Combustor with fuel injector

Abstract

A turbine engine has a compressor section, a combustion section, and a turbine section in a serial flow arrangement. The turbine engine further has a combustor disposed within the combustion section, defining a combustion chamber, and having at least one fuel injector. The fuel injector has a fuel conduit, a first set of fuel orifices, and a restrictor located within the fuel conduit and having a second set of fuel orifices.

Description

TECHNICAL FIELD

[0001] The present disclosure relates generally to combustors for turbine engines, and in particular to fuel injectors for combustors. BACKGROUND

[0002] Gas turbine engines include a turbine that is driven by the combustion of a combustible fuel within a combustor of the engine. Turbine engines utilize a fuel injector assembly to inject the combustible fuel into the combustor. The fuel injector assembly can mix the fuel with air prior to injection in order to achieve efficient combustion. BRIEF DESCRIPTION OF DRAWINGS

[0003] In the description of the specification, the complete disclosure of the application including the best mode thereof will be set forth for the full and enabling disclosure of the application, wherein:

[0004] Figure 1 is a schematic cross-sectional view of a turbine engine for an aircraft, the turbine engine including a combustion section.

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

[0006] Figure 3 is a cross-sectional side view of a fuel injector suitable for use as a fuel injector of Figure 2 , further including a fuel conduit and a restrictor having a set of fuel orifices, the restrictor being located within an upstream portion of the fuel conduit.

[0007] Figure 4 is a cross-sectional side view of an example fuel injector suitable for use as a fuel injector of Figure 2 , further including an example restrictor having a set of fuel orifices and an inner fuel conduit.

[0008] Figure 5 is a cross-sectional side view of an example fuel injector suitable for use as a fuel injector of Figure 2 , the example fuel injector further including a first fluid circuit and a second fluid circuit, and an example restrictor having a set of fuel orifices and an inner fuel conduit fluidly coupled to the first fluid circuit. DETAILED DESCRIPTION

[0009] Aspects of the disclosure described herein generally relate to a combustion section for a turbine engine. The combustion section includes a fuel injector defining a fuel inlet for the combustion section. The fuel injector has at least one fuel conduit fluidly coupled to a fuel circuit. A flow restrictor can be disposed within the fuel conduit and includes a set of fuel orifices. The fuel within the fuel injector can be any suitable fuel. As a non-limiting example, the fuel can include hydrogen mixed with at least one air stream within a fuel-air mixing assembly downstream of the fuel injector (hereinafter, referred to as a hydrogen-containing fuel). Hydrogen-containing fuels generally have a wider flammability range and faster burn rate compared to conventional fuels, such as petroleum-based fuels or petroleum and synthetic fuel mixtures. The combustion temperature of hydrogen-containing fuels can be higher than the combustion temperature of conventional fuels, and thus existing engine designs for conventional fuels would not be able to operate at the elevated temperatures. As described herein, the fuel injector provides a fuel injector with a stage (e.g., a flow restrictor) that restricts the flow of fuel through the fuel conduit. This, in turn, affects the volume and coverage of the hydrogen-containing fuel as it enters the fuel-air mixing assembly.

[0010] For illustrative purposes, the disclosure will be described with respect to a turbine for an aircraft turbine engine. However, it should be understood that aspects of the disclosure described herein are not limited in this regard, and that the aspects of the disclosure described herein can have general applicability to engines including compressors, power turbines, and in non-aircraft applications such as other mobile applications and non-mobile industrial, commercial, and residential applications.

[0011] Reference will now be made in detail to the combustor architecture, particularly a fuel injector and swirler for providing fuel to a combustor located within a turbine engine, one or more examples of which are illustrated in the accompanying drawings. The detailed description uses numerical and letter designations to refer to various features of the drawings. Like or similar designations in the drawings and description have been used to refer to like or similar parts of the disclosure.

[0012] As used herein, the terms "first," "second," and "third" can be used interchangeably to distinguish one component from another and are not intended to signify location or importance of the individual components.

[0013] The terms "forward" and "aft" refer to relative positions within a turbine engine or vehicle and refer to the normal operating attitude of the turbine engine or vehicle. For example, with respect to a turbine engine, forward refers to a position closer to the engine, and aft refers to a position closer to the engine nozzle or exhaust.

[0014] As used herein, the term "upstream" refers to a direction opposite to the direction of fluid flow, while the term "downstream" refers to a direction the same as the direction of fluid flow. The terms "forward" or "forwardly" mean toward the front of something, and "rearward" or "rearwardly" mean toward the back of something. For example, when used in relation to fluid flow, forward / forwardly can mean upstream, and rearward / rearwardly can mean downstream.

[0015] The term "fluid" can be a gas or a liquid. The term "fluid communication" means that a fluid is able to establish a connection between designated areas.

[0016] 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 a direction along a ray extending between a central longitudinal axis of the engine and an outer periphery of the engine.

[0017] The singular forms "a," "an," and "the" include plural references unless the context clearly dictates otherwise. Furthermore, as used herein, the term "set" or "group" of elements can be any number of elements, including only one.

[0018] All directional references (e.g., radial, axial, proximal, distal, upper, lower, upward, downward, left, right, lateral, front, back, top, bottom, above, below, vertical, horizontal, clockwise, counterclockwise, upstream, downstream, forward, aft, etc.) are only used for identification purposes to aid the reader's understanding of the present disclosure, and do not create limitations, particularly as to the position, orientation, or use of the disclosed aspects of the disclosure. Connection references (e.g., attached, coupled, connected, and joined) are to be construed broadly and will be given their ordinary and accustomed meaning to an artisan of ordinary skill in the art, and will include intermediate member(s) for connection and relative movement between elements. Accordingly, connection references do not limit the manner in which the components are to be connected or the use of intermediate member(s) to support, enable connection, and / or relative movement between elements. The exemplary figures are for purposes of illustration only and the dimensions, positions, order and relative sizes reflected in the attached figures can vary. The singular forms "a," "an," and "the" include plural references unless the context clearly dictates otherwise. Furthermore, as used herein, the term "set" or "group" of elements can be any number of elements, including only one.

[0019] 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.

[0020] 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.

[0021] 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.

[0022] The compressor section 12 can include a plurality of axially spaced stages. Each stage includes a set of circumferentially spaced rotating blades and a set of circumferentially spaced stationary vanes. The compressor blades for a stage of the compressor section 12 can be mounted to a disk, which is mounted to the drive shaft 18. Each set of blades for a given stage can have its own disk. The vanes of the compressor section 12 can be mounted to a casing, which can extend circumferentially around the turbine engine 10. It should be appreciated that the representation of the compressor section 12 is merely illustrative and there can be any number of stages. Further, it is contemplated that there can be any other number of components within the compressor section 12.

[0023] Similar to the compressor section 12, the turbine section 16 can include a plurality of axially spaced stages, with each stage having a set of circumferentially spaced rotating blades and a set of circumferentially spaced stationary vanes. The turbine blades for a stage of the turbine section 16 can be mounted to a disk, which is mounted to the drive shaft 18. Each set of blades for a given stage can have its own disk. The vanes of the turbine section can be mounted to a casing in a circumferential manner. It is noted that there can be any number of blades, vanes, and turbine stages, as the illustrated turbine section is merely a representative illustration. Further, it is contemplated that there can be any other number of components within the turbine section 16.

[0024] The combustion section 14 can be serially disposed between the compressor section 12 and the turbine section 16. The combustion section 14 can be fluidly coupled to at least a portion of the compressor section 12 and the turbine section 16, such that the combustion section 14 at least partially fluidly couples the compressor section 12 to the turbine section 16. As a non-limiting example, the combustion section 14 can be fluidly coupled to the HP compressor 24 at an upstream end of the combustion section 14 and fluidly coupled to the HP turbine 26 at a downstream end of the combustion section 14.

[0025] During operation of the turbine engine 10, ambient or atmospheric air is drawn into the compressor section 12 via a fan (not shown) upstream of the compressor section 12, the air is compressed at the compressor section 12, defining pressurized air. The pressurized air can then flow into the combustion section 14, where the pressurized air is mixed with fuel and ignited, generating combustion gases. The HP turbine 26 extracts some work from these combustion gases, the HP turbine 26 driving the HP compressor 24. The combustion gases are exhausted into the LP turbine 28, which extracts additional work to drive the LP compressor 22, and the exhaust is ultimately exhausted from the turbine engine 10 via an exhaust section (not shown) downstream of the turbine section 16. The driving of the LP turbine 28 drives the LP spool to rotate the fan (not shown) and the LP compressor 22. The pressurized airflow and the combustion gases can together define a working airflow that flows through the fan, the compressor section 12, the combustion section 14, and the turbine section 16 of the turbine engine 10.

[0026] Figure 2 A schematic cross-sectional view of a generic combustion section suitable for use as a combustion section 14 located between a compressor section 12 and a turbine section 16 of a turbine engine is depicted. The combustion section 14 can include an annular arrangement of fuel injectors 76, each fuel injector 76 connected to a combustor 80. It should be appreciated that the annular arrangement of fuel injectors 76 can be one or more fuel injectors that can each have different characteristics. Only a single fuel injector of the annular arrangement of fuel injectors 76 is illustrated, 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 can have a can, can-annular, or annular arrangement. In a non-limiting example, an annular arrangement is illustrated and is arranged within a casing 78. The combustor 80 can include an annular combustor liner 82, 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 can be at least partially defined by both the annular combustor liner 82 and the casing 78. The fuel injectors of the annular arrangement of fuel injectors 76 are fluidly coupled to the combustion chamber 86. Passages can fluidly connect the compressed air passage 88 and the combustor 80. The passages can be defined by at least one set of dilution openings 90 located in the annular combustor liner 82.

[0027] The fuel injectors of the annular arrangement of fuel injectors 76 can be coupled to and disposed within the dome assembly 84 upstream of a flare cone 91 to define a fuel outlet 94. The fuel injectors of the annular arrangement of fuel injectors 76 can include a fuel inlet 96, which can be adapted to receive a flow of fuel (F) (e.g., a hydrogen-containing fuel), and a linear fuel passage 100 extending between the fuel inlet 96 and the fuel outlet 94. A swirler 102 can be disposed at a dome inlet 98 to cause incoming air in the vicinity of the fuel (F) exiting the fuel injectors of the annular arrangement of fuel injectors 76 to swirl and provide a homogeneous mixture of air and fuel into the combustor 80.

[0028] The annular combustor liner 82 can be defined by a wall 104 having an outer surface 106 and an inner surface 108 at least partially defining the combustion chamber 86. The wall 104 can be comprised of one continuous monolithic portion or can be a plurality of monolithic portions assembled together to define the annular combustor liner 82. As a non-limiting example, the outer surface 106 can define a first block of the wall 104 and the inner surface 108 can define a second block of the wall 104 that, when assembled together, form the annular combustor liner 82. As described herein, the wall 104 includes at least one set of dilution openings 90. It is further contemplated that the annular combustor liner 82 can be any type of annular combustor liner 82, including but not limited to a double walled liner or a tile liner. The igniters 110 can be disposed at the wall 104 and fluidly coupled to the combustion chamber 86.

[0029] During operation, compressed air (C) can flow from the compressor section 12 to the combustor 80 through the compressed air passage 88. The at least one set of dilution openings 90 in the annular combustor liner 82 allows at least a portion of the compressed air (C), which portion defines a dilution air flow (D), to pass from the compressed air passage 88 to the combustion chamber 86.

[0030] Some of the compressed air (C) can mix with fuel (F) from the fuel injectors of the annular arrangement of fuel injectors 76 and, once entering the combustor 80, is ignited within the combustion chamber 86 by the one or more igniters 110 to generate combustion gases (G). The combustion gases (G) are mixed using the dilution air flow (D) supplied through the at least one set of dilution openings 90 and mixed within the combustion chamber 86, after which the combustion gases (G) flow through the combustor outlet 112 and exit into the turbine section 16.

[0031] Figure 3 is a cross-sectional side view of a fuel injector 140 of at least one fuel injector of the annular array of fuel injectors 76 suitable for use as Figure 2 A cross-sectional side view of a fuel injector 140 of at least one fuel injector of the annular array of fuel injectors 76 suitable for use as Figure 2 The fuel injector 140 can include a wall 150 disposed along a distal end of the fuel injector 140. A first set of fuel orifices 122 can be disposed along at least a portion of the wall 150 and extend through at least a portion of the wall 150 and define an outlet of the fuel injector 140 for fuel (F) from the fuel injector 140.

[0032] A flow restrictor 124 can be disposed within a portion of the fuel conduit 120. As a non-limiting example, the flow restrictor 124 can be disposed upstream of the first set of fuel orifices 122. The flow restrictor 124 can span the entire fuel conduit 120 and obstruct the flow of fuel (F). In other words, the flow restrictor 124 can act as a point of impedance or restriction to the flow of fuel (F) within the flow restrictor 124. In order for fuel (F) to flow out of the first set of fuel orifices 122, the fuel (F) must first flow through the flow restrictor 124. The flow restrictor 124 can include a second set of fuel orifices 126 within the flow restrictor 124. As a non-limiting example, the flow restrictor 124 and the portion of the fuel conduit 120 within which the flow restrictor 124 is disposed can be circular. Thus, the flow restrictor 124 can be a circumferential flow restrictor. The second set of fuel orifices 126 can be circumferentially and radially spaced throughout the flow restrictor 124 and extend axially through the flow restrictor 124 with respect to a centerline axis 130 of the flow restrictor 124. In other words, the second set of fuel orifices 126 can form a plurality of rows of radially spaced circumferentially spaced orifices. Alternatively, the flow restrictor 124 can be any suitable shape corresponding to the portion of the fuel injector 140 within which the flow restrictor 124 is disposed. Thus, the flow restrictor 124 and the fuel injector 140 can take any suitable shape. As a non-limiting example, the fuel injector 140 can include a venturi, with the flow restrictor 124 disposed within the venturi. The flow restrictor 124 can increase or decrease a cross-sectional area to conform to the shape of the venturi. Similarly, the first set of fuel orifices 122 can be circumferentially or radially spaced with respect to one another. It should be appreciated that each of the first set of fuel orifices 122 and the second set of fuel orifices 126 can be sized or shaped to any suitable size or shape. Further, there can be any number of one or more of the first set of fuel orifices 122 and one or more of the second set of fuel orifices 126.

[0033] The flow restrictor 124 can span the fuel conduit 120 in any suitable direction. As non-limiting examples, the flow restrictor 124 can extend perpendicularly with respect to the centerline axis 130, as shown, or non-perpendicularly through the fuel conduit 120. Further, the flow restrictor 124 can have any suitable length between the diametrically opposing walls of the fuel conduit 120. As a non-limiting example, the length of the flow restrictor 124 can equal the diameter of the fuel conduit 120. Alternatively, the length of the flow restrictor 124 can not equal the diameter of the fuel conduit 120. The flow restrictor 124 can have any suitable shape, size, or form. As a non-limiting example, the flow restrictor 124 can be a planar flow restrictor that extends linearly through the fuel conduit 120 when viewed from a plane parallel to the centerline axis 130 and intersecting the flow restrictor 124. Alternatively, the flow restrictor 124 can be a non-planar flow restrictor that extends non-linearly through the fuel conduit 120 when viewed from a plane parallel to the centerline axis 130 and intersecting the flow restrictor 124 (e.g., the flow restrictor 124 can be formed as a wavy wave). It is further understood that the flow restrictor 124 can be symmetric or asymmetric about a plane parallel to the centerline axis 130 and intersecting the flow restrictor 124.

[0034] During operation, a flow of fuel (F) can flow through the second set of fuel orifices 126, into the cavity 128, and through the first set of fuel orifices 122. The fuel (F) can then flow into the combustor 80( Figure 2 ) when entering the combustor 80. The fuel (F) can mix with a flow of air (e.g., compressed air (C)) when entering the combustor 80. The fuel (F) and the flow of air can each include acoustic oscillations (e.g., acoustic oscillations of hydrogen-containing fuel) that can interact with one another to generate combustion dynamics. As used herein, the term “combustion dynamics” or iterations thereof can refer to the generation of acoustic pressure oscillations that occur within a combustor. As non-limiting examples, the acoustic pressure oscillations can occur within the fuel injector 140 or the fuel inlet 96( Figure 2 ) that can augment or synthesize with the combustion dynamics within the combustor 80. It is contemplated that mitigation, elimination, or control of the combustion dynamics can result in greater efficiency or longer life cycle of the turbine engine 10.

[0035] When fuel (F) flows through fuel injector 140, two stages of pressure drop of fuel (F) can occur. A first pressure drop across second set of fuel orifices 126, and a second pressure drop across first set of fuel orifices 122. In other words, fuel (F) can have a first pressure upstream of second set of fuel orifices 126, a second pressure downstream of second set of fuel orifices 126 and within cavity 128, and a third pressure downstream of first set of fuel orifices 122. The change in pressure from the first pressure to the second pressure can define a first pressure drop, and the change in pressure from the second pressure to the third pressure can define a second pressure drop. As a non-limiting example, the second pressure drop across second set of fuel orifices 126 can be greater than the first pressure drop across first set of fuel orifices 122, such that combustion dynamics occurring in combustion chamber 86 can propagate upstream of first set of fuel orifices 122, and into cavity 128, but not through restrictor 124. In other words, the two pressure drops can be used to position combustion dynamics in fuel injector 140 or a fuel inlet (e.g., fuel inlet 96 of Figure 2 ) to which fuel injector 140 is coupled, away from combustion dynamics within combustion chamber downstream of fuel injector 140. This ultimately reduces or otherwise controls the overall combustion dynamics of the combustion section. Figure 2

[0036] Acoustic oscillations of fuel (F) can depend at least in part on an acoustic impedance of fuel injector 140, which is a function of the two pressure drops and the volume of cavity 128. As a non-limiting example, the acoustic impedance can be controlled by varying the location, number, size, or formation of second set of fuel orifices 126 or first set of fuel orifices 122, or by varying the volume of cavity 128. As a non-limiting example, the axial length relative to centerline axis 130, or the volume of cavity 128, can be sized relative to the acoustic oscillations of fuel (F) such that the acoustic oscillations of fuel (F) within cavity 128 and downstream of first set of fuel orifices 122 can compensate for or cancel the acoustic pressure oscillations of compressed air (C), which can ultimately reduce or otherwise control the overall combustion dynamics in combustion chamber 86 Figure 2 ) and fuel injector 140. As a non-limiting example, the axial length of cavity 128 can be one quarter of the wavelength of the acoustic oscillations of fuel (F). Thus, fuel injector 140 can further be defined as an acoustic resonator that can be used to mitigate combustion dynamics within the combustion chamber and fuel injector 140.

[0037] ​Further, the fuel injector 140 can be used to distribute the fuel (F) in a desired manner prior to the fuel (F) entering the combustion chamber 86. As non-limiting examples, the geometry of the flow restrictor 124 (e.g., the number, location, and size of the second set of fuel orifices 126) and the positioning of the first set of fuel orifices 122 can be used to generate a profile of the fuel (F) as it enters the combustion chamber 86. The profile of the fuel (F) can determine the shape of the flame or the shape of the flame after the fuel (F) is mixed with the compressed air (C) and ignited within the combustor 80. The shape of the flame can directly affect the combustor exit velocity and temperature profile of the combustion gases (e.g., after combustion has occurred) leaving the combustion chamber 86, the pollutant emissions, and the combustion dynamics within the combustor 80.

[0038] Figure 4 is an exemplary fuel injector 240 of at least one of the fuel injectors 76 of the annular array suitable for use as Figure 2 a cross-sectional side view of an exemplary fuel injector 240 of at least one of the fuel injectors 76 of the annular array suitable for use as

[0039] The fuel injector 240 includes a first fuel conduit 220 that terminates at a distal end of the fuel injector 240 defined by a wall 250. The first fuel conduit 220 is configured to receive the fuel (F). A first set of fuel orifices 222 can be disposed within and extend through the wall 250 to define an outlet of the fuel injector 240. A flow restrictor 224 can be disposed within the first fuel conduit 220 upstream of the first set of fuel orifices 222 and is defined by a centerline axis 230. The flow restrictor 224 can include a second set of fuel orifices 226 fluidly coupled to the fuel (F), with at least a portion of the second set of fuel orifices 226 directly fluidly coupled to the cavity 228.

[0040] The flow restrictor 224 is similar to the flow restrictor 124, except that the flow restrictor 224 does not form a planar flow restrictor relative to a plane that is orthogonal to the centerline axis 230 and that intersects the flow restrictor 224. Instead, the flow restrictor 224 includes a first portion that includes a first subset 256 of the second set of fuel orifices 226 and a second portion that includes a second subset 258 of the second set of fuel orifices 226. The second portion can extend axially outward from a plane that is orthogonal to the centerline axis 230 and that intersects the first portion in a first direction. The second portion can define the first protrusion 232. The flow restrictor 224 can further include a third portion that extends axially outward from the plane in a second direction that is opposite the first direction to define a second protrusion 234. The second protrusion 234 can face, contact, couple, or be integrally formed with a portion of the fuel injector 240 that includes the first set of fuel orifices 222. The second fuel conduit 236 can be formed by the first protrusion 232 and the second protrusion 234 and extend axially through the flow restrictor 224. Thus, a first subset 252 of the first set of fuel orifices 222 can be fluidly coupled to the first fuel conduit 220, while a second subset 254 of the first set of fuel orifices 222 that is different from the first subset 252 can be fluidly coupled to the second fuel conduit 236. The cavity 228 and the second fuel conduit 236 can form concentric circles, or any other suitable shape when viewed in a plane that is orthogonal to the centerline axis 230 and that intersects the cavity 228 and the second fuel conduit 236, the cavity 228 encloses the second fuel conduit 236. As a non-limiting example, an axial length of the second fuel conduit 236 can be greater than an axial length of the cavity 228. However, it should be appreciated that the axial length of the second fuel conduit 236 can be less than the axial length of the cavity 228. Thus, the first protrusion 232 can be formed as a recess within the flow restrictor 224 such that the fuel orifices of the second set of fuel orifices 226 disposed on the first protrusion 232 are downstream of the remaining fuel orifices of the second set of fuel orifices 226.

[0041] The fuel injector 240 can be defined by a first segment 260 and a second segment 262 that together define a fuel conduit of the fuel injector 240 (e.g., a combination of the first and second fuel conduits 220, 236). The first segment 260 can be defined by a space fluidly coupled between the first set of fuel orifices 222 and the second set of fuel orifices 226 of the cavity 228. The second segment 262 can be defined by a space fluidly coupled between the fuel orifices of the first set of fuel orifices 222 and the second set of fuel orifices 226 of the second fuel conduit 236. The first segment 260 can enclose or at least partially surround the second segment 262. As a non-limiting example, the fuel injector 240 can be a tubular fuel injector such that the first segment 260 circumscribes the second segment 262 when viewed along a plane that is orthogonal to the centerline axis 230 and intersects the first and second segments 260, 262. An outlet of the first segment 260 can be defined by a first subset 252 of the first set of fuel orifices 222. An inlet of the first segment 260 can be defined by a first subset 256 of the second set of fuel orifices 226. An outlet of the second segment 262 can be defined by a second subset 254 of the first set of fuel orifices 222. An inlet of the second segment 262 can be defined by a second subset 258 of the second set of fuel orifices 226 that is different than the first subset 256. The inlet of the first segment 260 can be spaced apart from the inlet of the second segment 262. The fuel orifices defining the outlets and inlets of the first and second segments 260, 262 can be different sizes or shapes, or the same size or shape as one another. The volumes or axial lengths of the first and second segments 260, 262 relative to the centerline axis 230 can be sized to mitigate combustion dynamics within the fuel injector 240. While two segments are illustrated, it should be understood that the flow restrictor 224 can divide the fuel injector 240 into any number of concentric or non-concentric segments.

[0042] The second set of fuel orifices 226, like the second set of fuel orifices 126, Figure 3 may be circumferentially and radially spaced apart about the flow restrictor 224. However, the second set of fuel orifices 226 can be further axially spaced apart about the flow restrictor 224. As illustrated, at least a portion of the second set of fuel orifices 226 can be disposed on a forward or upstream portion of the first protrusion 232, while the remaining orifices of the second set of fuel orifices 226 can be disposed on a portion of the flow restrictor 224 downstream of the first protrusion 232. The fuel orifices of the second set of fuel orifices 226 disposed on the first protrusion 232 can be directly fluidly coupled to the second fuel conduit 236, while the remaining orifices of the second set of fuel orifices 226 can be directly fluidly coupled to the cavity 228.

[0043] Each orifice of the second set of fuel orifices 226 can be defined by a cross-sectional area relative to a plane that is orthogonal to the centerline axis 230 and intersects the respective fuel orifice of the second set of fuel orifices 226. As shown, the fuel orifices of the second set of fuel orifices 226 disposed on the first protrusion 232 can be defined by a first cross-sectional area, while the cross-sectional area of the fuel orifices of the second set of fuel orifices 226 downstream of the first protrusion 232 can be defined by a second cross-sectional area, which can be different than the first cross-sectional area. In other words, the fuel orifices of the second set of fuel orifices 226 disposed on the first protrusion 232 can be different than the remaining fuel orifices of the second set of fuel orifices 226. As a non-limiting example, each cross-sectional area can be equal. The size of each fuel orifice of the second set of fuel orifices 226 can be used to control the mass flow rate of the fuel (F) within the cavity 228 and the second fuel conduit 236. As a non-limiting example, a smaller cross-sectional area will result in a smaller fuel flow rate. As shown, the fuel (F) within the cavity 228 will have a greater flow rate than the fuel (F) within the second fuel conduit 236.

[0044] The first set of fuel orifices 222 can be positioned in correspondence with one of the cavity 228 or the second fuel conduit 236. As a non-limiting example, any number of one or more fuel orifices of the first set of fuel orifices 222 can be directly fluidly coupled to the cavity 228, while the remaining fuel orifices of the first set of fuel orifices 222 can be directly fluidly coupled to the second fuel conduit 236. The size or arrangement of the second set of fuel orifices 226 and the positioning and size of the first set of fuel orifices 222 can be used to vary the fuel flow rate in the second fuel conduit 236 and the cavity 228, and thus, the profile of the fuel (F) as it exits the first set of fuel orifices 222 and flows into the combustor 80.

[0045] Figure 5 is an exemplary fuel injector 340 of at least one of the fuel injectors 76 of the annular array of fuel injectors 76 suitable for use as Figure 2 is a cross-sectional side view of an exemplary fuel injector 340 of at least one of the fuel injectors 76 of the annular array of fuel injectors 76 suitable for use as

[0046] The fuel injector 340 can include a wall 350 disposed along a distal end of the fuel injector 340. The fuel injector 340 includes a first set of fuel orifices 322 that can be disposed along at least a portion of the wall 350 and extend through at least a portion of the wall 350 to define an outlet of the fuel injector 340. A flow restrictor 324 can be disposed within the fuel injector 340 upstream of the first set of fuel orifices 322 and defined by the centerline axis 330. The flow restrictor 324 can include a second set of fuel orifices 326, where at least a portion of the second set of fuel orifices 326 are directly fluidly coupled to the cavity 328.

[0047] The fuel injector 340 is similar to the fuel injectors 140, 240, except that the fuel injector 340 is fluidly coupled to a first fuel (Fl) stream from a first fluid circuit and a second fuel (F2) stream from a second fluid circuit. The first fuel (Fl) and the second fuel (F2) can each contain a hydrogen-containing fuel having a respective percentage of hydrogen. The hydrogen percentage of the first fuel (Fl) can or can not be equal to the hydrogen percentage of the second fuel (F2). The difference between the first fuel (Fl) and the second fuel (F2) can be a chemical composition of the fluid streams, or a pressure, volume, or velocity of the fluid streams. As a non-limiting example, the first fuel (Fl) can contain between 0% and 100% hydrogen. As a non-limiting example, the second fuel (F2) can contain between 0% and 100% hydrogen. As a non-limiting example, the first fuel (Fl) can contain 50% hydrogen and 50% other fuel, while the second fuel (F2) can contain 100% hydrogen. As a non-limiting example, both the first fuel (Fl) and the second fuel (F2) can contain 100% hydrogen. Alternatively, the first fuel (Fl) and the second fuel (F2) can be the same fuel with different or equal mass flow rates, pressures, volumes, or velocities. It is contemplated that one of the first fuel (Fl) or the second fuel (F2) can contain a non-hydrogen-containing fuel. It should be understood that the fuel injector 340 can be fluidly coupled to any number of fluid circuits containing any sustainable fuel.

[0048] The fuel injector 340 can be divided into a first fuel conduit 320 and a second fuel conduit 336. The first fuel conduit 320 can be fluidly coupled to the first fuel (Fl), while the second fuel conduit 336 can be fluidly coupled to the second fuel (F2). It should be understood that the fuel injector 340 can be divided into any number of fuel conduits. As a non-limiting example, the number of fuel conduits can correspond to the number of fuel circuits fluidly coupled to the fuel injector 340.

[0049] The flow restrictor 324 can be in fluid communication with Figure 4The flow restrictor 324 includes a first portion, a second portion defining a first protrusion 332, and a third portion defining a second protrusion 334, which together define at least a portion of a second fuel conduit 336. As shown, the first protrusion 332 can extend axially through the fuel injector 340. It is contemplated that the first protrusion 332 can further define a hose or conduit that is directly fluidly coupled to a portion of a second fuel circuit containing the second fuel (F2). A second set of fuel orifices 326, similar to the second set of fuel orifices 226( Figure 4 ), can be axially, radially, and circumferentially spaced about the flow restrictor 324 relative to the centerline axis 330. Axially forward or upstream fuel orifices of the second set of fuel orifices 326 can be disposed within a portion of the second fuel conduit 336, while the remaining fuel orifices can be disposed within the first fuel conduit 320. A portion of the first fuel conduit 320 downstream of the second set of fuel orifices 326 within the first fuel conduit 320 can define a cavity 328. Similar to the second set of fuel orifices 226( Figure 4 ), the second set of fuel orifices 326 can vary in shape, size, or cross-sectional area to influence a profile of fluid flow through the respective fuel orifices 326. Similar to the second set of fuel orifices 226( Figure 4 ), the second set of fuel orifices 326 can vary in arrangement relative to the cavity 328 and the second fuel conduit 336. Similar to the flow restrictor 224( Figure 4 ), the flow restrictor 324 includes a first segment 360 and a second segment 362, where the first segment 360 encloses the second segment 362. The first segment 360 can extend between the first subset 352 of the first set of fuel orifices 322 and the first subset 356 of the second set of fuel orifices 326. The second segment 362 can extend between a second subset 354 of the first set of fuel orifices 322 different from the first subset 352 and a second subset 358 of the second set of fuel orifices 326 different from the first subset 356.

[0050] Further, variations in pressure, volume, or velocity of the first fuel (Fl) relative to the second fuel (F2), the arrangement of the first set of fuel orifices 322 or the second set of fuel orifices 326 can be used to further control a profile of fluid flow (e.g., a combined fluid flow of the first fuel (Fl) and the second fuel (F2)) out of the fuel injector 340 and into the combustor 80( Figure 2 ).

[0051] Compared to conventional combustors, benefits associated with the disclosures described herein include improvements to fuel profile, flame shape, combustor exit temperature profile, pollutant emissions, and combustion dynamics within the combustor. For example, conventional combustors can include a fuel injector having a fuel conduit that feeds into a set of orifices that define the fuel injector exit. In conventional fuel injectors, there is nothing between the fuel inlet and the set of orifices. This in turn creates a large pressure differential between a portion of the fuel injector upstream of the set of orifices and a portion of the fuel injector downstream of the set of orifices. This in turn results in an uncontrolled profile of fuel exiting the fuel injector and ultimately an uncontrolled flame shape. This results in uncontrolled and undesirable combustion dynamics, which ultimately can reduce the overall efficiency or life of a turbine engine including a conventional combustor. However, a fuel injector as described herein includes a flow restrictor having a set of fuel orifices, and a cavity or concentric segment formation that can both be used to adjust or otherwise control the profile of fuel exiting the first set of fuel orifices and control combustion dynamics within the combustion chamber. As discussed herein, changes to the profile can ultimately control the flame shape, which can ultimately control the combustion dynamics within the combustor. Further, the axial length or volume of the cavity or segment can be sized relative to the acoustic oscillations of the fuel flow within the fuel injector such that the acoustic oscillations of the fuel within the cavity or segment and downstream of the first set of fuel orifices can compensate or cancel out the acoustic pressure oscillations of the airflow oscillations in the combustor and ultimately reduce the combustion dynamics in the combustion chamber. Control, mitigation, or cancellation of the combustion dynamics can ultimately result in a turbine engine with higher efficiency compared to conventional turbine engines including conventional combustors. Further, the controlled flame shape can also impact the combustion pollutant emissions and the combustor exit temperature profile, which can result in a more environmentally friendly and more efficient turbine engine, respectively, compared to conventional turbine engines.

[0052] Further benefits of the present disclosure include a combustor having a fuel injector that includes a fuel stream having a hydrogen-containing fuel. Hydrogen-containing fuels have a higher flame temperature than traditional fuels (e.g., fuels that do not contain hydrogen). That is, hydrogen or hydrogen-blended fuels generally have a wider flammability range and faster burn rate than traditional fuels, such as petroleum-based fuels or petroleum and synthetic fuel mixtures. Further, hydrogen within a hydrogen-containing fuel is a compressible gas. As such, the fuel can oscillate and interact with the combustion dynamics of the combustor. This, in turn, can increase the overall combustion dynamics of the combustor. As such, many combustion components designed for traditional fuels will not be suitable for use with hydrogen or hydrogen-blended fuels. However, the fuel injector as described herein can be used in situations that use hydrogen-containing fuels. The fuel injector includes a flow restrictor, a cavity, and a first set of fuel orifices. When the fuel flows against the flow restrictor and through a second set of fuel orifices, the fuel has a first pressure upstream of the flow restrictor and a second pressure downstream of the flow restrictor (e.g., within the cavity), thus defining a first pressure drop. The fuel within the cavity and at the second pressure can then flow through the first set of fuel orifices, where the fuel is then at a third pressure downstream of the first set of fuel orifices, thus defining a second pressure drop. The first pressure drop is greater than the second pressure drop. These two stages or pressure drops, in turn, result in a relatively small pressure drop experienced through the second set of fuel orifices as compared to conventional fuel injectors that do not include a flow restrictor (e.g., a single set of orifices that only define an outlet of the fuel injector). The pressure drop through the flow restrictor upstream of the first set of fuel orifices, the pressure drop through the first set of fuel orifices, and the inclusion of the segment or cavity, can be used to create fuel flow oscillations that will cancel out or counteract the airflow oscillations in the combustor, resulting in a decrease in the overall combustion dynamics of the combustor, which in turn can increase the life and efficiency of the turbine engine as compared to conventional turbine engines that use traditional fuels.

[0053] In areas not yet described, different features and structures of the various aspects can be used in combination or substituted for one another as desired. The failure to exemplify one feature in all examples does not mean it cannot be so exemplified, but rather, it is done for brevity of description. Thus, various features of different aspects can be mixed and matched as desired to form new aspects, whether or not the new aspects are expressly described. All combinations or permutations of features described herein are covered by the present disclosure.

[0054] This written description uses examples to describe the aspects of the disclosure described herein, including the best mode, and also to enable any person skilled in the art to practice the aspects of the disclosure, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the aspects of the disclosure is defined by the claims, and can include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent

[0055] Further aspects of the disclosure are provided by the subject matter of the following clauses:

[0056] A turbine engine comprising: a compressor section, a combustion section, and a turbine section in serial flow arrangement; and a combustor disposed within the combustion section, defining a combustion chamber, and having at least one fuel injector comprising: a fuel conduit fluidly coupled to a fuel; a first set of fuel orifices extending through a wall of the fuel injector and fluidly coupling the fuel conduit to the combustion chamber; and a flow restrictor located within the fuel conduit upstream of and spaced apart from the first set of fuel orifices and having a second set of fuel orifices fluidly coupled to the first set of fuel orifices.

[0057] The turbine engine of any of the preceding clauses, wherein the fuel is defined by a first pressure upstream of the second set of fuel orifices, a second pressure downstream of the second set of fuel orifices and upstream of the first set of fuel orifices, and a third pressure downstream of the first set of fuel orifices.

[0058] The turbine engine of any of the preceding clauses, wherein a pressure change from the first pressure to the second pressure defines a first pressure drop, and a pressure change from the second pressure to the third pressure defines a second pressure drop, the second pressure drop being greater than the first pressure drop.

[0059] The turbine engine of any of the preceding clauses, wherein the flow restrictor comprises a first portion and a second portion, and wherein the second portion extends axially outward from a plane that is normal to the centerline axis and intersects the first portion to define a first protrusion.

[0060] The turbine engine of any of the preceding clauses, wherein the flow restrictor comprises a third portion that extends axially outward in a second direction opposite the first direction from the plane to define a second protrusion.

[0061] The turbine engine of any of the preceding clauses, wherein the at least one fuel injector is defined by a first segment and a second segment that together define the fuel duct, wherein the first segment defines a first fuel duct and the second segment defines a second fuel duct formed by the first protrusion and the second protrusion.

[0062] The turbine engine of any of the preceding clauses, wherein an outlet of the first segment includes a first subset of the first set of fuel orifices and an outlet of the second segment includes a second subset of the first set of fuel orifices different from the first subset.

[0063] The turbine engine of any of the preceding clauses, wherein an inlet of the first segment includes a first subset of the second set of fuel orifices and an inlet of the second segment includes a second subset of the second set of fuel orifices different from the first subset.

[0064] The turbine engine of any of the preceding clauses, wherein the first subset is spaced apart from the second subset.

[0065] The turbine engine of any of the preceding clauses, wherein the first segment encloses at least a portion of the second segment.

[0066] The turbine engine of any of the preceding clauses, wherein the first segment and the second segment are each fluidly coupled to the fuel.

[0067] The turbine engine of any of the preceding clauses, wherein the fuel is a first fuel and the first segment is fluidly coupled to the first fuel and the second segment is fluidly coupled to a second fuel different from the first fuel.

[0068] The turbine engine of any of the preceding clauses, wherein the second fuel includes at least one of a different chemical composition or a same chemical composition relative to the first fuel.

[0069] The turbine engine of any of the preceding clauses, wherein the first fuel and the second fuel are each a hydrogen-containing fuel having a first percentage of hydrogen and a second percentage of hydrogen, respectively.

[0070] The turbine engine of any of the preceding clauses, wherein the first percentage is not equal to the second percentage.

[0071] The turbine engine of any of the preceding clauses, wherein the first fuel includes a different pressure, volume, or velocity relative to the second fuel.

[0072] The turbine engine of any of the preceding clauses, wherein the second section is fluidly coupled to a second fuel source comprising the second fuel by a hose or conduit that is fluidly coupled directly to the second subset of the second set of fuel orifices.

[0073] The turbine engine of any of the preceding clauses, wherein the fuel is a hydrogen-containing fuel.

[0074] A combustor comprising: a combustion chamber; and a fuel injector comprising: a fuel conduit fluidly coupled to a fuel; a first set of fuel orifices extending through a wall of the fuel injector and fluidly coupling the fuel conduit to the combustion chamber; and a flow restrictor within the fuel conduit upstream of and spaced apart from the first set of fuel orifices and having a second set of fuel orifices fluidly coupled to the first set of fuel orifices.

[0075] The combustor of any of the preceding clauses, wherein the fuel is defined by a first pressure upstream of the second set of fuel orifices, a second pressure downstream of the second set of fuel orifices and upstream of the first set of fuel orifices, and a third pressure downstream of the first set of fuel orifices, wherein a pressure change from the first pressure to the second pressure defines a first pressure drop, and a pressure change from the second pressure to the third pressure defines a second pressure drop, the second pressure drop being greater than the first pressure drop.

Claims

1. A turbine engine, characterized in that, include: The compressor section, combustion section, and turbine section are arranged in a series flow pattern; and A burner, disposed within the combustion zone, comprising: A dome wall and a burner liner, the dome wall and the burner liner together forming a combustion chamber about a longitudinal axis and at least one fuel injector extending through a corresponding portion of the dome wall, the at least one fuel injector being arranged in an annular arrangement about the longitudinal axis, the at least one fuel injector comprising: A fuel conduit, wherein the fuel conduit defines a centerline axis, terminates at a distal end, and is fluidly connected to fuel; A wall, located within the fuel conduit and spaced apart from the distal end, includes a first set of fuel orifices extending through the wall of the fuel injector and fluidly connecting the fuel conduit to the combustion chamber; and A flow restrictor located within the fuel line, upstream of and spaced apart from the first set of fuel orifices, and having a second set of fuel orifices fluidly connected to the first set of fuel orifices; The diameter of the fuel pipe on the wall is the same as the diameter of the fuel pipe on the flow restrictor; The current limiter includes a first portion and a second portion, wherein the second portion extends axially outward from a plane orthogonal to the centerline axis and intersecting the first portion to define a first protrusion.

2. The turbine engine according to claim 1, characterized in that, The fuel is defined by a first pressure upstream of the second set of fuel orifices, a second pressure downstream of the second set of fuel orifices, a second pressure upstream of the first set of fuel orifices, and a third pressure downstream of the first set of fuel orifices.

3. The turbine engine according to claim 2, characterized in that, The pressure change from the first pressure to the second pressure defines a first pressure drop, and the pressure change from the second pressure to the third pressure defines a second pressure drop, the second pressure drop being greater than the first pressure drop.

4. The turbine engine according to claim 1, characterized in that, The flow limiter includes a third portion that extends axially outward from the plane in a second direction opposite to the first direction to define a second protrusion.

5. The turbine engine according to claim 4, characterized in that, The at least one fuel injector is defined by a first section and a second section that together define the fuel conduit, wherein the first section defines a first fuel conduit and the second section defines a second fuel conduit formed by the first protrusion and the second protrusion.

6. The turbine engine according to claim 5, characterized in that, The outlet of the first segment includes a first subgroup of the first set of fuel orifices, and the outlet of the second segment includes a second subgroup of the first set of fuel orifices that is different from the first subgroup.

7. The turbine engine according to claim 5, characterized in that, The inlet of the first segment includes a first subgroup of the second set of fuel orifices, and the inlet of the second segment includes a second subgroup of the second set of fuel orifices that is different from the first subgroup.

8. The turbine engine according to claim 7, characterized in that, The first subgroup and the second subgroup are separated.

9. The turbine engine according to claim 5, characterized in that, The first segment surrounds at least a portion of the second segment.

10. The turbine engine according to claim 5, characterized in that, The first segment and the second segment are each fluidly connected to the fuel.

11. The turbine engine according to claim 7, characterized in that, The fuel is a first fuel, and the first fluid segment is connected to the first fuel, and the second fluid segment is connected to a second fuel that is different from the first fuel.

12. The turbine engine according to claim 11, characterized in that, The second fuel comprises at least one of a different chemical composition or the same chemical composition relative to the first fuel.

13. The turbine engine according to claim 11, characterized in that, The first fuel and the second fuel are each hydrogen-containing fuels having a first percentage of hydrogen and a second percentage of hydrogen, respectively.

14. The turbine engine according to claim 13, characterized in that, The first percentage is not equal to the second percentage.

15. The turbine engine according to claim 11, characterized in that, The first fuel has different pressure, volume, or velocity relative to the second fuel.

16. The turbine engine according to claim 11, characterized in that, The fuel mentioned therein is a hydrogen-containing fuel.

17. The turbine engine according to claim 11, characterized in that, The second segment is fluidly connected to a second fuel source including the second fuel via a hose or conduit, the hose or conduit being directly fluidly connected to the second subgroup of the second set of fuel orifices.

18. A burner, characterized in that, The burner includes: A dome wall and a burner liner, the dome wall and the burner liner together forming a combustion chamber about a longitudinal axis and a fuel injector extending through a corresponding portion of the dome wall, the fuel injector being arranged in an annular arrangement about the longitudinal axis, the fuel injector comprising: A fuel conduit, wherein the fuel conduit defines a centerline axis, terminates at a distal end, and is fluidly connected to fuel; A wall, located within the fuel conduit and spaced apart from the distal end, includes a first set of fuel orifices extending through the wall of the fuel injector and fluidly connecting the fuel conduit to the combustion chamber; and A flow restrictor located within the fuel line, upstream of and spaced apart from the first set of fuel orifices, and having a second set of fuel orifices fluidly connected to the first set of fuel orifices; The diameter of the fuel pipe on the wall is the same as the diameter of the fuel pipe on the flow restrictor; The current limiter includes a first portion and a second portion, wherein the second portion extends axially outward from a plane orthogonal to the centerline axis and intersecting the first portion to define a first protrusion.

19. The burner according to claim 18, characterized in that, The fuel is defined by a first pressure upstream of the second set of fuel orifices, a second pressure downstream of the second set of fuel orifices and upstream of the first set of fuel orifices, and a third pressure downstream of the first set of fuel orifices. The pressure change from the first pressure to the second pressure defines a first pressure drop, and the pressure change from the second pressure to the third pressure defines a second pressure drop, which is greater than the first pressure drop.

Images