Burner with igniter

Abstract

A turbine engine includes a compressor section, a combustion section with a combustor, and a turbine section arranged in a tandem flow configuration. The combustor has a combustion chamber, at least one fuel injector, at least one compressed air passage, and at least one igniter. The at least one igniter may be disposed within either the at least one fuel injector or a portion of the at least one compressed air passage.

Description

Technical Field

[0001] This disclosure generally relates to burners for turbine engines, and more specifically, to igniters for burners. Background Technology

[0002] A gas turbine engine includes a turbine that is driven by the combustion of combustible fuel within the engine's combustor. The turbine engine utilizes a fuel injector assembly to inject combustible fuel into the combustor. The fuel injector assembly mixes the fuel with air before injection to achieve efficient combustion. Attached Figure Description

[0003] In the description with reference to the accompanying drawings, a complete and implementable disclosure of the invention, including its preferred mode, is set forth for those skilled in the art, wherein:

[0004] Figure 1 This is a schematic cross-sectional view of a turbine engine used in aircraft, which includes the combustion section.

[0005] Figure 2 It is suitable for Figure 1 A schematic cross-sectional side view of a portion of the universal burner used in a turbine engine, further illustrating the fuel injector.

[0006] Figure 3 It is suitable for use as Figure 2 A cross-sectional side view of the fuel injector, further including a compressed air passage and an igniter within the fuel injector and the compressed air passage. Detailed Implementation

[0007] The aspects of this disclosure described herein are generally directed toward a combustion section for a turbine engine. The combustion section includes a fuel injector, which includes a fuel flow. The fuel injector may define a fuel inlet for the combustion section. A compressed air passage, including a compressed air flow, may be disposed within the combustion section. The compressed air flow may be mixed with the fuel flow in the combustion chamber to define a fuel-air mixture. The fuel flow of the fuel-air mixture may be ignited by at least one igniter. The fuel flow may include any suitable fuel. As a non-limiting example, the fuel may contain hydrogen (hereinafter referred to as hydrogen-containing fuel) mixed with the compressed air flow downstream of the fuel injector. Hydrogen-containing fuels generally have a wider combustible range and a faster combustion rate compared to conventional fuels, such as petroleum-based fuels or mixtures of petroleum and synthetic fuels. The combustion temperature of hydrogen-containing fuels can be higher than that of conventional fuels, thus existing engine designs for conventional fuels would not be able to operate at the elevated temperatures. As described herein, the combustion section provides an igniter suitable for igniting hydrogen-containing fuels or fuel-air mixtures.

[0008] For illustrative purposes, this disclosure is described in relation to turbines used in aircraft turbine engines. However, it should be understood that the aspects of this disclosure described herein are not limited thereto and can be generally applied in engines including compressors and power generation turbines, as well as in non-aircraft applications such as other mobile applications and non-mobile industrial, commercial, and residential applications.

[0009] Reference will now be made in detail to combustor architectures, particularly fuel injectors and swirlers for supplying fuel to combustors located within a turbine engine, one or more examples of which are shown in the accompanying drawings. Detailed description uses numbers and letter reference numerals to denote features in the drawings. Similar or analogous reference numerals in the drawings and description have been used to denote similar or analogous portions of this disclosure.

[0010] As used herein, the terms “first,” “second,” and “third” are used interchangeably to distinguish one component from another and are not intended to indicate the location or importance of the individual components.

[0011] The terms "forward" and "rearward" refer to relative positions within a turbine engine or carrier, and specifically to the normal operating posture of the turbine engine or carrier. For example, for a turbine engine, forward refers to a position closer to the engine, while rearward refers to a position closer to the engine nozzles or exhaust system.

[0012] As used herein, the term "upstream" refers to the direction opposite to the direction of fluid flow, while the term "downstream" refers to the direction in the same direction as the fluid flow. The terms "front" or "forward" indicate being in front of something, and "back" or "rear" indicate being behind something. For example, when used in relation to fluid flow, "front / forward" can indicate upstream, and "back / rear" can indicate downstream.

[0013] The term "fluid" can refer to either a gas or a liquid. The term "fluid connectivity" means that fluids can establish connections between specified areas.

[0014] Furthermore, as used herein, the term "radial" or "radially" refers to a direction away from a common center. For example, in the overall context of a turbine engine, radial refers to the direction along a ray extending between the engine's central longitudinal axis and the engine's outer perimeter.

[0015] The singular forms “a,” “an,” and “the” include plural references unless the context clearly indicates otherwise. Furthermore, as used herein, the term “group” or “set” of elements can be any number of elements, including only one.

[0016] All directional references (e.g., radial, axial, proximal, distal, up, down, upward, downward, left, right, lateral, front, rear, top, bottom, above, below, vertical, horizontal, clockwise, counterclockwise, upstream, downstream, forward, backward, etc.) are used for identification purposes only to aid the reader's understanding of this disclosure and should not be construed as limiting, in particular, with respect to the location, orientation, or use of aspects of the disclosure described herein. Connecting references (e.g., attachment, connection, joint, and engagement) are to be interpreted broadly and may include intermediate members between sets of elements and relative movement between elements, unless otherwise indicated. Therefore, a connecting reference does not necessarily mean that two elements are directly connected and fixed relative to each other. Exemplary figures are for illustrative purposes only, and the dimensions, positions, order, and relative sizes reflected in the accompanying figures may vary. The singular forms “a,” “an,” and “the” include plural references unless the context clearly indicates otherwise. Furthermore, as used herein, the term “group” or “set” of elements can refer to any number of elements, including only one.

[0017] As used herein and throughout the specification and claims, approximate language is applied to modify any quantitative representation that may allow for variation without altering its associated essential function. Therefore, values ​​modified by one or more terms such as “about,” “approximately,” “substantially,” and “basically” are not limited to the specified precise values. In at least some cases, approximate language may correspond to the precision of the instrument used to measure the value, or the precision of the method or machine used to construct or manufacture the component and / or system. For example, approximate language may refer to a margin of 1%, 2%, 4%, 5%, 10%, 15%, or 20% of the endpoints of a single value, a range of values, and / or a range of defined values. Scope limitations are combined and interchanged herein and throughout the specification and claims; such scope is identified and includes all subscopes contained herein, unless otherwise indicated by context or language. For example, all scopes disclosed herein include endpoints, and endpoints can be combined independently of each other.

[0018] Figure 1 This is a schematic diagram of a turbine engine 10. As a non-limiting example, the turbine engine 10 can be used within an aircraft. The turbine engine 10 may include at least a compressor section 12, a combustion section 14, and a turbine section 16. A drive shaft 18 rotatably connects the compressor and turbine sections 12, 16, such that rotation of one affects rotation of the other, and defines the rotation axis 20 of the turbine engine 10.

[0019] Compressor section 12 may include a low-pressure (LP) compressor 22 and a high-pressure (HP) compressor 24 that are fluidly connected in series with each other. Turbine section 16 may include an HP turbine 26 and an LP turbine 28 that are fluidly connected in series with each other. Drive shaft 18 may operatively connect the LP compressor 22, HP compressor 24, HP turbine 26, and LP turbine 28 together. Alternatively, drive shaft 18 may include an LP drive shaft (not shown) and an HP drive shaft (not shown). The LP drive shaft may connect the LP compressor 22 to the LP turbine 28, and the HP drive shaft may connect the HP compressor 24 to the HP turbine 26. The LP spool may be defined as a combination of the LP compressor 22, LP turbine 28, and LP drive shaft, such that rotation of the LP turbine 28 may apply a driving force to the LP drive shaft, which in turn may rotate the LP compressor 22. The HP spool may be defined as a combination of the HP compressor 24, HP turbine 26, and HP drive shaft, such that rotation of the HP turbine 26 may apply a driving force to the HP drive shaft, which in turn may rotate the HP compressor 24.

[0020] Compressor section 12 may include multiple axially spaced stages. Each stage includes a set of circumferentially spaced rotating blades and a set of circumferentially spaced stationary blades. Compressor blades for a single stage of compressor section 12 may be mounted to a disc, which is mounted to drive shaft 18. Each set of blades for a given stage may have its own disc. The blades of compressor section 12 may be mounted to a housing that may extend circumferentially around turbine engine 10. It should be understood that the representation of compressor section 12 is merely illustrative and any number of stages may be possible. Furthermore, it is contemplated that any other number of components may be present within compressor section 12.

[0021] Similar to compressor section 12, turbine section 16 may include multiple axially spaced stages, each stage having a set of circumferentially spaced rotating blades and a set of circumferentially spaced stationary blades. Turbine blades for one stage of turbine section 16 may be mounted to a disc, which is mounted to drive shaft 18. Each set of blades for a given stage may have its own disc. The blades of the turbine section may be circumferentially mounted to the housing. It should be noted that any number of blades, blades, and turbine stages can be present, as the illustrated turbine section is merely schematic. Furthermore, it is contemplated that any other number of components may be present within turbine section 16.

[0022] Combustion section 14 may be arranged in series between compressor section 12 and turbine section 16. Combustion section 14 may be fluidly coupled to at least a portion of compressor section 12 and turbine section 16, such that combustion section 14 at least partially fluidly couples compressor section 12 to turbine section 16. As a non-limiting example, combustion section 14 may be fluidly coupled to HP compressor 24 at its upstream end and to HP turbine 26 at its downstream end.

[0023] During operation of the turbine engine 10, ambient air or atmospheric air is drawn into the compressor section 12 via a fan (not shown) upstream of the compressor section 12, where it is compressed to define pressurized air. This pressurized air can then flow into the combustion section 14, where it mixes with fuel and is ignited to generate combustion gases. The HP turbine 26 extracts some work from these combustion gases, driving the HP compressor 24. The combustion gases are discharged into the LP turbine 28, which extracts additional work to drive the LP compressor 22, and the exhaust gas is ultimately discharged from the turbine engine 10 via an exhaust section (not shown) downstream of the turbine section 16. The drive of the LP turbine 28 drives the LP spool to rotate the fan (not shown) and the LP compressor 22. The pressurized airflow and combustion gases together define the working airflow flowing through the fan, compressor section 12, combustion section 14, and turbine section 16 of the turbine engine 10.

[0024] Figure 2 A schematic cross-sectional view depicts a general combustion section suitable for use as a combustion section 14 located between the compressor section 12 and the turbine section 16 of a turbine engine. The combustion section 14 may include annularly arranged fuel injectors 76, each fuel injector 76 connected to a combustor 80. It should be understood that the annularly arranged fuel injectors 76 may be one or more fuel injectors, and the one or more fuel injectors 76 may have different characteristics, and one fuel injector 76 is shown for illustrative purposes only and is not intended to be limiting. Depending on the type of turbine engine in which the combustor 80 is located, the combustor 80 may have a cylindrical, cylindrical-annular, or annular arrangement. In a non-limiting example, the annular arrangement is illustrated and arranged within a housing 78. The combustor 80 may include an annular combustor liner 82 and a dome assembly 84 including a dome wall 114, which together define a combustion chamber 86 about a longitudinal axis (LA). A compressed air passage 88 may be defined at least partially by both the annular combustor liner 82 and the housing 78. At least one fuel injector 76 is fluidly coupled to the combustion chamber 86. The passage can fluidly connect the compressed air passage 88 and the burner 80. The passage can be defined by at least one set of dilution openings 90 located in the annular burner liner 82.

[0025] At least one fuel injector 76 may be coupled to and disposed within a dome assembly 84 upstream of a flare cone 91 to define a fuel outlet 94. The at least one fuel injector 76 may include a fuel inlet 96 and a linear fuel passage 100, the fuel inlet 96 being adapted to receive a fuel stream (F) (e.g., hydrogen-containing fuel), the linear fuel passage 100 extending between the fuel inlet 96 and the fuel outlet 94. A swirl generator 102 may be disposed at a dome inlet 98 to swirl the incoming air near the fuel (F) exiting the at least one fuel injector 76 and to provide a homogeneous mixture of air and fuel entering the combustor 80.

[0026] The annular burner liner 82 may be defined by a wall 104 having an outer surface 106 and an inner surface 108 that at least partially defines a combustion chamber 86. The wall 104 may be constituted as a single continuous integral portion or may be multiple integral portions assembled together to define the annular burner liner 82. As a non-limiting example, the outer surface 106 may define a first section of the wall 104, while the inner surface 108 may define a second section of the wall 104, which, when assembled together, form the annular burner liner 82. As described herein, the wall 104 includes at least one set of dilution openings 90. It is further contemplated that the annular burner liner 82 may be of any type, including but not limited to double-walled liners or ceramic tile liners.

[0027] During operation, compressed air (C) can flow from compressor section 12 to burner 80 through compressed air passage 88. At least one set of dilution openings 90 in the annular burner liner 82 allows at least a portion of the compressed air (C) (which defines the dilution flow (D)) to flow from compressed air passage 88 to combustion chamber 86.

[0028] Some compressed air (C) can be mixed with fuel (F) from at least one fuel injector 76, which can be ignited by one or more igniters (not shown) to produce combustion gas (G). The combustion gas (G) is mixed with a dilution gas flow (D) supplied through at least one set of dilution openings 90 and mixed within the combustion chamber 86, after which the combustion gas (G) flows through the burner outlet 112 and exits into the turbine section 16.

[0029] Figure 3 This is a cross-sectional side view of a portion of a general-purpose combustor 120, including a fuel injector 122 and a compressed air passage 124. The fuel injector 122 is adapted to function as... Figure 2At least one fuel injector 76. The fuel injector 122 has at least one integrated igniter. As a non-limiting example, the fuel injector 122 has a first igniter 140 and a second igniter 142. As shown, the second igniter 142 may be included, or conversely, not included. It should be understood that the first igniter 140 may also be included, or conversely, not included. At least one integrated igniter is located within the fuel injector 122, rather than downstream of the combustor chamber. At least one integrated igniter is well-suited for use with fuels lighter than air, such as gaseous hydrogen. Unlike conventional combustors where the igniter is located downstream of the injector, the integration of the igniter allows for the ignition of lighter than air fuels closer to the injector. Lighter than air fuels tend to disperse naturally and very quickly once ejected from the injector. For better flame control, it is preferable to ignite lighter than air fuels closer to the injector.

[0030] Burner 120 includes components suitable for use as Figure 2 Combustion chamber 126 of combustion chamber 86. Combustion chamber 126 may be defined by longitudinal axis 128. Longitudinal axis 128 may extend in an axial direction. Dome wall 130 may be axially disposed between fuel injector 122, compressed air passage 124 and combustion chamber 126 relative to longitudinal axis 128. Dome wall 130 may be adapted to serve as Figure 2 The dome wall 114. The dome wall 130 may be defined by a first side 154 and a second side 156 axially opposite to the first side 154. The first side 154 may face or otherwise contact the combustion chamber 126. The second wall may be directly fluidly connected to at least a portion of the compressed air passage 124.

[0031] The fuel injector 122 can take any suitable shape. As a non-limiting example, the fuel injector can be defined by a fuel supply passage 144 terminating at a wall 146 of the fuel injector 122, the wall 146 defining the axial outer end of the fuel supply passage 144 relative to the longitudinal axis 128. A protrusion 148 can extend axially outward from the wall 146 and terminate at an outlet 150 of the fuel injector 122. The outlet 150 can be fluidly connected to the combustion chamber 126. The outlet cavity 152 can be demarcated by the wall 146, the protrusion 148, and the outlet 150. As shown, when viewed along a plane perpendicular to the longitudinal axis 128 and intersecting the fuel injector 122, the fuel injector 122 can have a generally cylindrical shape. However, it should be understood that the fuel injector 122 can take any suitable shape, such as circular, oval, or polygonal. Furthermore, it should be understood that the fuel injector 122 can have a non-constant cross-section along its axial extent.

[0032] Fuel injector 122 may extend through a portion of compressed air passage 124. A ferrule assembly 132 housing a swirler 134 may be disposed between a portion of fuel injector 122 and compressed air passage 124, and facing or contacting fuel injector 122. Ferrule assembly 132 and swirler 134 may at least partially circumscribe or otherwise surround a portion of fuel injector 122. A cavity 136 may be formed relative to longitudinal axis 128 between a radially inner portion of ferrule assembly 132 and a radially outer portion of fuel injector 122, and ferrule assembly 132 may include at least one channel 138 fluidly connecting compressed air passage 124 to cavity 136. Swirler 134 may be adapted to function as... Figure 2 The swirler 102 causes at least a portion of the compressed air F1 to swirl within the compressed air passage 124 before flowing over the dome wall 130 and into the combustion chamber 126.

[0033] At least one integrated igniter may be disposed within the burner 120. As a non-limiting example, the burner 120 may include a first igniter 140. As a non-limiting example, the burner 120 may include a second igniter 142. As shown in the figure, the second igniter 142 is shown in dashed lines, indicating that the burner 120 may include only the first igniter 140, or both the first igniter 140 and the second igniter 142. However, it should be understood that the burner 120 may also include only the second igniter 142. As a non-limiting example, the burner 120 may include both the first igniter 140 and the second igniter 142. The at least one integrated igniter can be any suitable igniter. As a non-limiting example, the at least one integrated igniter can be a spark igniter, a plasma igniter, a blowtorch, a laser igniter, or any combination thereof. The at least one integrated igniter can be operatively coupled to a power source configured to provide sufficient power to generate an ignition source along the at least one integrated igniter. As used herein, the term "ignition source" can refer to any product generated by at least one integrated igniter that can lead to fuel combustion. As a non-limiting example, at least one integrated igniter can be a plasma igniter, and the ignition source can be a plasma arc or laser pulse with sufficient energy to ignite fuel within burner 120. The power source can be any suitable power source, such as, but not limited to, a battery, a starter generator, a laser pulse, or any combination thereof.

[0034] The first igniter 140 may be disposed within a portion of the fuel injector 122. The first igniter 140 may terminate axially within a portion of the fuel injector 122. As a non-limiting example, the first igniter 140 may extend through wall 146 and terminate at a distal end 158. As a non-limiting example, the distal end 158 may be disposed within the outlet 152. Alternatively, the first igniter 140 may extend axially beyond the outlet 150 of the fuel injector 122, such that the distal end 158 is axially disposed downstream of the outlet 150. As shown, the first igniter 140 may extend through the fuel injector 122 in a generally axial direction. However, it should be understood that the first igniter 140 may extend into the fuel injector 122. As a non-limiting example, the first igniter 140 may extend perpendicular to the longitudinal axis 128 (e.g., in the radial direction) and extend through the outer radial wall of the fuel injector 122. As a non-limiting example, the first igniter 140 may extend through different portions of the burner 120 and terminate within a portion of the fuel injector 122 (e.g., outlet chamber 152). As a non-limiting example, the first igniter 140 may be aligned with the fuel supply passage of the fuel injector 122.

[0035] The second igniter 142 may be disposed within a portion of the compressed air passage 124. As shown, the second igniter 142 may terminate axially at a distal end 160 coinciding with a first side 154 of the dome wall 130. However, it should be understood that, for example, the distal end 160 of the second igniter 142 may be disposed within the dome wall 130, axially extending beyond the first side 154 (e.g., within the combustion chamber 126), coinciding with or axially outward from the second side 156 (e.g., within the compressed air passage 124). The second igniter 142 may extend through or into the compressed air passage 124 such that the distal end 160 of the second igniter 142 is disposed within the combustion chamber 126. As shown, the second igniter 142 may extend axially through the compressed air passage 124. However, it should be understood that the second igniter 142 may extend into the compressed air passage 124. As a non-limiting example, the second igniter 142 may extend perpendicular to the longitudinal axis 128 (e.g., in the radial direction) and extend through the outer radial wall of the burner 120 defining the compressed air passage 124. As a non-limiting example, the first igniter 140 may extend through different portions of the burner 120 and terminate within a portion of the compressed air passage 124. As a non-limiting example, the second igniter 142 may be aligned with the compressed air passage 124.

[0036] Fuel injectors 122 may be included within a plurality of fuel injectors 122. Each fuel injector in the plurality of fuel injectors 122 may be circumferentially or radially spaced from each other relative to the longitudinal axis 128 of the combustion chamber 126. Similarly, compressed air passages 124 may be included within a plurality of compressed air passages 124. Each fuel injector 122 in the plurality of fuel injectors 122 may include a corresponding compressed air passage 124 in the plurality of compressed air passages 124. As a non-limiting example, a complementary pair including one fuel injector in the plurality of fuel injectors 122 and one compressed air passage in the plurality of compressed air passages 124 may be formed around the dome wall 130. There may be any number of one or more fuel injectors 122. Each fuel injector in the plurality of fuel injectors 122 may be identical to each other; alternatively, at least one fuel injector 122 may be formed differently relative to the other fuel injectors 122.

[0037] Similarly, at least one integrated igniter may be disposed in a plurality of igniters, the plurality of igniters including any number of first igniters 140 and second igniters 142, wherein it should be understood that the burner 120 includes at least one integrated igniter (e.g., at least one first igniter 140 or a second igniter 142, or a combination thereof). Each of the plurality of igniters may be disposed within a different portion of the burner 120. As a non-limiting example, the plurality of igniters may include a plurality of first igniters 140 disposed within corresponding fuel injectors of a plurality of fuel injectors 122. Thus, the number of first igniters 140 may be equal to the number of fuel injectors 122. Alternatively, only a portion of the plurality of fuel injectors 122 may include an igniter. As a non-limiting example, only one of the plurality of fuel injectors 122 may include a first igniter 140, while the remaining fuel injectors 122 do not include a first igniter 140. As a non-limiting example, every other one or every other three fuel injectors 122 may include a corresponding first igniter 140. It should be understood that there may be any number of first igniters 140 or second igniters 142 corresponding to the fuel injector 122 or the compressed air passage 124, respectively.

[0038] During operation of the burner 120, the compressed air passage 124 may include features suitable for use as... Figure 2 The compressed airflow (C) is a compressed airflow (F1). The fuel injector 122 may include a fuel supply passage having fuel defined to be used as... Figure 2The fuel (F) is a fuel stream (F2). The fuel stream (F2) may be hydrogen-containing fuel. A compressed air stream (F1) may flow from the compressed air passage 124 through at least one passage 138 and into the cavity 136 of the vortex ring assembly 132. The fuel stream (F2) may flow through the fuel supply passage 144 and eventually exit the outlet 150 of the fuel injector 122. The compressed air stream (F1) and the fuel stream (F2) may mix downstream of the vortex ring assembly 132 to define a fuel and air mixture of fuel (F2) and compressed air stream (F1) within the combustion chamber 126. At least one integrated igniter may ignite at least one of the fuel and air mixture and / or fuel stream (F2) near the outlet 150. As a non-limiting example, a first igniter may ignite the fuel stream (F2). As a non-limiting example, a second igniter may ignite the fuel and compressed air mixture within the combustion chamber 126.

[0039] As discussed herein, fuel injectors 122 may be included within a plurality of fuel injectors 122, wherein only one or a portion of the fuel injectors 122 includes a corresponding first igniter 140. Therefore, only the fuel stream (F2) within the fuel injector 122 including the first igniter 140 will be directly ignited. It is anticipated that ignition of one fuel stream (F2) may be sufficient to ignite other fuel streams (F2) with other fuel injectors 122, or to ignite the fuel and air mixture within the combustion chamber 126. Thus, a single igniter can be used to ignite all fuel streams (F2) or the fuel and air mixture.

[0040] As a non-limiting example, only one of the multiple fuel injectors 122 may include a corresponding first igniter 140. This single fuel injector 122 will be referred to as the ignition fuel injector. During operation, a fuel stream (F2) may be supplied to the ignition fuel injector before the other fuel injectors 122 receive their respective fuel streams (F2). The fuel stream (F2) of the ignition fuel injector may be ignited by the first igniter 140. The ignited fuel stream (F2) may then be mixed with compressed air (F1) and extended as a flame into the combustion chamber 126. Once this occurs, the remaining fuel injectors 122 without a first igniter 140 may be supplied with their respective fuel streams (F2), which may be mixed with compressed air (F1) to define a fuel-air mixture, which may then enter the combustion chamber 126 where the flame is present. The flame may then ignite the fuel-air mixture. Thus, combustion can occur within the combustion chamber 126 by using only a single igniter.

[0041] The benefits of this disclosure include a burner comprising hydrogen-containing fuel. Hydrogen-containing fuels have higher flame temperatures than conventional fuels (e.g., non-hydrogen-containing fuels). That is, hydrogen fuels or hydrogen-blended fuels generally have a wider combustible range and faster combustion rates than conventional fuels (such as petroleum-based fuels, or mixtures of petroleum and synthetic fuels). Furthermore, the hydrogen in hydrogen-containing fuels is a compressible gas. Therefore, the fluid flow can oscillate and interact with the combustion dynamics of the burner. This, in turn, can enhance the overall combustion dynamics of the burner. As used herein, the term "combustion dynamics" or its iteration can refer to the generation of acoustic pressure oscillations occurring within the burner due to the ignition of the fuel-air mixture in the combustion chamber. Conventional burners include igniters extending through the burner liner. These igniters can be positioned downstream where the fuel-air mixture is introduced into the combustion chamber. Once the mixture is ignited, the unignited mixture (e.g., upstream of the igniter) can oscillate and enhance or increase the combustion dynamics. Furthermore, the ignition of the mixture can lead to an increase in thermal pressure within the burner. It is anticipated that reducing, eliminating, or otherwise controlling the combustion kinetics, heat release, or pressure release resulting from the ignition of the mixture can provide a combustor capable of efficiently using hydrogen-containing fuel as a fuel source. However, as described herein, the combustor includes at least one igniter extending through or into a compressed air passage or fuel injector. In other words, as described herein, the combustor provides an ignition source upstream of the combustion chamber (e.g., at the fuel injector outlet) or in an upstream portion of the combustion chamber where the fuel-air mixture is introduced into the combustion chamber. Since ignition occurs upstream of where ignition would occur in a conventional combustion section, combustion kinetics can be reduced. Furthermore, the location or total pressure and heat release can be reduced. Combustion kinetics, pressure, and heat release limit the lifespan of the combustion section and ultimately the lifespan of a turbine engine. Therefore, if hydrogen-containing fuel is used, a turbine engine including the combustion section described herein has a longer lifespan than a conventional combustion section. Another benefit associated with using hydrogen-containing fuel instead of conventional fuel is that, when compared to conventional fuel, hydrogen-containing fuel generates fewer pollutants during combustion without sacrificing engine performance. Therefore, compared to conventional turbine engines, the combustion section with hydrogen fuel instead of conventional fuel results in a more environmentally friendly turbine engine that generates fewer pollutants.

[0042] Other benefits associated with this disclosure, when compared to conventional burners, include a more efficient burner. For example, a conventional burner may include one or more igniters extending through the burner wall and igniting the fuel and air mixture after it has entered the combustion chamber. However, as described herein, a combustion section may include a single igniter disposed within a single fuel injector. Methods and systems for introducing a fuel flow into a fuel injector including an igniter and igniting the fuel flow before it is introduced into the remaining fuel injectors (e.g., those without igniters) allow a single igniter to be used to ignite the entire fuel and air mixture within the combustion chamber. Therefore, the combustion section described herein is a less complex system when compared to conventional combustion sections. Furthermore, fewer igniters mean less power is required to generate the ignition source for the igniters. This, in turn, results in a more efficient turbine engine when compared to a conventional turbine engine.

[0043] Within the scope not yet described, different features and structures of each aspect may be combined or substituted for one another as needed. The fact that a feature is not illustrated in all examples does not mean that it cannot be illustrated in this way, but rather that it is done for the sake of brevity. Therefore, various features of different aspects may be mixed and matched as needed to form new aspects, regardless of whether the new aspects are explicitly described. All combinations or substitutions of the features described herein are covered by this disclosure.

[0044] This written description uses examples to illustrate the aspects of the disclosure described herein, including best practices, and also enables any person skilled in the art to practice the disclosed aspects, including making and using any apparatus or system and performing any incorporated methods. The patentable scope of the aspects of this disclosure is defined by the claims, and may include other examples that would occur to a person skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that are not indistinguishable from the literal language of the claims, or if they include equivalent structural elements that are not substantially different from the literal language of the claims.

[0045] Further aspects of this disclosure are provided by the subject matter of the following provisions:

[0046] A turbine engine includes: a compressor section, a combustion section having a combustor, and a turbine section arranged in a series flow configuration, the combustor comprising: a combustion chamber; at least one fuel injector having a fuel supply passage for supplying fuel to the combustion chamber; at least one compressed air passage supplying a compressed air stream from the compressor section to the combustion chamber, the compressed air stream being mixed with the fuel in the combustion chamber to form a fuel-air mixture; and at least one igniter disposed within a portion of at least one of the at least one fuel injector or the at least one compressed air passage, and configured to ignite the mixture.

[0047] The turbine engine according to any one of the foregoing clauses, wherein the at least one igniter extends through a portion of the at least one fuel injector and terminates at a distal end that coincides with one end of the at least one fuel injector, upstream of one end of the at least one fuel injector, or downstream of one end of the at least one fuel injector.

[0048] The turbine engine according to any one of the foregoing clauses, wherein the at least one igniter is in line with the fuel supply passage, or extends through the wall of the at least one fuel injector and into the fuel supply passage.

[0049] The turbine engine according to any one of the foregoing clauses, wherein the combustion chamber defines a longitudinal axis, and the combustor further includes a dome wall that defines an axially forward portion of the combustion chamber relative to the longitudinal axis, the dome wall having a first side facing the combustion chamber and a second side facing at least a portion of the at least one compressed air passage.

[0050] The turbine engine according to any one of the foregoing clauses, wherein the at least one igniter is disposed within a portion of the at least one compressed air passage and extends through at least a portion of the dome wall.

[0051] The turbine engine according to any one of the foregoing clauses, wherein the at least one igniter terminates at a distal end coinciding with the second side of the dome wall.

[0052] In any of the preceding clauses, the turbine engine wherein the at least one igniter is in line with or extends through the wall of the at least one compressed air passage.

[0053] The turbine engine according to any one of the foregoing clauses, wherein the at least one compressed air passage is included within a plurality of compressed air passages, and the at least one fuel injector is a fuel injector included within a plurality of fuel injectors, wherein there is a complementary pair of compressed air passages and fuel injectors.

[0054] The turbine engine according to any one of the foregoing clauses, wherein the plurality of fuel injectors surround the dome wall and are circumferentially spaced from each other relative to the longitudinal axis.

[0055] The turbine engine according to any one of the foregoing clauses, wherein the plurality of fuel injectors surround the dome wall and are circumferentially and radially spaced from each other relative to the longitudinal axis.

[0056] In any of the preceding clauses, the turbine engine wherein the at least one igniter is disposed in only a single compressed air passage among the plurality of compressed air passages or a single fuel injector among the plurality of fuel injectors.

[0057] The turbine engine according to any one of the foregoing clauses, wherein during the start-up of the turbine engine, the fuel is supplied only to the single fuel injector, and wherein the at least one igniter ignites the fuel and air mixture from the single fuel injector and the corresponding compressed air passage before the fuel is supplied to the remaining fuel injectors among the plurality of fuel injectors.

[0058] In any of the preceding clauses, the turbine engine wherein the at least one igniter is included within a plurality of igniters disposed within a portion of the plurality of fuel injectors or the plurality of compressed air passages.

[0059] In any of the preceding clauses, the turbine engine wherein the at least one igniter is included within a plurality of igniters disposed within the at least one fuel injector and the compressed air passage.

[0060] The turbine engine according to any one of the foregoing clauses, wherein the plurality of igniters includes a first igniter and a second igniter, the first igniter being disposed within a portion of the at least one fuel injector, and the second igniter being disposed within a portion of the at least one compressed air passage.

[0061] The turbine engine according to any one of the foregoing clauses, wherein the fuel includes hydrogen-containing fuel.

[0062] The turbine engine according to any one of the foregoing clauses, wherein the combustor further comprises: a dome wall having a first side facing the combustion chamber and a second side facing at least a portion of the at least one compressed air passage; and a swirler external to at least a portion of the at least one fuel injector and configured to form a swirling flow of at least a portion of the compressed air in the compressed air passage before mixing with the fuel downstream of the at least one fuel injector; wherein the at least one igniter extends through at least one of the dome wall or the at least one injector.

[0063] The turbine engine according to any one of the foregoing clauses, wherein the combustion chamber defines a longitudinal axis, and the turbine engine further comprises: a plurality of fuel injectors having the at least one fuel injector; a plurality of compressed air passages having the at least one compressed air passage; and wherein there is a complementary pair of compressed air passages and fuel injectors, and wherein the complementary pair is circumferentially spaced around the dome wall relative to the longitudinal axis.

[0064] The turbine engine according to any one of the foregoing clauses further includes a plurality of igniters, the plurality of igniters including the at least one igniter.

[0065] The turbine engine according to any one of the foregoing clauses, wherein two or more complementary pairs include at least one of the plurality of igniters.

Claims

1. A turbine engine, characterized in that, The turbine engine includes: The compressor section, the combustion section with a burner, and the turbine section are arranged in a series flow configuration, the burner comprising: A combustion chamber defining a longitudinal axis and having a dome wall defining an axially forward portion of the combustion chamber relative to the longitudinal axis, the dome wall having a first side and a second side, the first side facing the combustion chamber; At least one fuel injector, the at least one fuel injector having a fuel supply passage for supplying fuel to the combustion chamber; At least one compressed air passage supplies compressed air from the compressor section to the combustion chamber, where the compressed air is mixed with fuel to form a fuel-air mixture, and at least a portion of the compressed air passage faces the second side of the dome wall; and A plurality of igniters are disposed within the at least one fuel injector and the at least one compressed air passage. The plurality of igniters include a first igniter and a second igniter, wherein the first igniter is disposed within a portion of the at least one fuel injector and the second igniter is disposed within a portion of the at least one compressed air passage.

2. The turbine engine according to claim 1, characterized in that, The first igniter extends through a portion of the at least one fuel injector and terminates at a distal end that coincides with one end of the at least one fuel injector, upstream of one end of the at least one fuel injector, or downstream of one end of the at least one fuel injector.

3. The turbine engine according to claim 2, characterized in that, The first igniter is aligned with the fuel supply channel, or extends through the wall of the at least one fuel injector and into the fuel supply channel.

4. The turbine engine according to claim 1, characterized in that, The second igniter is disposed within a portion of the at least one compressed air passage and extends through at least a portion of the dome wall.

5. The turbine engine according to claim 4, characterized in that, The second igniter terminates at its distal end, which coincides with the second side of the dome wall.

6. The turbine engine according to claim 4, characterized in that, The second igniter is in line with the at least one compressed air passage, or extends through the wall of the at least one compressed air passage.

7. The turbine engine according to claim 1, characterized in that, The at least one compressed air passage is included within a plurality of compressed air passages, and the at least one fuel injector is a fuel injector included within a plurality of fuel injectors, wherein there is a complementary pair of compressed air passages and fuel injectors.

8. The turbine engine according to claim 7, characterized in that, The plurality of fuel injectors surround the dome wall and are circumferentially spaced from each other relative to the longitudinal axis.

9. The turbine engine according to claim 7, characterized in that, The plurality of fuel injectors surround the dome wall and are circumferentially and radially spaced from each other relative to the longitudinal axis.

10. The turbine engine according to claim 7, characterized in that, The plurality of igniters are located in only one of the plurality of compressed air channels or in only one of the plurality of fuel injectors.

11. The turbine engine according to claim 7, characterized in that, During the start-up of the turbine engine, fuel is supplied to only one of the plurality of fuel injectors, and the plurality of igniters ignite the fuel and air mixture from the single fuel injector and the corresponding compressed air passage before the fuel is supplied to the remaining fuel injectors.

12. The turbine engine according to any one of claims 1-3, characterized in that, The fuel mentioned therein includes hydrogen-containing fuel.

13. The turbine engine according to any one of claims 1-3, characterized in that, The burner further includes: A swirler, external to at least a portion of the at least one fuel injector, and configured to cause at least a portion of the compressed airflow within the compressed air passage to form a swirling flow before mixing with the fuel downstream of the at least one fuel injector.

14. The turbine engine according to claim 13, characterized in that, Further includes: A plurality of fuel injectors, wherein the plurality of fuel injectors has the at least one fuel injector; and Multiple compressed air passages, wherein the multiple compressed air passages have at least one compressed air passage; There are complementary pairs of compressed air passages and fuel injectors, and the complementary pairs are circumferentially spaced around the dome wall relative to the longitudinal axis.

15. The turbine engine according to claim 14, characterized in that, Two or more complementary pairs include at least one of the plurality of igniters.

16. A turbine engine, characterized in that, The turbine engine includes: The compressor section, the combustion section with a burner, and the turbine section are arranged in a series flow configuration, the burner comprising: A combustion chamber defining a longitudinal axis and having a dome wall that defines an axially forward portion of the combustion chamber relative to the longitudinal axis; At least one fuel injector, the at least one fuel injector having a fuel supply passage for supplying fuel to the combustion chamber; At least one compressed air passage supplies compressed air from the compressor section to the combustion chamber, where the compressed air is mixed with fuel to form a fuel-air mixture, the compressed air passage facing at least a portion of the dome wall; and At least one igniter, the at least one igniter being disposed within a portion of the at least one fuel injector or the at least one compressed air passage, the at least one igniter terminating at a distal end disposed along the dome wall and extending into at least a portion of the dome wall.

17. The turbine engine according to claim 16, characterized in that, The dome wall includes a first side facing the combustion chamber and a second side facing the at least one compressed air passage, with the distal end disposed along the first side.

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