Systems and methods for supplying output products to the combustion chamber of a gas turbine engine.

Abstract

A system and method comprising a plurality of reformer stacks extending around a combustion chamber. The reformer stacks are distributed along the length of the combustion chamber in the axial direction and are configured to provide output products to the combustion chamber.

Description

Technical Field

[0001] This disclosure relates to systems and methods for providing output products to the combustion chamber of a gas turbine engine, the propulsion system including a reformer. Background Technology

[0002] A gas turbine engine generally consists of a turbine and a rotor assembly. Gas turbine engines (such as turbofan engines) can be used for aircraft propulsion. In the case of a turbofan engine, the turbine includes a compressor section, a combustion section, and a turbine section in a sequential flow sequence, and the rotor assembly is configured as a fan assembly.

[0003] During operation, air is compressed in the compressor and mixed with fuel in the combustion section and ignited to generate combustion gases, which flow downwards through the turbine section. The turbine section extracts energy from the combustion gases to rotate the compressor section and fan assembly, thereby powering the gas turbine engine and propelling the aircraft containing this gas turbine engine during flight.

[0004] The combustor power is adjusted to meet fan speed or thrust requirements. The temperature of the combustor in the combustion zone can depend on the combustor power and can be an operational limitation of the gas turbine engine. Therefore, achieving the desired combustor power may cause the combustor temperature to change in a way that increases emissions. If the combustor temperature is too low, carbon monoxide (CO) may increase. And if the combustor temperature is too high, nitrogen oxides (NOx) will increase. x This could increase. Therefore, systems and methods capable of achieving desired burner power while reducing emissions will be welcomed in this field. Attached Figure Description

[0005] The complete and practical disclosure of this disclosure, including its best mode, is set forth in the description with reference to the accompanying drawings, for those skilled in the art, wherein:

[0006] Figure 1 This is a cross-sectional view of a gas turbine engine according to an exemplary aspect of this disclosure.

[0007] Figure 2 This is a perspective view of the integrated reformer and burner assembly according to this disclosure.

[0008] Figure 3 yes Figure 2 A partial cross-sectional perspective view of the reformer stack of the integrated reformer and burner assembly.

[0009] Figure 4 This is a schematic diagram of a gas turbine engine including an integrated reformer and combustor assembly, according to an exemplary aspect of this disclosure.

[0010] Figure 5 This is a cross-sectional view of an integrated reformer and burner assembly according to an exemplary aspect of this disclosure.

[0011] Figure 6 This is a cross-sectional view of an integrated reformer and burner assembly according to an exemplary aspect of this disclosure.

[0012] Figure 7 This is a cross-sectional view of an integrated reformer and burner assembly according to an exemplary aspect of this disclosure.

[0013] Figure 8 This is a cross-sectional view of an integrated reformer and burner assembly according to an exemplary aspect of this disclosure. Detailed Implementation

[0014] Reference will now be made in detail to the present embodiments of this disclosure, one or more examples of which are illustrated in the accompanying drawings. The detailed description uses numerals 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.

[0015] The term "exemplary" is used herein to mean "serving as an example, instance, or illustration." Any implementation described herein as "exemplary" is not necessarily to be construed as superior or better than other implementations. Furthermore, unless explicitly stated otherwise, all embodiments described herein should be considered exemplary.

[0016] For the purposes described below, the terms “upper,” “lower,” “right,” “left,” “vertical,” “horizontal,” “top,” “bottom,” “lateral,” “longitudinal,” and their derivatives should be associated with the embodiments in which they are oriented in the accompanying drawings. However, it should be understood that various alternative variations may be assumed in the embodiments unless explicitly stated otherwise. It should also be understood that the specific devices shown in the drawings and described in the following description are merely exemplary embodiments of this disclosure. Therefore, the specific dimensions and other physical characteristics associated with the embodiments disclosed herein should not be considered limiting.

[0017] 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.

[0018] The terms "front" and "rear" refer to relative positions within a gas turbine engine or vehicle, and specifically to the normal operating posture of the gas turbine engine or vehicle. For example, in the case of a gas turbine engine, "front" refers to the position closer to the engine inlet, while "rear" refers to the position closer to the engine nozzle or exhaust port.

[0019] The terms "upstream" and "downstream" refer to the relative directions of fluid flow within a fluid path. For example, "upstream" refers to the direction from which the fluid flows, and "downstream" refers to the direction from which the fluid flows.

[0020] Unless otherwise specified herein, the terms “connection,” “fixed,” “attached to,” etc., refer to both direct connection, fixation, or attachment, and indirect connection, fixation, or attachment via one or more intermediate components or features.

[0021] Unless the context clearly indicates otherwise, the singular forms “a,” “a,” and “the” include plural references.

[0022] In the context of, for example, “at least one of A, B and C” or “at least one of A, B or C”, the term “at least one” means only A, only B, only C, or any combination of A, B and C.

[0023] As used throughout the specification and claims, approximate language is applied to modify any quantitative expression that allows for variation without altering its underlying function. Therefore, values ​​modified by terms such as “about,” “approximate,” and “substantially” are not limited to specified exact 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 margins of 1%, 2%, 4%, 10%, 15%, or 20%. These approximate margins may apply to a single value, to either end of a range defining a numerical value, or to margins between two ends, and / or between the ends.

[0024] Throughout this specification and claims, scope limitations are combined and interchanged, and unless the context or language otherwise indicates otherwise, such scopes are identified and include all subscopes contained herein. For example, all scopes disclosed herein include endpoints, and endpoints may be combined independently of each other.

[0025] As used herein, "third stream" refers to a non-mainstream flow that can increase fluid energy to generate a small amount of total propulsion thrust. The pressure ratio of the third stream can be higher than that of the main propulsion flow (e.g., bypass or propeller-driven propulsion flow). Thrust can be generated through dedicated nozzles or by mixing the airflow through the third stream with the main propulsion flow or core flow (e.g., mixing it into a common nozzle).

[0026] In some exemplary embodiments, the operating temperature of the airflow through the third flow can be below the engine's maximum compressor discharge temperature, and more specifically, below 350 degrees Fahrenheit (e.g., below 300 degrees Fahrenheit, below 250 degrees Fahrenheit, below 200 degrees Fahrenheit, and at least as high as ambient temperature). In some exemplary embodiments, these operating temperatures can facilitate heat transfer to or from the airflow through the third flow and the separate fluid flow. Furthermore, in some exemplary embodiments, under takeoff conditions, or more specifically, under operating conditions of sea-level rated takeoff power, static flight speed, and an ambient temperature of 86 degrees Fahrenheit, the airflow through the third flow can contribute less than 50% (and at least, for example, 2%) of the total engine thrust.

[0027] Furthermore, in some exemplary embodiments, the aforementioned exemplary percentage contribution of the third flow's airflow aspects (e.g., airflow, mixing, or exhaust properties) to the total thrust can be passively adjusted during engine operation or purposefully modified by using engine control features (such as fuel flow, motor power, variable stator, variable inlet guide vanes, valves, variable exhaust geometry, or fluid characteristics) to adjust or optimize overall system performance under a wide range of potential operating conditions.

[0028] The term “turbine” or “turbomachinery” refers to a machine that includes one or more compressors, a heating section (e.g., a combustion section), and one or more turbines that together generate torque output.

[0029] The term "gas turbine engine" refers to an engine that has a turbine as its power source, in whole or in part. Examples of gas turbine engines include turbofan engines, turboprop engines, turbojet engines, turboshaft engines, and hybrid electric versions of one or more of these engines.

[0030] When used with compressors, turbines, shafts, or spool components, unless otherwise specified, the terms “low” and “high,” or their respective comparatives (e.g., “lower” and “higher,” where applicable), refer to relative speeds within the engine. For example, “low-speed turbine” or “low-turbine” defines a component constructed to operate at a rotational speed (such as the maximum permissible rotational speed) lower than that of a “high-speed turbine” or “high-turbine” at the engine.

[0031] The term "equivalent ratio" refers to the ratio of the actual fuel / air ratio to the stoichiometric fuel / air ratio. Stoichiometric combustion occurs when all oxygen is consumed in the reaction and no molecular oxygen (O2) is found in the products.

[0032] If the equivalence ratio is equal to one, combustion is stoichiometric. If it is less than one, combustion is lean (lean fuel) with excess air, while if it is greater than one, combustion is rich (rich fuel) with incomplete combustion. The equivalence ratio is inversely related to the air-fuel ratio.

[0033] Exhaust from an aircraft gas turbine engine consists of CO, carbon dioxide (CO2), water vapor (H2O), unburned hydrocarbons (UHC), particulate matter (mainly carbon), and NO. x It also consists of excessive amounts of atmospheric oxygen and nitrogen.

[0034] If the burner temperature is too low, it may increase carbon monoxide (CO). Conversely, if the burner temperature is too high, it may increase nitrogen oxides (NOx). x ).

[0035] Systems and methods provide output products from a reformer to the combustion chamber of a gas turbine engine. Specifically, the output products can be provided according to a desired distribution. For example, the output products can be provided downstream of the combustion chamber to reduce their residence time in the combustion chamber, thereby reducing combustion chamber emissions.

[0036] Furthermore, the systems and methods described herein can provide a desired temperature distribution and / or product distribution along the length of the combustion chamber. For example, the product distribution can be determined such that the temperature along the length of the combustion chamber is within a low-emission temperature range. Product output can be provided at different locations along the length of the combustion chamber to shift the temperature into a low-emission temperature range by increasing or decreasing the temperature, thereby reducing emissions.

[0037] Referring now to the accompanying drawings, where the same numbers indicate the same elements throughout all the drawings. Figure 1 A schematic cross-sectional view of an engine according to an exemplary embodiment of the present disclosure is provided. The engine can be integrated into a vehicle. For example, the engine can be an aircraft engine integrated into an aircraft. However, alternatively, the engine can be any other suitable type of engine for any other suitable vehicle.

[0038] In the depicted embodiment, the engine is configured as a high-bypass gas turbine engine 100. As... Figure 1 As shown, the gas turbine engine 100 defines an axial direction A (extending parallel to the centerline axis 101 provided for reference), a radial direction R, and a circumferential direction (extending around the axial direction A; not shown in the diagram). Figure 1 (as shown in the diagram). Typically, the gas turbine engine 100 includes a fan section 102 and a turbine 104 disposed downstream of the fan section 102.

[0039] The depicted exemplary turbine 104 generally includes a substantially tubular housing 106 defining an annular inlet 108. The housing 106 surrounds, in a series flow relationship: a compressor section including a boost or low-pressure (LP) compressor 110 and a high-pressure (HP) compressor 112; a combustion section 114; a turbine section including a high-pressure (HP) turbine 116 and a low-pressure (LP) turbine 118; and an exhaust nozzle section 120. The compressor section, combustion section 114, and turbine section together at least partially define a core airflow path 121 extending from the annular inlet 108 to the exhaust nozzle section 120. The turbofan engine further includes one or more drive shafts. More specifically, the turbofan engine includes a high-pressure (HP) shaft or spool 122 drivingly connecting the HP turbine 116 to the HP compressor 112, and a low-pressure (LP) shaft or spool 124 drivingly connecting the LP turbine 118 to the LP compressor 110.

[0040] For the depicted embodiment, fan section 102 includes a fan 126 having a plurality of fan blades 128 spaced apart and coupled to disk 130. The fan blades 128 and disk 130 are rotatable together about a centerline axis 101 via LP shaft 124. Disk 130 is covered by a rotatable front hub 132, aerodynamically shaped to facilitate airflow through the plurality of fan blades 128. Furthermore, an annular fan housing or outer nacelle 134 is configured to circumferentially surround at least a portion of fan 126 and / or turbine 104. Nacelle 134 is supported relative to turbine 104 by a plurality of circumferentially spaced outlet guide vanes 136. A downstream section 138 of nacelle 134 extends over the outer portion of turbine 104 to define a bypass airflow passage 140 therebetween.

[0041] In this way, it will be understood that the gas turbine engine 100 generally includes a first flow (e.g., a core airflow path 121) and a second flow extending parallel to the first flow (e.g., a bypass airflow passage 140). In some exemplary embodiments, the gas turbine engine 100 may further define a third flow, for example, extending from the LP compressor 110 to the bypass airflow passage 140 or to the environment. With this configuration, the LP compressor 110 may generally include a first compressor stage configured as a ducted intermediate fan and a downstream compressor stage. The inlet of the third flow may be located between the first compressor stage and the downstream compressor stage.

[0042] Still referencing Figure 1 The gas turbine engine 100 further includes an accessory gearbox 142 and a fuel delivery system 146. In the illustrated embodiment, the accessory gearbox 142 is located within the shroud / casing 106 of the turbine 104. Furthermore, it will be understood that for... Figure 1In the schematically depicted embodiment, accessory gearbox 142 is mechanically coupled to one or more shafts or spools of turbine 104 and is rotatable with one or more shafts or spools of turbine 104. For example, in the depicted exemplary embodiment, accessory gearbox 142 is mechanically coupled to HP shaft 122 via a suitable gear train 144 and is rotatable with HP shaft 122. Accessory gearbox 142 can provide power to one or more suitable accessory systems of gas turbine engine 100 during at least some operations and can further provide power back to gas turbine engine 100 during other operations. For example, in the illustrated embodiment, accessory gearbox 142 is coupled to starter motor / generator 152. Starter motor / generator can be configured to draw power from accessory gearbox 142 and gas turbine engine 100 to generate electricity during some operations and can provide power back to accessory gearbox 142 and gas turbine engine 100 (e.g., to HP shaft 122) during other operations to add mechanical work back to gas turbine engine 100 (e.g., for starting gas turbine engine 100).

[0043] Furthermore, the fuel delivery system 146 generally includes a fuel source 148 (such as a fuel tank) and one or more fuel delivery lines 150. One or more fuel delivery lines 150 supply fuel flow through the fuel delivery system 146 to the combustion section 114 of the turbine 104 of the gas turbine engine 100. As will be discussed in more detail below, the combustion section 114 includes an integrated reformer and combustor assembly 200. In the described embodiment, one or more fuel delivery lines 150 supply fuel flow to the integrated reformer and combustor assembly 200.

[0044] However, it will be understood that, Figure 1 The exemplary gas turbine engine 100 depicted is provided by way of example only. In other exemplary embodiments, any other suitable gas turbine engine may be used in conjunction with aspects of this disclosure. For example, in other embodiments, the turbofan engine may be any other suitable gas turbine engine, such as a turboshaft engine, a turboprop engine, a turbojet engine, etc.

[0045] In this way, it will be further understood that in other embodiments, the gas turbine engine can have any other suitable configuration, such as any other suitable number or arrangement of shafts, compressors, turbines, fans, etc. Furthermore, although Figure 1The exemplary gas turbine engine depicted is schematically shown as a direct-drive fixed-pitch turbofan engine, but in other embodiments, the gas turbine engine of this disclosure may be a geared gas turbine engine (i.e., a gearbox including a fan 126 and a shaft (such as LP shaft 124) driving the fan), a variable-pitch gas turbine engine (i.e., a fan 126 including a fan 126 having a plurality of fan blades 128 capable of rotating about their respective pitch axes), etc.

[0046] Furthermore, although the exemplary gas turbine engine 100 includes a ducted fan 126, in other exemplary aspects, the gas turbine engine 100 may include a non-ducted fan 126 (or an open rotor fan) without a nacelle 134. Additionally, although not depicted herein, in other embodiments, the gas turbine engine may be any other suitable type of gas turbine engine, such as a marine gas turbine engine.

[0047] Now for reference Figure 2 The illustration schematically shows a portion of a combustion section 114 according to an embodiment of the present disclosure, which includes... Figure 1 The gas turbine engine 100 (as mentioned above) Figure 1 Described as part of the integrated reformer and combustor assembly 200 used in a gas turbine engine 100.

[0048] It will be understood that the combustion section 114 includes a compressor diffuser nozzle 202 and extends generally along the axial direction A between an upstream end and a downstream end. The combustion section 114 is fluidly connected via the compressor diffuser nozzle 202 to the compressor section at the upstream end and to the turbine section at the downstream end.

[0049] The integrated reformer and burner assembly 200 generally includes reformer assembly 204 ( Figure 2 Only a partial description is provided; see also Figures 3 to 4 The combustor 206 includes an inner liner 208, an outer liner 210, a dome assembly 212, a shroud assembly 214, a swirler assembly 216, and a fuel flow line 218. The combustion section 114 generally includes a housing 220 extending radially R outside the combustor 206 to surround the combustor 206, and an inner housing 222 extending radially R inside the combustor 206.

[0050] The inner shell 222 and the inner liner 208 define an inner passage 224 therebetween, while the outer shell 220 and the outer liner 210 define an outer passage 226 therebetween. The inner shell 222, the outer shell 220 and the dome assembly 212 together define at least partially the combustion chamber 228 of the burner 206.

[0051] The dome assembly 212 is positioned near the upstream end of the combustion section 114 (i.e., closer to the upstream end than the downstream end) and includes an opening 229 for receiving and retaining the swirler assembly 216. The swirler assembly 216 also includes an opening for receiving and retaining the fuel flow line 218.

[0052] Fuel flow line 218 is further connected to fuel source 148 located radially R outside housing 220 (see...). Figure 1 It is configured to receive fuel from fuel source 148. In this way, fuel flow line 218 can be fluidly connected to the above reference. Figure 1 Describes one or more fuel delivery pipelines 150.

[0053] The swirler assembly 216 may include a plurality of swirlers (not shown) configured to swirl the compressed fluid before it is injected into the combustion chamber 228 to generate combustion gases. In the illustrated embodiment, the shroud assembly 214 is configured to hold the inner liner 208, the outer liner 210, the swirler assembly 216, and the dome assembly 212 together.

[0054] During operation, the compressor diffuser nozzle 202 is configured to direct compressed fluid 230 from the compressor section to the combustor 206, wherein the compressed fluid 230 is configured to mix with fuel within the cyclone assembly 216 and burn within the combustion chamber 228 to generate combustion gases. The combustion gases are supplied to the turbine section to drive one or more turbines of the turbine section (e.g., high-pressure turbine 116 and low-pressure turbine 118).

[0055] During operation of the gas turbine engine 100, which includes an integrated reformer and combustor assembly 200, the flame within the combustion chamber 228 is maintained by a continuous flow of fuel and air. To provide ignition of fuel and air, for example, during start-up of the gas turbine engine 100, the integrated reformer and combustor assembly 200 further includes an igniter 231.

[0056] Igniter 231 can provide a spark or initial flame to ignite the fuel and air mixture within combustion chamber 228. In some exemplary embodiments, the integrated reformer and burner assembly 200 may additionally include a dedicated reformer igniter 233 (depicted in dashed lines). Figure 2 In one embodiment, a dedicated reformer igniter 233 is positioned downstream of at least a portion of the reformer and downstream of at least a portion of the reformer stack (described below). In this way, the dedicated reformer igniter 233 can more effectively combust the reformer's output products.

[0057] As mentioned above and Figure 2The diagram schematically depicts the integrated reformer and combustor assembly 200, which further includes a reformer assembly 204. Reformer stacks 232, 234 of the reformer assembly 204 may extend around the periphery of the combustor chamber 228.

[0058] For example, burner 206 is an annular burner, and the reformer stack 232 of reformer assembly 204 extends around (or is integrated with) the liner 210 of burner 206 defining combustion chamber 228. This configuration will be referenced to Figure 3 Further discussion and more detailed presentation.

[0059] Additionally or alternatively, the reformer stack 234 of the reformer assembly 204 extends around (or is integrated with) the liner 208 of the burner that defines the combustion chamber 228.

[0060] exist Figure 2 In some embodiments, reformer stacks 232 and 234 may be part of the same reformer assembly 204 (e.g., sharing common structures and components that facilitate the operation of reformer assembly 204).

[0061] However, alternatively, in other exemplary embodiments, the first reformer stack 232 may be part of a first reformer assembly, and the second reformer stack 234 may be part of a second reformer assembly (e.g., each having separate components that facilitate operation).

[0062] The operation of reformer assembly 204 will now be described in more detail, and more specifically, the operation of reformer stacks 232, 234 of reformer assembly 204. In other exemplary embodiments, reformer assembly 204 may include any other suitable number and arrangement of reformer stacks 232, 234 to distribute output products at various locations along the axial and circumferential directions of combustion chamber 228 with different parameters (e.g., temperature, pressure, composition, etc.).

[0063] The integrated reformer and burner assembly 200 further includes a controller 240, which is operatively communicable with the reformer assembly 204 to send and receive communications and signals, for example, between the two. For instance, the controller 240 may send a conversion rate setpoint signal to the reformer assembly 204 and may receive, for example, voltage or current feedback signals from the reformer assembly 204. The controller 240 may be configured in accordance with the following references. Figure 4 The controller 240 described is constructed in the same manner.

[0064] In some embodiments, which are described in further detail below, a plurality of reformer assemblies 204 are distributed along the axial direction A of the burner 206. The fuel supplied to the plurality of reformer assemblies 204 (e.g., from fuel source 148 or via elements of the reformer and burner assembly 200 described herein) may be varied to distribute output products or fuel to the burner 206 along the axial direction A of the burner 206.

[0065] For example, the "late lean" method uses more fuel to burn at the downstream end of burner 206. The "late lean" method can be implemented to reduce the residence time of fuel in burner 206.

[0066] As will be discussed in further detail below, a reformer stack is a fuel processing unit that can be any suitable structure used to generate a hydrogen-rich fuel stream. For example, reformer stack 232 may include a fuel reformer or a catalytic partial oxidation converter (CPO). x ), used to generate a hydrogen-rich fuel stream for combustion chamber 228.

[0067] However, it should be understood that the reformer stack 232 may additionally or alternatively include any suitable type of fuel reformer, such as an autothermal reformer and a steam reformer, which may require an additional steam inlet stream with a higher hydrogen content at the reformer outlet stream.

[0068] In steam reforming, only hydrocarbon fuel (e.g., natural gas) and water (steam) are introduced into the reformer reactor. The reaction is endothermic, so heat is continuously added to the reactor. The heat is generated outside (i.e., off-site) in the tubes that hold the fuel and steam mixture. The steam reforming reaction is aided by the use of a catalyst contained within the tubes.

[0069] For autothermal reforming and partial oxidation, steam and / or air are introduced into the reactor along with the fuel. Unlike steam reforming, these reactions (in the correct proportions) will be exothermic. Most of the heat required to carry out the primary reforming reaction is generated in situ (i.e., within the reactor, as a result of chemical reactions involving the fuel and air). The ability of autothermal and partial oxidation reformers to generate heat in situ makes them potentially advantageous in terms of dynamic response—that is, they have fewer heat transfer constraints. The requirement for reformer systems to rapidly change hydrogen production rates can be important in transport, portable, and load-following stabilization applications.

[0070] It will be understood that, in at least some exemplary embodiments, the reformer stacks 232, 234 may extend substantially 360 degrees in the circumferential direction C of the gas turbine engine (i.e., the direction in which they extend about the centerline axis 101 of the gas turbine engine 100). For example, now referring to... Figure 3The image depicts a cross-sectional perspective view of a reformer stack 232 according to an exemplary embodiment of the present disclosure. Additional reformer stacks, described in more detail below, can be constructed in a similar manner.

[0071] As shown in the figure, the reformer stack 232 extends around the liner 210 of the combustion chamber 228 in the circumferential direction C, and in the illustrated embodiment, completely surrounds the liner 210 of the combustion chamber 228 around the centerline axis 101. More specifically, the reformer stack 232 (a plurality of reformers are referred to herein as reformer stacks) is arranged in the circumferential direction C.

[0072] exist Figure 3 The reformer stack 232 visible in the diagram can be a single ring or a cylinder. As described in further detail below, the reformer stack 232 can have a shape relative to the axial direction A (see [reference]). Figure 2 The thickness of the reformer. In another example, multiple additional rings of the reformer may be placed on top of or outside of each other (e.g., radially stacked or concentrically arranged) to form a reformer stack 232 with an elongated length in the radial direction R.

[0073] The following will explain this in more detail; please refer to [reference needed]. Figure 4 The reformer stack 232 is positioned to receive oxidant 244 (e.g., for CPO). x The reformer 232 uses air from the compressor section and fuel 246 from the fuel delivery system 146. The reformer stack 232 can use air and / or steam as the oxidant 244. For example, if the reformer stack 232 is a CPO... x If the reformer is an autothermal reformer (ATR), then the oxidant 244 will be air, while if the reformer stack 232 is an autothermal reformer (ATR), then the oxidant 244 will be steam.

[0074] The reformer stack 232 may include trenches 247 surrounding the outer side of the reformer stack 232. The trenches 247 receive oxidant 244 and fuel 246, and guide and distribute the oxidant 244 and fuel 246 around the outer surface of the reformer stack 232 into the reformer stack 232.

[0075] Reformer stack 232 uses a mixture of oxidant 244 and fuel 246 to produce reforming products or output products 248. With the aid of a catalyst in reformer stack 232, fuel 246 is partially oxidized by oxidant 244 to produce hydrogen-rich syngas (e.g., output product 248). Reformer stack 232 radially directs output product 248 into combustion chamber 228. Combustor 206 combusts output product 248 in combustion chamber 228 into combustion gases, which are then directed downstream into the turbine section to drive or assist in driving one or more turbines.

[0076] Aviation fuel can be hydrocarbons (e.g., a combination of carbon and hydrogen atoms, called C). x H y In reformer stack 232 (e.g., CPO) x In a reformer, fuel is oxidized in a controlled manner (e.g., without a flame) on the surface of a catalyst bed using air or oxygen from the air. With the aid of a catalyst, the fuel (C... x H y ) is catalytically oxidized in air, where fuel (C) x H y The carbon (C) atoms in the gas are stripped and combined with oxygen (O) atoms from the air, producing a rich H2 atmosphere. A catalyst allows this reaction to occur at a temperature much lower than that found in, for example, a combustion furnace / burner.

[0077] The depicted reformer stack 232 may include a casing 250 having a combustion outlet side 252 and a fuel and air inlet side 254 opposite to the combustion outlet side 252, as well as sides 256 and 258. Side 258 is located in... Figure 3 It is not visible in the 3D image.

[0078] It will be understood that, alternatively, reformer stack 232 may include multiple reformer stacks, for example, side-by-side and / or concentrically “stacked”.

[0079] The combustion outlet side 252 includes a plurality of combustion outlets 264, and the fuel and air inlet side 254 includes a plurality of inlets 266. In the case where the reformer stack 232 is integrated with the liner 210 of the combustion chamber 228, the combustion outlet side 252 may be the liner 210 of the combustion chamber 228. Alternatively, the liner 210 of the combustion chamber may have an opening 271, and the output products 248 directed from the combustion outlets 264 are directed to move through the opening 271 and into the combustion chamber 228.

[0080] Trench 247 includes one or more fuel inlets 268 and one or more oxidant inlets 270. Optionally, one or more of inlets 268, 270 may be located on the other side of housing 250. Each of the one or more fuel inlets 268 is fluidly connected to a fuel source of reformer stack 232 (such as one or more pressurized containers containing hydrogen gas, as further described below). Each of the one or more oxidant inlets 270 is fluidly connected to an oxidant source 244 of the reformer (such as air discharged from the compressor section and / or the air handling unit, as further described below). Inlets 268, 270 separately receive fuel and oxidant from external fuel and oxidant sources and separately direct the fuel and oxidant into reformer stack 232.

[0081] For steam reformer stack 232, inlets 268 and 270 receive fuel and steam from external sources of fuel and steam, respectively, and direct the fuel and steam into steam reformer stack 232, respectively. For autothermal reformer stack 232, inlets 268 and 270 (e.g., may include another inlet) receive fuel, air, and steam from external sources of fuel, air, and steam, respectively, and direct the fuel, air, and steam into autothermal reformer stack 232, respectively.

[0082] During operation, trench 247 receives oxidant 244 and fuel 246, and guides and distributes the oxidant 244 and fuel 246 around the inlet side 254 of reformer stack 232, and guides and distributes them into reformer stack 232 through inlet 266. Reformer stack 232 generates output product 248 (also referred to herein as "combustion gas").

[0083] The reformer reactor 232 facilitates a chemical reaction between the received fuel and the received air. As a result of the chemical reaction, the reformer reactor 232 produces hydrogen and byproducts, such as carbon dioxide and water. The hydrogen produced by the fuel reformer reactor 232 is supplied to the combustion chamber 228.

[0084] Output product 248 is guided from combustion outlet 264 through, for example, opening 271 in the liner 210 of combustion chamber 228 to the combustion outlet side 252 of housing 250. Output product 248 is supplied to combustion chamber 228 and combusted during operation to generate combustion gases, which are used to generate thrust for gas turbine engine 100 (and carrier / aircraft in conjunction with gas turbine engine 100).

[0085] In some exemplary embodiments, the reformer stack 232 may be constructed in a manner similar to one or more exemplary reformer systems described, for example, in U.S. Patent Application Publication No. 2018 / 0145351A1, filed October 26, 2017, the entire contents of which are incorporated herein by reference.

[0086] Now for reference Figure 4 The operation of the integrated reformer and burner assembly 200 according to exemplary embodiments of the present disclosure will be described. More specifically, Figure 4 A schematic diagram of a gas turbine engine 100 and an integrated reformer and combustor assembly 200 according to embodiments of the present disclosure is provided. In some exemplary embodiments, the gas turbine engine 100 and the integrated reformer and combustor assembly 200 can be coupled with… Figures 1 to 4 One or more exemplary embodiments are constructed in a similar manner to those described above.

[0087] Therefore, it will be understood that the gas turbine engine 100 generally includes a fan section 102 with a fan 126, an LP compressor 110, an HP compressor 112, a combustion section 114, an HP turbine 116, and an LP turbine 118. The combustion section 114 generally includes an integrated reformer and combustor assembly 200 with a combustor 206 and a reformer assembly 204.

[0088] The propulsion system including the gas turbine engine 100 further includes a fuel delivery system 146. The fuel delivery system 146 generally includes a fuel source 148 and one or more fuel delivery lines 150. The fuel source 148 may include a supply section for fuel (e.g., hydrocarbon fuel, including, for example, carbon-neutral fuel or synthetic hydrocarbons) for the gas turbine engine 100. Furthermore, it will be understood that the fuel delivery system 146 also includes a fuel pump 272 and a distributor 274, and the one or more fuel delivery lines 150 include a first fuel delivery line 150A and a second fuel delivery line 150B.

[0089] Diverter 274 divides the fuel flow from fuel source 148 and fuel pump 272 into a first fuel flow through first fuel delivery line 150A to reformer stack 232 and a second fuel flow through second fuel delivery line 150B to burner 206.

[0090] Diverter 274 may include a series of valves (not shown) to facilitate such diversion of the fuel flow from fuel source 148, or alternatively, may have a fixed geometry. Furthermore, for the illustrated embodiment, fuel delivery system 146 includes a first fuel valve 151A associated with a first fuel delivery line 150A (e.g., for controlling a first fuel flow) and a second fuel valve 151B associated with a second fuel delivery line 150B (e.g., for controlling a second fuel flow).

[0091] The gas turbine engine 100 further includes an air delivery system 153 (e.g., a compressor discharge system and an air delivery system). More specifically, the compressor discharge system of the air delivery system 153 includes an LP bleed air duct 276 and an associated LP bleed air valve 278, an HP bleed air duct 280 and an associated HP bleed air valve 282, and an HP outlet air duct 284 and an associated HP outlet air valve 286.

[0092] The gas turbine engine 100's airflow delivery system 153 further includes an airflow supply duct 288 (in airflow communication with the airflow supply unit 290) and an associated air valve 292 for providing compressed airflow to the reformer assembly 204 of the integrated reformer and combustor assembly 200.

[0093] The air supply unit can be, for example, a second gas turbine engine configured to provide cross-bleed air, an auxiliary power unit (APU) configured to provide bleed air, a ram air turbine (RAT), etc. If the compressor air source is insufficient or unavailable, the air supply unit can supplement the compressor exhaust system.

[0094] The compressor discharge system (and air supply duct 288) provides compressed air to the reformer assembly 204, as will be explained in more detail below.

[0095] The reformer stack 232 is located downstream of the LP compressor 110, the HP compressor 112, or both. Furthermore, from the above regarding... Figure 2 As will be understood from the description, reformer stack 232 may be coupled to or otherwise integrated with the outer liner 210 of combustor 206. Similarly, reformer stack 234 may be coupled to or otherwise integrated with the inner liner 208 of combustor 206. In this way, reformer stack 232 may also be arranged upstream of the combustion chamber 228 that integrates the reformer and combustor assembly 200, and further upstream of the HP turbine 116 and LP turbine 118.

[0096] Reformer stack 232 is a fuel processing unit that can be any suitable structure for generating a hydrogen-rich fuel stream. For example, reformer stack 232 may include a fuel reformer or a catalytic partial oxidation converter (CPO). x ), used to generate a hydrogen-rich fuel stream for combustion chamber 228.

[0097] However, it should be understood that the reformer stack 232 may additionally or alternatively include any suitable type of fuel reformer, such as an automatic thermal reformer and a steam reformer, which may require an additional steam inlet stream with a higher hydrogen content at the reformer outlet stream.

[0098] As described above, the gas delivery system 153 (e.g., compressor discharge system and gas supply duct 288) supplies compressed gas to the reformer stack 232. The gas delivery system 153 includes a gas duct 310 and associated gas valve 312 for supplying gas to the fuel reformer stack 232, and a direct gas supply duct to the combustion chamber 228 (…). Figure 2 The bypass air duct 318 and the associated bypass air valve 320 provide airflow.

[0099] Fuel delivery system 146 is configured to supply a first fuel flow to reformer reactor 232 via a first fuel delivery line 150A. For example... Figure 4 As shown in the embodiment, a first fuel stream is directed through a first fuel delivery line 150A to a reformer stack 232 to generate a hydrogen-rich fuel stream (e.g., to optimize the hydrogen content of the fuel stream). The reformer stack 232 will output product 248 ( Figure 3 The output is sent to the combustion chamber 228 of the burner 206.

[0100] In addition, such as Figure 4 Further schematically depicted, the propulsion system, the aircraft including the propulsion system, or both include controller 240. For example, controller 240 may be a standalone controller, a gas turbine engine controller (e.g., a full authority digital engine controller or a FADEC controller), an aircraft controller, a supervisory controller for the propulsion system, or combinations thereof.

[0101] The controller 240 is operatively connected to various sensors, valves, etc., within at least one of the gas turbine engine 100, the fuel delivery system 146, and the reformer and combustor assembly 200. More specifically, for the exemplary aspects depicted, the controller 240 is operatively connected to the reformer stack 232, valves (e.g., air and fuel valves discussed above to the fuel reformer stack 232 and combustor 206) and valves of the axially distributed fuel reformer stack (discussed below), valves of the compressor discharge system (valve 278, 282, 286), valves of the airflow delivery system (valve 312, 320), and valves of the fuel delivery system 146 (diffuser 274, valve 151A, 151B).

[0102] As will be understood from the following description, controller 240 can communicate with these components via wired or wireless means. In this way, controller 240 can receive data from various inputs (including supervisory controllers), make control decisions, and provide data (e.g., instructions) to various outputs (including valves of the compressor discharge system that control the airflow discharge from the compressor section, valves of the airflow delivery system that guide the airflow discharge from the compressor section, valves of the fuel delivery system 146 that guides the fuel flow within the gas turbine engine 100, and reformer stack 232 that controls the conversion rate).

[0103] Referring specifically to the operation of controller 240, in at least some embodiments, controller 240 may include one or more computing devices 332. Computing device 332 may include one or more processors 332A and one or more memory devices 332B. The one or more processors 332A may include any suitable processing means, such as a microprocessor, microcontroller, integrated circuit, logic device, and / or other suitable processing means. The one or more memory devices 332B may include one or more computer-readable media, including but not limited to non-transitory computer-readable media, RAM, ROM, hard disk drives, flash drives, and / or other memory devices.

[0104] One or more memory devices 332B may store information accessible by one or more processors 332A, including computer-readable instructions 332C executable by one or more processors 332A. Instructions 332C may be any set of instructions that, when executed by one or more processors 332A, cause one or more processors 332A to perform operations. In some embodiments, instructions 332C may be executed by one or more processors 332A to cause one or more processors 332A to perform operations such as any operations and functions configured for the controller 240 and / or computing device 332, operations for operating the propulsion system as described herein, and / or any other operations or functions of one or more computing devices 332. Instructions 332C may be software written in any suitable programming language or may be implemented in hardware.

[0105] Additionally or alternatively, instruction 332C may be executed in logically and / or virtually separate threads on processor 332A. Memory device 332B may further store data 332D accessible by processor 332A. For example, data 332D may include data indicating power flow, data indicating operating conditions of gas turbine engine 100 / aircraft, and / or any other data and / or information described herein.

[0106] The computing device 332 also includes a network interface 332E, which is configured to communicate, for example, with other components of the gas turbine engine 100 (such as valves of the compressor discharge system (valve 278, 282, 286), valves of the airflow delivery system (valve 312, 320), and valves of the fuel delivery system 146 (diffuser 274, valves 151A, 151B)), as well as the fuel reformer stack 232, and the aircraft associated with the gas turbine engine 100.

[0107] Network interface 332E may include any suitable components for use with one or more network interfaces, including, for example, transmitters, receivers, ports, controllers, antennas, and / or other suitable components. In this way, it will be understood that network interface 332E can utilize any suitable combination of wired and wireless communication networks.

[0108] The techniques discussed in this paper refer to computer-based systems, actions taken by computer-based systems, and information sent to and from computer-based systems. It will be understood that the inherent flexibility of computer-based systems allows for a wide variety of possible configurations, combinations, and divisions of tasks and functionalities between and within components. For example, the processes discussed herein can be implemented using a single computing device or multiple computing devices working in combination. Databases, memory, instructions, and applications can be implemented on a single system or distributed across multiple systems. Distributed components can operate sequentially or in parallel.

[0109] refer to Figure 5 and 6 The present disclosure will describe an integrated reformer and burner assembly 200 according to exemplary embodiments thereof.

[0110] Firstly, please refer to the special reference. Figure 5 Multiple reformer stacks 232 extend around or are integrated into the liner 210 defining the combustion chamber 228. The multiple reformer stacks 232 are distributed along the axial direction A and independently receive oxidant 244 (e.g., air from the pneumatic delivery system 153) and fuel 246 from the fuel delivery system 146.

[0111] exist Figure 5 In this configuration, a first reformer stack 232A of the plurality of reformer stacks 232 is connected to a pneumatic delivery system 153 via a first air line including a valve, and is connected to a fuel delivery system 146 via a first fuel line including a valve; a second reformer stack 232B of the plurality of reformer stacks 232 is connected to the pneumatic delivery system 153 via a second air line including a valve, and is connected to the fuel delivery system 146 via a second fuel line including a valve; a third reformer stack 232C of the plurality of reformer stacks 232 is connected to a third air line including a valve. A pneumatic delivery system 153 is connected to a fuel delivery system 146 via a third fuel line including a valve; a fourth reformer stack 232D of the plurality of reformer stacks 232 is connected to the pneumatic delivery system 153 via a fourth air line including a valve, and is connected to the fuel delivery system 146 via a fourth fuel line including a valve; and a fifth reformer stack 232E of the plurality of reformer stacks 232 is connected to the pneumatic delivery system 153 via a fifth air line including a valve, and is connected to the fuel delivery system 146 via a fifth fuel line including a valve. In this embodiment, for clarity, the individual air lines, fuel lines, and valves are not labeled.

[0112] Because the fuel and air flows (e.g., flow rates) to reformer stacks 232A, 232B, 232C, 232D, and 232E are independently controllable (e.g., via a controller 240, which is operably coupled to the respective valves, not shown), and the conversion rates of reformer stacks 232A, 232B, 232C, 232D, and 232E are independently controllable (e.g., via controller 240), the output products 248 from reformer stacks 232A, 232B, 232C, 232D, and 232E along the axial length of burner 206 are configured to be controlled to achieve an axial temperature distribution in order to reduce emissions through methods such as "delayed leaning". For example, reformer stacks 232A, 232B, 232C, 232D, and 232E can be independently controllable to control the volume and composition (e.g., %H2) of the output product 248 along the axial length of the burner 206 in the combustion chamber, thereby affecting the axial temperature distribution therein and reducing emissions through a “delayed lean” combustion method.

[0113] It will be understood that, in the depicted embodiments, each of the reformer stacks 232A, 232B, 232C, 232D, and 232E is configured to receive an airflow from the same pneumatic delivery system 153 and a fuel flow through the same fuel delivery system 146. However, in alternative exemplary embodiments, the illustrated reformer system may include more than one pneumatic delivery system 153, more than one fuel delivery system 146, or both. In this exemplary embodiment, the reformer system can be configured to supply an airflow to one of the reformer reactors 232A, 232B, 232C, 232D, 232E at a temperature, pressure, flow rate, or a combination thereof that is higher or lower than that of other reformer reactors 232A, 232B, 232C, 232D, 232E; and can be configured to supply a fuel flow to one of the reformer reactors 232A, 232B, 232C, 232D, 232E at a temperature, pressure, flow rate, or a combination thereof that is higher or lower than that of other reformer reactors 232A, 232B, 232C, 232D, 232E. This can facilitate a greater degree of control over the axial temperature distribution through the combustion chamber 228.

[0114] Although a spacing is provided between reformer stacks 232A, 232B, 232C, 232D, and 232E for illustrative purposes, reformer stacks 232A, 232B, 232C, 232D, and 232E can completely cover the bushings 208 and 210 of the combustion chamber 228 along the length of the burner 206 in the axial direction A.

[0115] In the alternative embodiments described in more detail below, different reformer stacks 232 may extend along different lengths in the axial direction A. In some embodiments, the reformer stack 232 partially covers the bushings 208, 210 of the combustion chamber 228 along the length of the burner 206 in the axial direction A.

[0116] In the alternative embodiments described in more detail below, the different reformer stacks 232 may have different dimensions (represented by the height in the radial direction R). Here, the dimensions of the reformer stack 232 generally correspond to a larger conversion rate (e.g., producing more hydrogen-rich fuel moving through the reformer stack 232).

[0117] Still referencing Figure 5 The exemplary reformer system depicted further includes multiple reformer stacks 234A, 234B, 234C, 234D, and 234E.

[0118] However, here, multiple reformer stacks 234A, 234B, 234C, 234D, and 234E extend around or are integrated into the liner 208 of the burner 206. The multiple reformer stacks 234A, 234B, 234C, 234D, and 234E are distributed along the axial direction A and are connected one after another in a cascaded arrangement (e.g., a serial flow arrangement) via connectors 440, 442, 444, and 446. Here, one of the multiple reformer stacks 234A, 234B, 234C, 234D, and 234E ( Figure 5 Fuel 246 (received from fuel delivery system 146 at the first reformer stack 234A in the embodiment) Figure 3 (and / or air from pneumatic conveying system 153, not shown) are configured to be supplied via connectors 440, 442, 444, 446 to another of the plurality of reformer stacks 234A, 234B, 234C, 234D, 234E. Figure 5 The remaining reformer stacks in the multiple reformer stacks 234B, 234C, 234D, and 234E in the embodiments).

[0119] The connectors can be configured to control the flow from one reformer stack 234 to the next. For example, the size of the groove in each of the connectors 440, 442, 444, and 446 can be reduced to decrease the amount of flow through the groove. Furthermore, the connectors 440, 442, 444, and 446 can include valves configured to control the flow from one reformer stack 234 to the next.

[0120] exist Figure 5In this configuration, the first reformer stack 234A is connected to the fuel delivery system 146 via the first fuel flow line 448; the second reformer stack 234B is connected to the first reformer stack 234A via the first connector 440; the third reformer stack 234C is connected to the second reformer stack 234B via the second connector 442; the fourth reformer stack 234D is connected to the third reformer stack 234C via the third connector 444; and the fifth reformer stack 234E is connected to the fourth reformer stack 234D via the fourth connector 446.

[0121] For example, trench 247 of reformer stack 234 (see Figure 3 It can be connected via connectors 440, 442, 444, and 446.

[0122] Although not depicted, it will be understood that in at least some exemplary embodiments, the reformer system may be similarly configured to provide airflow to multiple reformer stacks 234A, 234B, 234C, 234D, 234E in a similar cascading manner.

[0123] It will be understood that this configuration provides control and distribution of output products 248 from multiple reformer stacks 234A, 234B, 234C, 234D, 234E along the length of the burner 206 in the axial direction A.

[0124] Now for special reference Figure 6 Multiple reformer stacks 232A and 232B extend around or are integrated into the liner 210 defining the combustion chamber 228. The multiple reformer stacks 232 are distributed along the axial direction A and independently receive oxidant 244 (see [link to relevant documentation]). Figure 3 (e.g., air from pneumatic delivery system 153) and fuel 246 from fuel delivery system 146 (see...) Figure 3 ).

[0125] exist Figure 6 In this configuration, a first reformer stack 232A of the plurality of reformer stacks 232 is connected to a pneumatic delivery system 153 via a first air flow line 500 including a valve 502, and is connected to a fuel delivery system 146 via a first fuel flow line 504 including a valve 506; and a second reformer stack 232B of the plurality of reformer stacks 232 is connected to the pneumatic delivery system 153 via a second air flow line 510 including a valve 512, and is connected to the fuel delivery system 146 via a second fuel flow line 514 including a valve 516. Here, the first reformer stack 232A has a greater length in the axial direction A than the second reformer stack 232B covering the liner 210 of the combustion chamber 228. More specifically, the first reformer stack 232A has a greater length in the axial direction A than the second reformer stack 232B.

[0126] For example, the length of the first reformer stack 232A along the axial direction A may be at least about 5% larger than the length of the second reformer stack 232B along the axial direction A, such as at least about 10%, such as at least about 20%, such as at least about 25%, such as at least about 40%, such as at least about 60%, such as up to about 1,000%.

[0127] Furthermore, in the depicted embodiment, the first reformer stack 232A is upstream of the second reformer stack 232B, and the second reformer stack 232B is positioned in the axial direction A at, adjacent to, near, or close to the downstream end 526 of the combustion chamber 228 (e.g., the most downstream position of the combustion chamber 228 along the axial direction A). For example, the upstream end of the second reformer stack 232B is spaced apart by a distance 522 from the upstream end 520 of the combustion chamber 228 (e.g., the most upstream position of the combustion chamber 228 along the axial direction A, e.g., at the dome 212 or opening 229). The second reformer stack 232B provides output product 248B to the combustion chamber 228 downstream of the distance 522 (e.g., at the downstream section 524 of the combustion chamber 228 or adjacent to the downstream end 526). The length 528 of the combustion chamber 228 in the axial direction A can be measured between the upstream end 520 and the downstream end 526.

[0128] Since the fuel and air flow (e.g., flow rate) to the reformer stacks 232A and 232B is independently controlled by the controller 240, the output products 248A and 248B from the reformer stacks 232A and 232B along the axial length of the burner 206 can be controlled to achieve an axial temperature distribution in order to reduce emissions through methods such as "delayed leaning".

[0129] For example, controller 240 can increase the fuel flow rate and / or hydrogen conversion rate of the second reformer stack 232B relative to the fuel flow rate and / or hydrogen conversion rate of the first reformer stack 232A (e.g., indicated by the longer output product "arrows") to modify the composition of output products 248A, 248B, for example, by increasing the %H2 in output product 248B, resulting in increased downstream secondary combustion in the combustion chamber. This distribution or composition of output products 248A, 248B can provide more complete combustion of the combustion gases generated within combustion chamber 228 and reduce certain emissions (such as NO). x The reduction of ). Furthermore, it will be understood that, despite for Figure 6 In one embodiment, the first reformer stack 232A (upstream reformer stack) has a longer axial dimension than the second reformer stack 232B (downstream reformer stack), but in other exemplary embodiments, this configuration may be reversed, such that the downstream reformer stack has a longer axial dimension than the upstream reformer stack.

[0130] The distance 522 to the downstream section 524 can be at least 30% of the length 528 of the combustion chamber 228. For example, in some exemplary embodiments, the distance 522 can be greater than or equal to half the length 528 of the combustion chamber 228 in the axial direction A. For example, the distance 522 to the downstream section 524 can be at least two-thirds, at least three-fifths, or at least four-sevenths of the length 528 of the combustion chamber 228 in the axial direction A. This configuration ensures that the second reformer stack 232B is positioned to provide a desired amount of secondary downstream combustion / heat addition to the combustion gases within the combustion chamber 228 to influence undesirable components in the combustion gases (such as NO). x The amount of ).

[0131] Now for reference Figure 7 The present disclosure will describe an integrated reformer and burner assembly 200 according to exemplary embodiments thereof.

[0132] Figure 7 An exemplary integrated reformer and burner assembly 200 can be used with Figure 6 The exemplary integrated reformer and combustor assembly 200 is constructed in a similar manner. For example, the reformer stack 232 extends around or is integrated into the liner 210 defining the combustion chamber 228. The reformer stack 232 may receive oxidant 244 (e.g., air from the pneumatic delivery system 153) and fuel from the fuel delivery system 146 (…). Figure 7 Fuel 246 (not shown in the image).

[0133] The reformer stack 232 is positioned in the axial direction A at, adjacent to, near, or close to the downstream end 526 of the combustion chamber 228. The upstream end of the reformer stack 232 is spaced apart from the upstream end 520 of the combustion chamber 228 (e.g., dome 212 or opening 229) by a distance 522.

[0134] Here, reformer stack 232 is the foremost reformer stack 232.

[0135] In this embodiment, distance 522 represents the distance between the upstream location (e.g., upstream end 520 in the depicted embodiment) where fuel is first supplied to combustion chamber 228 through opening 229 and the downstream location where fuel or output product 248 is subsequently supplied to combustion chamber 228. Reformer stack 232 supplies output product 248 to combustion chamber 228 downstream of distance 522 (e.g., at downstream section 524 of combustion chamber 228 or adjacent to downstream end 526). The length 528 of combustion chamber 228 can be measured in the axial direction A between upstream end 520 and downstream end 526.

[0136] The distance of 522 can be similar to the above regarding... Figure 6The distance 522 described. For example, the distance 522 to the downstream section 524 may be at least 30% of the length 528 of the combustion chamber 228. In some exemplary embodiments, the distance 522 may be greater than or equal to half the length 528 of the combustion chamber 228 in the axial direction A. For example, the distance 522 to the downstream section 524 may be at least two-thirds, at least three-fifths, or at least four-sevenths of the length 528 of the combustion chamber 228 in the axial direction A.

[0137] The distance 522 to the downstream section 524 can be greater than or equal to half the length 528 of the combustion chamber 228 in the axial direction A. For example, the distance 522 to the downstream section 524 can be two-thirds, three-fifths, four-sevenths, etc., of the length 528 of the combustion chamber 228 in the axial direction A.

[0138] The output product 248 from the reformer stack 232, a portion of the length of the burner 206 in the axial direction A, can be used to achieve a desired axial temperature distribution, particularly within the downstream section 524. This configuration can reduce emissions through a “delayed lean” combustion approach. For example, the output product 248 will include hydrogen (H2), which can promote secondary downstream combustion within the combustion chamber 228, potentially providing more complete combustion of the combustion gases flowing through it.

[0139] In some exemplary embodiments, the controller 240 may modify the fuel flow rate to the reformer stack 232, the air flow rate to the reformer stack 232, the temperature of the air supplied to the reformer stack 232, the conversion rate of the reformer stack 232, or a combination thereof, to modify the composition, temperature, flow rate, or a combination thereof of the output product 248 supplied to the combustion chamber 228, thereby, for example, promoting more complete combustion of the combustion gases in the combustion chamber 228 near or within the downstream section 524 of the combustion chamber 228.

[0140] According to the exemplary method, an aviation fuel stream is supplied to the combustion chamber 228 of the combustor 206 through an opening 229 defined at the upstream end 520 of the combustion chamber 228 to initiate initial combustion within the combustion chamber 228. Furthermore, an output product stream 248 is supplied from the reformer stack 232 to the combustion chamber 228 at a downstream section 524 to initiate secondary combustion within the combustion chamber 228 at a location downstream of the initial combustion within the combustion chamber 228.

[0141] refer to Figure 8 An exemplary embodiment of the present disclosure will be described, which is an integrated reformer and burner assembly 200 according to an additional exemplary embodiment of the present disclosure. Figure 8 An exemplary integrated reformer and burner assembly 200 can be used with Figure 6The exemplary integrated reformer and burner assembly 200 is constructed in a similar manner. For example, Figure 8 An exemplary integrated reformer and combustor assembly 200 includes a reformer stack 232 that extends around or is integrated into a liner 210 defining a combustion chamber 228. The reformer stack 232 may receive oxidant 244 from a pneumatic delivery system 153 and fuel from a fuel delivery system 146. Figure 8 Fuel 246 (not shown in the image).

[0142] Figure 8 The reformer stack 232 includes a first reformer stack 232A and a second reformer stack 232B. The first reformer stack 232A is positioned in the axial direction A at, adjacent to, near, or close to the upstream end 520 of the combustion chamber 228. The second reformer stack 232B is positioned in the axial direction A at, adjacent to, near, or close to the downstream end 526 of the combustion chamber 228. The upstream end of the second reformer stack 232B is spaced apart from the upstream end 520 of the combustion chamber 228 (e.g., at the dome 212 or opening 229) by a distance 522.

[0143] The first reformer stack 232A provides output product 248A to the combustion chamber 228 at a distance 522 upstream, and the second reformer stack 232B provides output product 248B to the combustion chamber 228 at a distance 522 downstream (e.g., in the downstream section 524 of the combustion chamber 228 or adjacent to the downstream end 526). The axial length 528 of the combustion chamber 228 can be measured between the upstream end 520 and the downstream end 526.

[0144] Furthermore, the dimensions of the second reformer stack 232B (e.g., height 550 in the radial direction R) are larger than the dimensions of the first reformer stack 232A (e.g., height 552 in the radial direction R). In some embodiments, the larger height in the radial direction can be achieved by stacking reformers end-to-end in the radial direction R or by simply using a longer reformer.

[0145] The greater height allows the second reformer stack 232B to have a higher conversion rate. Additionally or alternatively, the greater height allows the second reformer stack 232B to deliver output product 248B to the combustion chamber 228 near the downstream end 526 in a manner that better promotes more complete combustion and thus promotes lower emissions.

[0146] For example, a greater height can allow for more catalyst to be supplied in the reformer. In some embodiments, height can refer to the amount of catalyst in the reformer. For example, reformers can have the same height but different amounts of catalyst. More catalyst can be supplied in the downstream reformer stack to achieve higher conversion rates. Here, the flow can be controlled because more catalyst can generate a greater pressure drop in the reformer.

[0147] For example, controller 240 controls the conversion rate of the second reformer stack 232B and controls the valves corresponding to the fuel flow to the second reformer stack 232B to control the output product 248B provided at the downstream section 524 of the combustion chamber 228.

[0148] Due to the increased conversion rate, the output product 248B is hydrogen-rich.

[0149] Furthermore, the second reformer stack 232B provides output products (late-lean) at the downstream section 524, which reduces the residence time of output product 248B and thus lowers NO. x .

[0150] This written description uses examples to disclose this disclosure, including best practices, and to enable any person skilled in the art to practice this disclosure, including making and using any device or system and methods of making any combination. The patent scope of this disclosure is defined by the claims, but may include other examples that would occur to a person skilled in the art. Such other examples are intended to fall within the scope of the claims if they include 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.

[0151] Further aspects are provided by the subject matter of the following clauses:

[0152] A propulsion system for an aircraft including an aircraft fuel supply unit, the propulsion system comprising: a turbine defining an axial direction and including a compressor section, a combustor, and a turbine section arranged in a serial flow sequence, the combustor defining a combustion chamber and an opening at an upstream end of the combustion chamber, the combustor being configured to receive an aviation fuel flow from the aircraft fuel supply unit through the opening; and a plurality of reformer stacks extending around the combustion chamber, each of the plurality of reformer stacks being configured to provide output products to the combustion chamber, the plurality of reformer stacks being distributed along the length of the combustion chamber in the axial direction.

[0153] According to one or more of these provisions, the propulsion system includes a liner that at least partially defines the combustion chamber, wherein the plurality of reformer stacks extend around or are integrated into the liner.

[0154] According to one or more of these provisions, the propulsion system includes a liner that at least partially defines the combustion chamber, wherein the plurality of reformer stacks extend around or are integrated into the liner.

[0155] The propulsion system according to one or more of these provisions, wherein the plurality of reformer reactors have independently controlled, independent fuel inputs.

[0156] The propulsion system according to one or more of these provisions, wherein the plurality of reformer stacks are connected one after another in a serial flow arrangement.

[0157] The propulsion system according to one or more of these provisions, wherein the plurality of reformer stacks includes a first reformer stack and a second reformer stack, wherein the second reformer stack is located upstream of the first reformer stack.

[0158] According to one or more of these provisions, the propulsion system wherein the first reformer stack includes a first reformer defining a first height in a radial direction, wherein the second reformer stack includes a second reformer defining a second height in the radial direction, and wherein the first height is greater than the second height.

[0159] According to one or more of these provisions, the propulsion system wherein the first reformer stack defines a first length in the axial direction, wherein the second reformer stack defines a second length in the axial direction, and wherein the first length is different from the second length.

[0160] According to one or more of these provisions, the propulsion system wherein the first reformer stack is configured to have a higher conversion rate than the second reformer stack.

[0161] The propulsion system according to one or more of these provisions further includes a first fuel line extending to the first reformer reactor; and a second fuel line extending to the second reformer reactor, wherein the first fuel line and the second fuel line are configured to be independently controlled.

[0162] The propulsion system according to one or more of these provisions, wherein the first fuel line includes a first valve and wherein the second fuel line includes a second valve; the propulsion system further includes a controller configured to independently control the first valve and the second valve.

[0163] An integrated reformer and combustor assembly for a turbine defining an axial direction, the integrated reformer and combustor assembly comprising: a combustor defining a combustion chamber and an opening at an upstream end of the combustion chamber, the combustor being configured to receive an aviation fuel flow through the opening; and a plurality of reformer stacks extending around the combustion chamber, each of the plurality of reformer stacks being configured to provide output products to the combustion chamber, the plurality of reformer stacks being distributed along the length of the combustion chamber in the axial direction.

[0164] The integrated reformer and burner assembly according to one or more of these provisions, wherein the burner includes an outer liner and an inner liner that at least partially define the combustion chamber, wherein the plurality of reformer stacks extend around or are integrated into at least one of the outer liner and the inner liner.

[0165] The integrated reformer and burner assembly as described in one or more of these provisions, wherein the plurality of reformer stacks have independently controlled, independent fuel inputs.

[0166] The integrated reformer and burner assembly according to one or more of these provisions, wherein the plurality of reformer stacks are connected one after another in a serial flow arrangement.

[0167] The integrated reformer and burner assembly according to one or more of these provisions, wherein the plurality of reformer stacks includes a first reformer stack and a second reformer stack, wherein the second reformer stack is located upstream of the first reformer stack.

[0168] The integrated reformer and burner assembly according to one or more of these provisions, wherein the first reformer stack includes a first reformer defining a first height in a radial direction, wherein the second reformer stack includes a second reformer defining a second height in the radial direction, and wherein the first height is greater than the second height.

[0169] The integrated reformer and burner assembly according to one or more of these provisions, wherein the first reformer stack defines a first length in the axial direction, wherein the second reformer stack defines a second length in the axial direction, and wherein the first length is different from the second length.

[0170] The integrated reformer and burner assembly according to one or more of these provisions, wherein the first reformer stack is configured to have a higher conversion rate than the second reformer stack.

[0171] An assembly for injecting fuel late-lean into a gas turbine combustor includes: a fuel and air premixing device configured to change the fuel composition; and a controller configured to control the fuel and air premixing device to achieve a desired gas composition distribution in the combustor along the axial direction of the combustor.

Claims

1. A propulsion system for an aircraft, the aircraft including an aircraft fuel supply unit, characterized in that, The propulsion system includes: A turbine, defining an axial direction, and comprising a compressor section, a combustor, and a turbine section arranged in a serial flow sequence, the combustor including a bushing partially defining a combustion chamber and an opening at an upstream end of the combustion chamber, the combustor being configured to receive an aviation fuel flow from the aircraft fuel supply unit through the opening; and Multiple reformer stacks are located on the bushing and extend around the combustion chamber. Each of the multiple reformer stacks is a fuel processing unit configured to produce output products and supply output products, including hydrogen, to the combustion chamber. The multiple reformer stacks are distributed along the length of the combustion chamber in the axial direction. The plurality of reformer stacks have respective fuel inputs that are independently controlled; The plurality of reformer stacks have respective oxidant inputs that are independently controlled; The respective fuel input and the respective oxidant input are configured to be controlled to control the respective hydrogen conversion rates of the plurality of reformer stacks; The plurality of reformer stacks includes a first reformer stack and a second reformer stack, the first reformer stack including a first shell circumferentially surrounded by a first trench, and the second reformer stack including a second shell circumferentially surrounded by a second trench; and The first reformer stack defines a first height extending radially outward from the bushing, the second reformer stack defines a second height extending radially outward from the bushing, and the first height is greater than the second height; and The bushing is an outer liner that at least partially defines the combustion chamber, wherein the plurality of reformer stacks extend around or are integrated into the outer liner.

2. The propulsion system according to claim 1, characterized in that, The plurality of reformer stacks are connected one after another in a serial flow arrangement.

3. The propulsion system according to claim 1, characterized in that, The second reformer stack is located upstream of the first reformer stack.

4. The propulsion system according to claim 3, characterized in that, The first height includes a greater amount of catalyst than the second height.

5. The propulsion system according to claim 3, characterized in that, The first shell of the first reformer stack extends a first length in the axial direction, the second shell of the second reformer stack extends a second length in the axial direction, and the first length is different from the second length.

6. The propulsion system according to claim 3, characterized in that, The first reformer stack includes a greater amount of catalyst than the second reformer stack, such that the first reformer stack is configured to have a higher conversion rate than the second reformer stack.

7. The propulsion system according to claim 3, characterized in that, Further including A first fuel flow line, the first fuel flow line being in fluid communication with the first trench of the first reformer stack; and A second fuel flow line is in fluid communication with the second trench of the second reformer stack, wherein the first fuel flow line and the second fuel flow line are configured to be independently controlled.

8. The propulsion system according to claim 7, characterized in that, The first fuel flow line includes a first valve, and the second fuel flow line includes a second valve; The propulsion system further includes a controller, wherein the controller is configured to independently control the first valve and the second valve.

9. An integrated reformer and combustor assembly for a turbine, the turbine defining an axial direction, characterized in that, The integrated reformer and burner assembly includes: A burner, comprising a bushing that at least partially defines a combustion chamber and an opening at an upstream end of the combustion chamber, the burner being configured to receive an aviation fuel flow through the opening; and A first reformer stack and a second reformer stack, the first reformer stack and the second reformer stack being located on the bushing and extending around the combustion chamber, the first reformer stack including a first groove defining a first fuel inlet and a first oxidant inlet, and the second reformer stack including a second groove defining a second fuel inlet and a second oxidant inlet, wherein the first reformer stack and the second reformer stack are distributed along the length of the combustion chamber in the axial direction; The first fuel inlet and the second fuel inlet have independently controlled and independent fuel inputs; The first oxidant inlet and the second oxidant inlet have independently controlled independent oxidant inputs; The independent fuel input and the independent oxidant input are configured to be controlled to control the corresponding hydrogen conversion rates of the first reformer stack and the second reformer stack; The first reformer stack is defined with a first length in the axial direction between an upstream end of the first reformer stack and a downstream end of the first reformer stack, wherein the second reformer stack is defined with a second length in the axial direction between an upstream end of the second reformer stack and a downstream end of the second reformer stack, and wherein the first length is different from the second length. The first reformer stack is defined by a first height extending radially outward from the bushing. The second reformer stack defines a second height extending radially outward from the bushing, and wherein the first height is greater than the second height; and The bushing is an outer liner that at least partially defines the combustion chamber, wherein the first reformer stack and the second reformer stack extend around or are integrated into the outer liner.

10. The integrated reformer and burner assembly according to claim 9, characterized in that, The first reformer stack and the second reformer stack are connected one after the other in a serial flow arrangement.

11. The integrated reformer and burner assembly according to claim 9, characterized in that, The second reformer stack is located upstream of the first reformer stack.

12. The integrated reformer and burner assembly according to claim 11, characterized in that, The first reformer stack includes a greater amount of catalyst than the second reformer stack, such that the first reformer stack is configured to have a higher conversion rate than the second reformer stack.

13. An integrated reformer and combustor assembly for a turbine, the turbine defining an axial direction, characterized in that, The integrated reformer and burner assembly includes: A burner, comprising a bushing that at least partially defines a combustion chamber and an opening at an upstream end of the combustion chamber, the burner being configured to receive an aviation fuel flow through the opening; and A first reformer stack and a second reformer stack, the first reformer stack and the second reformer stack being located on the bushing and extending around the combustion chamber, the first reformer stack including a first trench defining a first fuel inlet and a first oxidant inlet, and the second reformer stack including a second trench defining a second fuel inlet and a second oxidant inlet, wherein each of the first reformer stack and the second reformer stack is a fuel processing unit configured to produce output products and supply output products to the combustion chamber, the output products including hydrogen, wherein the first reformer stack and the second reformer stack are distributed along the length of the bushing in the axial direction; The first fuel inlet and the second fuel inlet have independently controlled and independent fuel inputs; The first oxidant inlet and the second oxidant inlet have independently controlled independent oxidant inputs; The independent fuel input and the independent oxidant input are configured to be controlled to control the corresponding hydrogen conversion rates of the first reformer stack and the second reformer stack; The first reformer stack includes a greater amount of catalyst than the second reformer stack, such that the first reformer stack is configured to have a higher conversion rate than the second reformer stack. The first reformer stack is defined by a first height extending radially outward from the bushing. The second reformer stack defines a second height extending radially outward from the bushing, and wherein the first height is greater than the second height; and The bushing is an outer liner that at least partially defines the combustion chamber, wherein the first reformer stack and the second reformer stack extend around or are integrated into the outer liner.

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