwise used with any other type of engine (e.g., a reciprocating engine or gas turbine engine with an annular can or canister burner for power generation applications). Furthermore, in other exemplary embodiments, the exemplary turbofan engine 100 may include or be operatively connected to any other suitable accessory system. Additionally or alternatively, the exemplary turbofan engine 100 may not be operatively connected to one or more of the accessory systems 171, 173, 175, and 177 discussed above.

[0025] like Figure 2 As schematically shown, engine 100 may include engine controller 180 configured to control various systems of engine 100. Engine controller 180 may also be communicatively coupled to other controllers of aircraft 10. Such controllers may include, for example, controllers that are part of the flight control system of aircraft 10, such as flight controllers.

[0026] In this embodiment, the engine controller 180 is a computing device having one or more processors 182 and one or more memories 184. The processor 182 can be any suitable processing device, including but not limited to a microprocessor, microcontroller, integrated circuit, logic device, programmable logic controller (PLC), application-specific integrated circuit (ASIC), and / or field-programmable gate array (FPGA). The memory 184 can include one or more computer-readable media, including but not limited to non-transitory computer-readable media, computer-readable non-volatile media (e.g., flash memory), RAM, ROM, hard disk drive, flash drive, and / or other memory devices.

[0027] Memory 184 may store information accessible by processor 182, including computer-readable instructions executable by processor 182. Instructions may be any set or sequence of instructions that, when executed by processor 182, cause processor 182 and engine controller 180 to operate. In some embodiments, instructions may be executed by processor 182 to cause processor 182 to perform any operations and functions for which engine controller 180 is constructed, as will be further described below. Instructions may be software written in any suitable programming language or may be implemented in hardware. Additionally and / or alternatively, instructions may be executed in logically and / or virtually decoupled threads on processor 182. Memory 184 may further store data accessible by processor 182.

[0028] The techniques discussed herein refer to computer-based systems, actions taken by computer-based systems, information sent to computer-based systems, and information received from computer-based systems. Those skilled in the art will recognize that the inherent flexibility of computer-based systems allows for a wide variety of possible configurations, combinations, and divisions of tasks and functions between and within components. For example, the processes discussed herein can be implemented using a single computing device or multiple computing devices working in combination. Databases, memories, instructions, and applications can be implemented on a single system or distributed across multiple systems. Distributed components can operate sequentially or in parallel.

[0029] Figure 3 This is a schematic diagram of a fuel system 200 according to an embodiment of the present disclosure. The fuel system 200 of this embodiment is configured to power an engine 100 ( Figure 1 and 2 The fuel is stored in the fuel tank 212 and delivered to the engine 100 via the fuel delivery assembly 202. The fuel delivery assembly 202 includes pipes, conduits, etc., to fluidly connect various components of the fuel system 200 to the engine 100. As described above, the engine 100, and particularly the combustor 150 discussed herein, is particularly suitable for use with hydrogen fuel (diatomic hydrogen), or in other embodiments with hydrogen-rich fuel. Figure 2 In the illustrated embodiments, the fuel is a hydrogen fuel containing hydrogen (more specifically, diatomic hydrogen). In some embodiments, the hydrogen fuel may consist essentially of hydrogen.

[0030] Fuel tank 212 can be configured to at least partially retain hydrogen fuel in a liquid phase, and can be configured to supply hydrogen fuel to fuel delivery assembly 202 substantially entirely in a liquid phase (e.g., entirely in a liquid phase). For example, fuel tank 212 can have a fixed volume and contain a volume of liquid-phase hydrogen fuel (liquid hydrogen fuel). Because fuel tank 212 supplies hydrogen fuel to fuel delivery assembly 202 substantially entirely in a liquid phase, the volume of liquid hydrogen fuel in fuel tank 212 is reduced, and the remaining volume in fuel tank 212 consists of, for example, gaseous hydrogen (gaseous hydrogen). As used herein, the term "substantially entirely" to describe the phase of hydrogen fuel means that at least 99% (by mass) of the portion of hydrogen fuel is in the phase, such as at least 97.5%, at least 95%, at least 92.5%, at least 90%, at least 85%, or at least 75% (by mass) of the portion of hydrogen fuel is in the phase.

[0031] To store hydrogen fuel essentially entirely in the liquid phase, it is stored in fuel tank 212 at very low (cryogenic) temperatures. For example, hydrogen fuel can be stored in fuel tank 212 at atmospheric pressure at approximately -253 degrees Celsius or lower, or at other temperatures and pressures, thus maintaining the hydrogen fuel essentially in the liquid phase. Fuel tank 212 can be made of known materials (e.g., titanium, etc.). Made of aluminum or composite materials. The fuel tank 212 and fuel system 200 may include a variety of support structures and components to facilitate the storage of hydrogen fuel in this manner.

[0032] Liquid hydrogen fuel is supplied from fuel tank 212 to fuel delivery assembly 202. Fuel delivery assembly 202 may include one or more lines, conduits, etc., configured to transport hydrogen fuel between fuel tank 212 and engine 100. Fuel delivery assembly 202 thus provides a flow path for hydrogen fuel from fuel tank 212 to engine 100. Hydrogen fuel is delivered by fuel delivery assembly 202 to the engine in a gaseous phase, a supercritical phase, or both (at least one of gaseous and supercritical phases). Fuel system 200 therefore includes a carburetor 220 in fluid communication with fuel delivery assembly 202 to heat the liquid hydrogen fuel flowing through fuel delivery assembly 202. Carburetor 220 is positioned in the hydrogen fuel flow path between fuel tank 212 and engine 100. Carburetor 220 may be at least partially located within fuselage 12 or wing 14, for example, at least partially within wing 14. However, the carburetor 220 can be located at other suitable locations in the hydrogen flow path between the fuel tank 212 and the engine 100. For example, the carburetor 220 can be located outside the fuselage 12 and wing 14, and at least partially within the pylon 18 or engine 100. For example, when located within the engine 100, the carburetor can be located within the nacelle 134. Although in Figure 2Only one carburetor 220 is shown, but the fuel system 200 may include multiple carburetors 220. For example, while carburetor 220 is located in engine 100 or mount 18 and serves as a primary carburetor configured to operate once engine 100 is in a thermally stable state, another carburetor 220 is located upstream of the primary carburetor and near fuel tank 212 and serves as a primer vaporizer during (or before) engine 100 startup.

[0033] The carburetor 220 is thermally connected to at least one heat source 222, 224. In this embodiment, the carburetor 220 is thermally connected to a main heat source 222 and an auxiliary heat source 224. In this embodiment, the main heat source 222 is waste heat from the engine 100, and therefore the carburetor 220 is thermally connected to at least one of the main lubrication system 171, the compressor cooling air (CCA) system 173, the active thermal gap control (ATCC) system 175, the generator lubrication system 177, and the heat exchanger 179 to extract waste heat from the engine 100 to heat the hydrogen fuel. In this way, the carburetor 220 is configured to operate by drawing heat from the main heat source 222 via the auxiliary heat source 224 to the carburetor 220 once the engine 100 can provide sufficient heat, thereby facilitating the operation of the carburetor 220.

[0034] The carburetor 220 can be heated by any suitable heat source, and in this embodiment, for example, the auxiliary heat source 224 is a heat source external to the engine 100. The auxiliary heat source 224 may include, for example, a power source, a catalytic heater or burner, and / or exhaust gas flow from an auxiliary power unit. For example, when the carburetor 220 includes one or more resistance heaters powered by a power source, the auxiliary heat source 224 may be integrated with the carburetor 220. In this configuration, the auxiliary heat source 224 can provide heat to the carburetor 220 regardless of whether the engine 100 is operating, and can be used, for example, during (or before) starting the engine 100.

[0035] As described above, the vaporizer 220 is in communication with the hydrogen fuel stream via the fuel delivery assembly 202. The vaporizer 220 is configured to draw heat from at least one of the main heat source 222 and the auxiliary heat source 224 to heat the hydrogen fuel stream from a substantially completely liquid phase to a substantially completely gaseous phase or a substantially completely supercritical phase.

[0036] The fuel system 200 also includes a high-pressure pump 232 in fluid communication with the fuel delivery assembly 202 to direct the flow of hydrogen fuel through the fuel delivery assembly 202 to the engine 100. The high-pressure pump 232 can typically be the primary source of pressure rise in the fuel delivery assembly 202 between the fuel tank 212 and the engine 100. The high-pressure pump 232 can be configured to increase the pressure in the fuel delivery assembly 202 to a pressure greater than the pressure within the combustion chamber 152 of the combustor 150 of the engine 100, and to overcome any pressure drop in components located downstream of the high-pressure pump 232.

[0037] High-pressure pump 232 is positioned within the hydrogen fuel stream in fuel delivery assembly 202, downstream of carburetor 220. In this embodiment, high-pressure pump 232 is positioned externally to fuselage 12 and wing 14, and at least partially within pylon 18, or at least partially within engine 100. More specifically, high-pressure pump 232 is positioned within engine 100. Due to this location, high-pressure pump 232 can be any suitable pump configured to receive a substantially entirely gaseous or supercritical hydrogen fuel stream. However, in other embodiments, high-pressure pump 232 can be positioned at other suitable locations, including other locations within the hydrogen fuel flow path. For example, high-pressure pump 232 can be located upstream of carburetor 220 and can be configured to receive a substantially entirely liquid hydrogen fuel stream passing through fuel delivery assembly 202.

[0038] As described above, the diluent can be injected into the combustion chamber 152 along with the hydrogen fuel. In this embodiment, the diluent is generated using hydrogen fuel, and in some embodiments, the diluent is not stored separately on the aircraft 10, but is generated only as discussed herein. The fuel system 200 includes a catalytic reactor 240 for generating the diluent. The catalytic reactor 240 is fluidly connected to the fuel delivery assembly 202. In this embodiment, the catalytic reactor 240 is positioned in the hydrogen fuel flow path between the fuel tank 212 and the engine 100, downstream of the high-pressure pump 232 and upstream of the fuel metering valve 236 (discussed further below). The fuel delivery assembly 202 is configured to provide the catalytic reactor 240, and the catalytic reactor 240 is configured to receive hydrogen fuel. In this embodiment, the catalytic reactor 240 is located externally to the fuselage 12 and wing 14, and at least partially within the pylon 18, or at least partially within the engine 100. More specifically, the catalytic reactor 240 is located within the engine 100. However, in other embodiments, the catalytic reactor 240 may be located in other suitable locations, including other locations within the flow path of the hydrogen fuel.

[0039] The catalytic reactor 240 also includes an inlet 242 through which air can be introduced into the catalytic reactor 240. Therefore, the catalytic reactor 240 is also configured to receive or draw air from an air source. The air source can be any suitable air source. In this embodiment, the air source is air flowing around or through the engine 100. For example, such as... Figure 2 As shown, the air is a portion of the air flowing through the core airflow path 121. More specifically, in this embodiment, the air is compressed air drawn from or after the compressor section. Figure 2 In this configuration, port 244 is located downstream of the low-pressure (LP) compressor 110 and upstream of the high-pressure (HP) compressor 112. A portion of the air compressed by the low-pressure (LP) compressor 110 is directed to port 244 for use in the catalytic reactor 240. The location of port 244 is illustrative and other suitable locations for port 244 can be used. For example, port 244 can be located in the core airflow path 121 downstream of the high-pressure (HP) compressor 112 and upstream of the combustor 150. Port 244 can also be located to receive air that has been compressed (or accelerated) by fan section 102, for example in a bypass airflow passage 140 that receives bypass air or in an annular inlet 108. Other suitable air sources include, for example, a backup air supply for engine 100, or even a dedicated port for drawing air from outside engine 100.

[0040] Air and hydrogen fuel are mixed in catalytic reactor 240, such as Figure 3 As illustrated schematically, air includes (or contains) oxygen, more specifically, diatomic oxygen (O2), and hydrogen fuel includes hydrogen, more specifically, diatomic hydrogen (H2). Catalytic reactor 240 also includes a catalyst such that when oxygen in the air is mixed with hydrogen in the air, the oxygen and hydrogen undergo a catalytic reaction to produce water (H2O). Catalytic reactor 240 may include any catalyst suitable for promoting the reaction between oxygen and hydrogen to produce water. For example, the catalyst may be a metal catalyst and / or a ceramic catalyst. The metal catalyst may include at least one of, for example, platinum group metals (e.g., ruthenium, rhodium, palladium, osmium, iridium, and platinum). Furthermore, or alternatively, the ceramic catalyst may include, for example, at least one transition metal oxide (e.g., Ni, Fe, Co). As another example of a ceramic catalyst, a composite ceramic oxide catalyst based on perovskite or doped with rare earth oxides may be employed. The chemical properties of ceramic-based catalysts can also be those of titanate-rich oxides, having, for example, the formula AXO3, where A is one of Ca, Ba, Sr, Cd, La, Pr, Gd, Sm, Y, or Nd, and X is one of Fe, Mn, Cr, Al, Ti, Mn, or Nb. Other suitable catalysts may include copper cobalt oxide, lanthanum cobalt oxide, lanthanum ferrite, lanthanum manganate, etc.

[0041] To facilitate the catalytic reaction, the catalytic reactor 240 is preferably operated at an elevated temperature (e.g., from 200°C to 1000°C). The catalytic reaction is exothermic, and therefore the elevated temperature is maintained during normal operation. During startup (or prior to startup), the catalyst (catalytic reactor 240) can be heated by a heat source to raise its temperature to the desired elevated temperature. Suitable heat sources include, for example, glow plugs, a power source, and / or exhaust gas flow from an auxiliary power unit to initially achieve the temperature in the catalytic reactor 240.

[0042] Catalytic reactor 240 is configured to catalytically react at least a portion of oxygen in the air with at least a portion of hydrogen in the hydrogen fuel to produce water. At least a portion of oxygen in the air reacts with hydrogen in the hydrogen fuel to produce water. In some embodiments, the oxygen in the air reacts substantially completely with the hydrogen in the hydrogen fuel. As used herein, the term "substantially completely" to describe the amount of a particular element or molecule means at least 99% (by mass) of the portion of the element or molecule, such as at least 97.5%, at least 95%, at least 92.5%, at least 90%, at least 85%, or at least 75% (by mass) of the portion of the element or molecule. The water produced herein by the catalytic reaction of oxygen and hydrogen in catalytic reactor 240 is referred to herein as catalytically produced water. The catalytically produced water is used as a diluent, and catalytic reactor 240 is configured to output a diluent containing the catalytically produced water.

[0043] Air also includes (or contains) nitrogen, more specifically, diatomic nitrogen (N2) and other minor components (e.g., Ar and CO2). Nitrogen has been found to be useful as a diluent for hydrogen fuels. Figure 4 This is a bar graph showing the flame velocity for different fuel and fuel diluent mixtures, in meters per second. (Example:) Figure 4 As shown, the flame velocity of hydrogen fuel, which is primarily composed of diatomic hydrogen, is approximately 10 m / s. Mixing hydrogen with a certain percentage (by mass) of diatomic nitrogen can reduce the flame velocity; for example, for 30% nitrogen (and 70% hydrogen), the flame velocity is reduced to approximately 7 m / s, for 50% nitrogen (and 50% hydrogen), the flame velocity is reduced to approximately 4 m / s, and for 70% nitrogen (and 30% hydrogen), the flame velocity is reduced to approximately 1.5 m / s. Nitrogen from the air can also be used as a diluent in the fuel. Nitrogen is received by catalytic reactor 240, but in this embodiment, it does not undergo any reaction. Catalytic reactor 240 is configured to output a diluent containing nitrogen, more specifically, a diluent containing diatomic nitrogen (N2). In this embodiment, nitrogen from the air is mixed with water produced by catalysis, and catalytic reactor 240 is configured to output a diluent containing nitrogen from the air and water produced by catalysis.

[0044] like Figure 3As shown, the burner 150 is fluidly connected to the fuel delivery assembly 202 and the fuel tank 212 via a catalytic reactor 240, and thus receives hydrogen fuel via the catalytic reactor 240. In this embodiment, only a portion of the hydrogen reacts with oxygen from the air in the catalytic reactor 240, and the catalytic reactor 240 is configured to output hydrogen (hydrogen fuel) as well as a diluent. The diluent and hydrogen fuel are mixed in the catalytic reactor 240 to form a fuel-diluent mixture.

[0045] As described above, in this embodiment, only a portion of the hydrogen received by the catalytic reactor 240 reacts with oxygen. The amount of oxygen in the reactor thus controls the amount of water produced, and this oxygen amount is controlled by the amount of air supplied to or received by the catalytic reactor 240. Furthermore, controlling the amount of air also controls the amount of nitrogen available as a diluent.

[0046] Figure 5 This is a line graph showing the percentage of diluent in the fuel and diluent mixture as a function of the inlet air fraction. The inlet air fraction is the ratio of the amount of air introduced into the catalytic reactor 240 at a given time to the total amount of air and hydrogen fuel (the molar percentage of air at the inlet of the catalytic reactor 240). Figure 5 It can be seen that increasing the inlet air fraction increases the dilution dose produced.

[0047] Depending on the operating conditions of engine 100, altering the dilution rate may be desirable. For example, during startup or other operating conditions (e.g., coasting), when the air velocity through combustion chamber 152 is relatively low, the dilution rate could be a relatively high inlet air fraction to reduce the flame velocity of the hydrogen fuel (see example...). Figure 4 However, for the engine operating conditions during the cruise of the aircraft 10, the air velocity flowing through the combustion chamber 152 is relatively high, so the dilution dose is a relatively low inlet air fraction, thus allowing for a faster flame velocity. Controlling the dilution dose in this way also helps to avoid problems such as lean flame ejection (which occurs when the flame velocity is too low relative to the airflow velocity) and backfire (which occurs when the flame velocity is too high relative to the airflow velocity).

[0048] Any suitable device can be used to control the amount of air supplied to and received by the catalytic reactor 240. In this embodiment, an air control valve 246 is fluidly coupled to the catalytic reactor to control the amount of air received by the catalytic reactor 240. Any suitable valve can be used for air control, such as a throttle valve, damper, etc. The air control valve 246 is schematically shown after port 244 and in inlet 242 of the catalytic reactor 240, but the air control valve 246 can be located at other suitable locations, such as at port 244. As described above, the engine controller 180 can be configured to control the air control valve 246, for example, based on the operating conditions of the engine 100 and / or the aircraft 10.

[0049] The catalytic reactor 240 can have a relatively large pressure drop. For example... Figure 3 As shown, the fuel delivery assembly 202 may further include a booster pump 234, in some embodiments, to further direct the hydrogen fuel flow through the fuel delivery assembly 202 to the engine 100, and more specifically, to a component in the flow path of the fuel and diluent mixture downstream of the catalytic reactor 240. The booster pump 234 may be positioned within the fuel and diluent mixture flow downstream of the catalytic reactor 240. In this embodiment, the booster pump 234 is positioned upstream of the fuel metering valve 236.

[0050] The fuel system 200 also includes a metering unit in fluid communication with the fuel delivery assembly 202. Any suitable metering unit can be used, including, for example, a fuel metering valve 236 positioned in fluid communication with the fuel delivery assembly 202. The fuel delivery assembly 202 is configured to provide the fuel metering valve 236, and the fuel metering valve 236 is configured to receive hydrogen fuel. In this embodiment, the fuel metering valve 236 is fluidly coupled to and positioned downstream of the catalytic reactor 240 and the booster pump 234, and the hydrogen fuel supplied to and received by the fuel metering valve 236 originates from a fuel and diluent mixture output from the catalytic reactor 240. The fuel metering valve 236 is further configured to supply the fuel and diluent mixture to the engine 100 in a desired manner. The fuel metering valve 236 is configured to supply a desired amount of the fuel and diluent mixture to the fuel manifold 238 of the engine 100 at, for example, a desired flow rate. The fuel manifold 238 then distributes (provides) the received hydrogen fuel to multiple fuel nozzles 162 within the combustion section of the engine 100, where the hydrogen fuel is mixed with compressed air and the mixture is burned to generate combustion gases that drive the engine 100. Adjusting the fuel metering valve 236 changes the amount of fuel (and diluent) supplied to the combustion chamber 152 of the burner 150, and thus alters the propulsive thrust generated by the engine 100 to propel the aircraft 10.

[0051] Figure 3 A burner 150 of an engine 100 according to an embodiment of the present disclosure is also shown. Figure 3 This is a cross-sectional view of burner 150. Burner 150 includes burner bushing 154. In this embodiment, burner bushing 154 has an inner burner liner 154A and an outer burner liner 154B. Combustion chamber 152 is formed within burner bushing 154. Burner bushing 154, and therefore combustion chamber 152, has a front end 156 and an outlet 158. Fuel nozzle 162 is positioned at the front end 156 of combustion chamber 152. In this embodiment, fuel nozzle 162 is part of swirler / fuel nozzle assembly 160. In this embodiment, burner 150 is an annular burner 150 and a plurality of fuel nozzles 162 are arranged in an annular configuration, wherein the plurality of fuel nozzles 162 (swirler / fuel nozzle assembly 160) are aligned in the circumferential direction of the burner.

[0052] As described above, the compressor section, combustor 150, and turbine section at least partially form a core airflow path 121 extending from the annular inlet 108 to the injection exhaust nozzle section 120. Air entering through the annular inlet 108 is compressed by the blades of the blades of the multiple fans of the LP compressor 110 and HP compressor 112. A portion of the compressed air (primary air) enters the front end 156 of the combustion chamber 152. Fuel is injected into and mixed with the primary air by the fuel nozzle 162. As described above, in this embodiment, the fuel nozzle 162 is part of a swirler / fuel nozzle assembly 160. The swirler / fuel nozzle assembly 160 includes a swirler 164 for generating turbulence in the primary air. The fuel nozzle 162 injects fuel into the turbulent airflow of the primary air, and the turbulence promotes rapid mixing of the fuel with the primary air.

[0053] The fuel and compressed air mixture is burned in combustion chamber 152 to produce combustion gases (combustion products), which are accelerated as they exit combustion chamber 152. The combustion products are accelerated as they exit through outlet 158 ​​to drive engine 100. Therefore, primary air flows from front end 156 of combustion chamber 152 to outlet 158 ​​in the overall airflow direction. The post-combustion fuel-air mixture is then accelerated through outlet 158 ​​to rotate the turbines in HP turbine 116 and LP turbine 118 (e.g., driving turbine blades). As discussed above, among other things, HP turbine 116 and LP turbine 118 drive LP compressor 110 and HP compressor 112.

[0054] As described above, the diluent is mixed with hydrogen fuel to form a fuel and diluent mixture. The fuel nozzle 162 injects the fuel and diluent mixture into the combustion chamber 152, and in this embodiment, the fuel nozzle 162 is used to inject the diluent into the front end 156 of the combustion chamber 152.

[0055] Figure 6 This is a schematic diagram of a fuel system 200 and a burner 150 according to another embodiment of this disclosure. Figure 3 In the illustrated embodiment, the fuel nozzle 162 is configured to inject both fuel and diluent into the combustion chamber 152, but other suitable configurations may also be used, including, for example, separate fuel nozzles and diluent nozzles. This configuration in... Figure 6 This is illustrated schematically. (Refer to the above reference.) Figure 3 The components described are the same as or similar to the components in Figure 6 The same reference numerals are used in the accompanying drawings, and detailed descriptions of these parts are omitted. Figure 6 The fuel nozzle 162 of the illustrated embodiment is configured to inject fuel into the combustion chamber 152. At least one separate nozzle (diluent nozzle 166) is configured to inject diluent into the combustion chamber 152. In this embodiment, the catalytic reactor 240 is configured to produce a diluent comprising nitrogen from air and catalytically generated water. As in the embodiments discussed above, hydrogen from the hydrogen fuel reacts catalytically with oxygen in the air to produce water, but the amount of hydrogen fuel supplied to the catalytic reactor 240 is controlled such that the output of the catalytic reactor 240 is substantially completely diluted. When the output is not completely diluted, the remainder of the output may be hydrogen (H2) from the hydrogen fuel or oxygen (O2) from the air, depending on which of these two molecules is supplied in excess (e.g., in a quantity greater than the socially measured amount).

[0056] The amount of hydrogen fuel supplied to or received by the catalytic reactor 240 can be controlled using any suitable method. In this embodiment, a hydrogen control valve 248 is fluidly coupled to the catalytic reactor 240 to control the amount of hydrogen received by the catalytic reactor 240. Figure 6 In the diagram, hydrogen control valve 248 is schematically shown at the inlet of catalytic reactor 240, but hydrogen control valve 248 may be located at other suitable locations. As described above, engine controller 180 may be configured to control hydrogen control valve 248, other than air control valve 246, based, for example, on the operating conditions of engine 100 and / or aircraft 10.

[0057] At least one diluent nozzle 166 is fluidly connected to and receives the output of the catalytic reactor 240, which in this embodiment is substantially completely diluted. The diluent nozzle 166 then injects diluent into the front end 156 of the combustion chamber 152. In some embodiments, multiple diluent nozzles 166 may be used, and multiple diluent nozzles 166 may also be used for each fuel nozzle 162.

[0058] Figure 7This is a schematic diagram of a fuel system 200 and a burner 150 according to another embodiment of the present disclosure. In some embodiments, it may be advantageous to reduce the amount of hydrogen fuel flowing through the catalytic reactor 240 and to supply some of the hydrogen fuel to the burner 150 through a flow path that does not include the catalytic reactor 240. This configuration in Figure 7 As shown in the image. (Refer to the above reference.) Figure 3 and Figure 6 The components described are the same as or similar to the components in Figure 7 The same reference numerals are used in the accompanying drawings, and detailed descriptions of these parts are omitted. Figure 7 In the configuration shown, a portion of the hydrogen fuel flowing from fuel tank 212 flows to catalytic reactor 240, while the remainder bypasses catalytic reactor 240 via bypass flow path 204. The output of catalytic reactor 240 and the portion of hydrogen fuel flowing through bypass flow path 204 can be mixed in fuel mixing assembly 250 located upstream of fuel metering valve 236. Figure 7 The above reference is shown. Figure 3 The catalytic reactor 240 is operated as described above, and the output of the catalytic reactor 240 contains hydrogen that can be used as fuel. Alternatively, the catalytic reactor 240 may be as described above. Figure 6 The process involves constructing and controlling the output of a diluent.

[0059] In the above embodiments, the gas turbine engine 100 and burner 150 have been described as using hydrogen fuel. The systems and methods for generating diluents discussed herein can also be applied to other fuels.

[0060] Figure 8 This is a schematic diagram of fuel system 300, which supplies hydrogen-rich fuel, such as hydrogen-rich natural gas (CH4), to burner 150. (See above reference.) Figure 3 , Figure 6 and Figure 7 The components described are the same as or similar to the components in Figure 8 The same reference numerals are used in the accompanying drawings, and detailed descriptions of these parts are omitted. Figure 8 The fuel system 300 shown also includes a natural gas delivery assembly 302 that connects a natural gas source (e.g., a natural gas storage tank 304) to a fuel mixing assembly 250, in which the natural gas is mixed with hydrogen and a diluent produced by a catalytic reactor 240. Figure 8 In the above reference, hydrogen and diluent are used. Figure 6 The fuel is supplied to the fuel mixing assembly 250 from the catalytic reactor 240 and the bypass flow path 204. However, hydrogen fuel and diluent can be used in combination. Figure 3 and Figure 5The catalytic reactor 240 and fuel delivery assembly 202, constructed as shown, are supplied to the fuel mixing assembly 250.

[0061] Further aspects of this disclosure are provided by the subject matter of the following clauses.

[0062] A gas turbine engine includes a catalytic reactor and a combustor. The catalytic reactor is configured to (i) receive hydrogen fuel, (ii) receive air containing oxygen, (iii) catalytically react at least a portion of the oxygen in the air with at least a portion of the hydrogen in the hydrogen fuel to produce water, and (iv) output a diluent containing the catalytically produced water. The combustor includes (a) a combustion chamber and (b) at least one nozzle fluidly connected to the catalytic reactor to receive the diluent output from the catalytic reactor, and is configured to inject the diluent into the combustion chamber.

[0063] According to the gas turbine engine described in the foregoing clause, the air further comprises nitrogen, and the diluent comprises nitrogen from the air.

[0064] The gas turbine engine according to any one of the preceding clauses further includes a compressor section comprising a plurality of compressor fan blades configured to compress air flowing therethrough. The air received by the catalytic reactor is a portion of the compressed air.

[0065] The gas turbine engine according to any one of the preceding clauses, wherein the at least one nozzle of the combustor further comprises a fuel nozzle configured to inject the hydrogen fuel into the combustion chamber.

[0066] The gas turbine engine according to any one of the preceding clauses further includes a fuel mixing assembly fluidly coupled to the catalytic reactor to receive the diluent output from the catalytic reactor. The fuel mixing assembly is configured to (i) receive natural gas, (ii) receive hydrogen fuel, and (iii) mix the natural gas, the hydrogen fuel, and the diluent to produce a hydrogen-rich natural gas fuel and diluent mixture. The at least one nozzle is configured to inject the hydrogen-rich natural gas fuel and diluent mixture into the combustion chamber.

[0067] The gas turbine engine according to any one of the preceding clauses further includes an air control valve fluidly connected to the catalytic reactor to control the amount of air received by the catalytic reactor.

[0068] The gas turbine engine according to any one of the preceding clauses, wherein the catalytic reactor is configured such that controlling the amount of air received by the catalytic reactor controls the amount of water produced by catalysis.

[0069] The gas turbine engine according to any one of the preceding clauses, wherein the catalytic reactor is configured such that controlling the amount of air received by the catalytic reactor controls the amount of diluent injected into the combustion chamber as a percentage of the hydrogen fuel injected into the combustion chamber.

[0070] The gas turbine engine according to any one of the preceding clauses further includes a controller configured to operate the air control valve.

[0071] The gas turbine engine according to any one of the preceding clauses, wherein the controller is configured to adjust the amount of air received by the catalytic reactor based on the operating conditions of the gas turbine engine.

[0072] The gas turbine engine according to any one of the preceding clauses further includes a hydrogen control valve fluidly connected to the catalytic reactor to control the amount of hydrogen fuel received by the catalytic reactor.

[0073] The gas turbine engine according to any one of the preceding clauses further includes a controller configured to operate the hydrogen control valve.

[0074] The gas turbine engine according to any one of the preceding clauses, wherein the controller is configured to adjust the amount of hydrogen received by the catalytic reactor based on the operating conditions of the gas turbine engine.

[0075] The gas turbine engine according to any one of the preceding clauses, wherein the at least one nozzle is configured to inject both the hydrogen fuel and the diluent into the combustion chamber.

[0076] The gas turbine engine according to any one of the preceding clauses, wherein the catalytic reactor is configured to catalytically react a portion of the hydrogen in the hydrogen fuel to produce water, and further output hydrogen fuel.

[0077] The gas turbine engine according to any one of the preceding clauses further includes a plurality of nozzles and a manifold, the manifold being fluidly connected to the catalytic reactor and the plurality of nozzles to dispense the hydrogen fuel and the diluent into each of the plurality of nozzles.

[0078] The gas turbine engine according to any one of the foregoing clauses further includes a hydrogen fuel delivery assembly configured to deliver the hydrogen fuel containing hydrogen. The catalytic reactor is fluidly coupled to the hydrogen fuel delivery assembly to receive the hydrogen fuel from the hydrogen fuel delivery assembly.

[0079] The gas turbine engine according to any one of the preceding claims further includes a hydrogen fuel tank and a carburetor. The hydrogen fuel tank is used to store the hydrogen fuel in a liquid phase, and the hydrogen fuel delivery assembly is connected to the hydrogen fuel tank. The carburetor is in communication with the hydrogen fuel delivery assembly and is used to heat the liquid-phase hydrogen fuel to at least one of a gas phase and a supercritical phase. The carburetor is located between the hydrogen fuel tank and the catalytic reactor.

[0080] An aircraft includes: a fuselage; a wing connected to the fuselage; and a gas turbine engine according to any one of the preceding clauses.

[0081] The aircraft according to any one of the preceding clauses, wherein the hydrogen fuel tank is at least partially located within at least one of the fuselage and the wing.

[0082] An aircraft according to any one of the preceding clauses, wherein the carburetor is at least partially located within at least one of the fuselage, the wing, and the gas turbine engine.

[0083] A method of operating a gas turbine engine includes combining oxygen-containing air with hydrogen-containing fuel in a catalytic reactor, such that the oxygen in the air reacts catalytically with the hydrogen in the hydrogen fuel to produce water, and outputting a diluent from the catalytic reactor. The diluent contains the catalytically produced water. The method further includes injecting hydrogen fuel into a combustion chamber and injecting the diluent into the combustion chamber.

[0084] According to the method described in the foregoing clause, the air further comprises nitrogen, and the diluent further comprises nitrogen from the air.

[0085] The method according to any one of the foregoing clauses further includes compressing air with multiple compressor fan blades to form compressed air. The air combined with the hydrogen fuel in the catalytic reactor is a portion of the compressed air.

[0086] The method according to any one of the foregoing clauses further includes mixing the diluent and the hydrogen fuel to form a fuel and diluent mixture. The fuel and diluent mixture is injected into the combustion chamber.

[0087] The method according to any one of the foregoing clauses further includes mixing the diluent and the hydrogen fuel in the catalytic reactor.

[0088] The method according to any one of the foregoing clauses further includes mixing natural gas with the hydrogen fuel and the diluent to form the fuel and diluent mixture.

[0089] According to any one of the preceding clauses, in the method, when the air is combined with the hydrogen fuel in the catalytic reactor, the air has an inlet air fraction. The inlet air fraction is the ratio of the amount of air introduced into the catalytic reactor at a given time to the total amount of air and hydrogen fuel.

[0090] The method according to any one of the foregoing clauses further includes mixing the diluent and the hydrogen fuel to form a fuel and diluent mixture. The fuel and diluent mixture is injected into the combustion chamber. The method further includes controlling the amount of diluent in the fuel and diluent mixture by controlling the inlet air fraction.

[0091] The method according to any one of the foregoing clauses further includes controlling the inlet air fraction by controlling the amount of air mixed with the hydrogen fuel.

[0092] While the foregoing description is directed to preferred embodiments, it should be noted that other variations and modifications will be apparent to those skilled in the art and can be made without departing from the spirit or scope of this disclosure. Furthermore, features described in connection with one embodiment may be used in conjunction with other embodiments, even if not explicitly stated above.

Claims

1. A gas turbine engine, characterized in that, include: A catalytic reactor configured to (i) receive hydrogen fuel, (ii) receive air containing oxygen, (iii) catalytically react at least a portion of the oxygen in the air with at least a portion of the hydrogen in the hydrogen fuel to produce water, and (iv) output a diluent containing the catalytically produced water. as well as An air control valve, fluidly connected to the catalytic reactor, is provided to control the amount of air received by the catalytic reactor. A controller configured to operate the air control valve, wherein the controller is configured to adjust the amount of air received by the catalytic reactor based on the operating conditions of the gas turbine engine; A burner comprising (a) a combustion chamber and (b) at least one nozzle fluidly connected to the catalytic reactor to receive the diluent output from the catalytic reactor and configured to inject the diluent into the combustion chamber.

2. The gas turbine engine according to claim 1, characterized in that, in, The air further contains nitrogen, and the diluent comprises nitrogen from the air.

3. The gas turbine engine according to claim 1, characterized in that, It further includes a compressor section comprising a plurality of compressor fan blades configured to compress air flowing therethrough, wherein the air received by the catalytic reactor is a portion of the compressed air.

4. The gas turbine engine according to claim 1, characterized in that, in, The at least one nozzle of the burner further includes a fuel nozzle configured to inject the hydrogen fuel into the combustion chamber.

5. The gas turbine engine according to claim 1, characterized in that, The system further includes a fuel mixing assembly fluidly connected to the catalytic reactor to receive the diluent output from the catalytic reactor. The fuel mixing assembly is configured to (i) receive natural gas, (ii) receive hydrogen fuel, and (iii) mix the natural gas, the hydrogen fuel, and the diluent to produce a hydrogen-rich natural gas fuel and diluent mixture. The at least one nozzle is configured to inject the hydrogen-rich natural gas fuel and diluent mixture into the combustion chamber.

6. The gas turbine engine according to claim 1, characterized in that, in, The catalytic reactor is configured such that controlling the amount of air received by the catalytic reactor controls the amount of water produced by the catalysis.

7. The gas turbine engine according to claim 1, characterized in that, in, The catalytic reactor is configured such that controlling the amount of air received by the catalytic reactor controls the amount of diluent injected into the combustion chamber as a percentage of the hydrogen fuel injected into the combustion chamber.

8. The gas turbine engine according to claim 1, characterized in that, The device further includes a hydrogen control valve fluidly connected to the catalytic reactor to control the amount of hydrogen fuel received by the catalytic reactor.

9. The gas turbine engine according to claim 8, characterized in that, It further includes a controller configured to operate the hydrogen control valve.

10. The gas turbine engine according to claim 9, characterized in that, in, The controller is configured to adjust the amount of hydrogen received by the catalytic reactor based on the operating conditions of the gas turbine engine.

11. The gas turbine engine according to claim 1, characterized in that, in, The at least one nozzle is configured to inject both the hydrogen fuel and the diluent into the combustion chamber.

12. The gas turbine engine according to claim 11, characterized in that, in, The catalytic reactor is configured to catalytically react a portion of the hydrogen in the hydrogen fuel to produce water, and further output hydrogen fuel.

13. The gas turbine engine according to claim 12, characterized in that, It further includes a plurality of nozzles and a manifold, the manifold being fluidly connected to the catalytic reactor and the plurality of nozzles to dispense the hydrogen fuel and the diluent into each of the plurality of nozzles.

14. The gas turbine engine according to claim 11, characterized in that, The device further includes a hydrogen fuel delivery assembly configured to deliver the hydrogen fuel containing hydrogen, and the catalytic reactor is fluidly coupled to the hydrogen fuel delivery assembly to receive the hydrogen fuel from the hydrogen fuel delivery assembly.

15. The gas turbine engine according to claim 14, characterized in that, Further includes: A hydrogen fuel tank for storing liquid hydrogen fuel, and a hydrogen fuel delivery assembly connected to the hydrogen fuel tank; as well as A vaporizer, connected to the hydrogen fuel delivery assembly, is used to heat the liquid-phase hydrogen fuel to at least one of a gas phase and a supercritical phase, the vaporizer being located between the hydrogen fuel tank and the catalytic reactor.

16. An aircraft, characterized in that, include: body; Wings, which are connected to the fuselage; as well as The gas turbine engine according to claim 15.

17. The aircraft according to claim 16, characterized in that, in, The hydrogen fuel tank is at least partially located within at least one of the fuselage and the wing, and The carburetor is located at least partially within at least one of the fuselage, the wing, and the gas turbine engine.

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