Fuel-air mixing components in a turbocharged engine

Abstract

A turbine engine includes an engine core having at least a compressor section and a combustion section. The combustion section includes a combustor. The combustor section or combustor includes a fuel-air mixing assembly fluidly coupled to the compressor section. The fuel-air mixing assembly includes an outer wall, a central body at least partially surrounded by the outer wall, and an annular flow passage between the outer wall and the central body. At least one fuel orifice includes a fuel outlet fluidly coupled to the annular flow passage.

Description

Technical Field

[0001] This disclosure generally relates to a fuel-air mixing assembly for an engine, and more specifically, to a fuel-air mixing assembly fluidly connected to a combustor of a turbine engine. Background Technology

[0002] A turbine engine (especially a gas or combustion turbine engine) is a rotating engine that extracts energy from a stream of combustible gas that passes through the engine and flows over multiple airfoils, including stationary impeller blades and rotating turbine blades.

[0003] Various fuels for combustion in turbine engines are being explored. Hydrogen, or hydrogen mixed with another element or compound, can be used for combustion, but hydrogen or hydrogen-blended fuels result in higher flame temperatures than conventional fuels. That is, hydrogen or hydrogen-blended fuels generally have a wider combustible range and faster combustion rates than conventional fuels (such as petroleum-based fuels, or mixtures of petroleum and synthetic fuels). Therefore, many combustion components designed for conventional fuels will not be suitable for hydrogen or hydrogen-blended fuels. Attached Figure Description

[0004] The specification with reference to the accompanying drawings sets forth a complete and feasible disclosure for those skilled in the art, including its best mode, wherein:

[0005] Figure 1 This is a schematic cross-sectional view of a turbine engine for an aircraft having a fuel-air mixing assembly, according to an exemplary embodiment of the present disclosure.

[0006] Figure 2 This is a cross-sectional view of a portion of the combustor section of a turbine engine according to an exemplary embodiment of the present disclosure, further illustrating... Figure 1 Fuel-air mixing components.

[0007] Figure 3A This is based on exemplary embodiments of the present disclosure. Figure 2 The cross-section of at least one fuel orifice of the fuel-air mixing assembly.

[0008] Figure 3B This is based on exemplary embodiments of the present disclosure. Figure 3A The deformation of the cross section.

[0009] Figure 3C This is based on exemplary embodiments of the present disclosure. Figure 3A Another variation of the cross-section.

[0010] Figure 3D This is based on exemplary embodiments of the present disclosure. Figure 3A Another variation of the cross-section.

[0011] Figure 3E This is based on exemplary embodiments of the present disclosure. Figure 3A Another variation of the cross-section.

[0012] Figure 4 This is based on exemplary embodiments of the present disclosure. Figure 2 The deformation of the cross section.

[0013] Figure 5 This is based on exemplary embodiments of the present disclosure. Figure 4 The cross-section further shows the first set of orifices.

[0014] Figure 6 This is based on exemplary embodiments of the present disclosure. Figure 4 The cross-section further shows the second set of orifices.

[0015] Figure 7 This is based on exemplary embodiments of the present disclosure. Figure 4 or Figure 5 The deformation of the cross section.

[0016] Figure 8 This is based on exemplary embodiments of the present disclosure. Figure 2 Another variation of the cross-section.

[0017] Figure 9 This is based on exemplary embodiments of the present disclosure. Figure 2 Another variation of the cross-section.

[0018] Figure 10 It is a section taken along the centerline of the fuel orifice according to an exemplary embodiment of this disclosure. Figure 9 The cross-section.

[0019] Figure 11 This is based on exemplary embodiments of the present disclosure. Figure 10 The deformation of the cross section.

[0020] Figure 12 This is based on exemplary embodiments of the present disclosure. Figure 10 Another variation of the cross-section.

[0021] Figure 13 This is based on exemplary embodiments of the present disclosure. Figure 2 Another variation of the cross-section.

[0022] Figure 14 This is based on exemplary embodiments of the present disclosure. Figure 2 Another variation of the cross-section. Detailed Implementation

[0023] The aspects of this disclosure described herein are generally directed to fuel-air mixing assemblies for turbine engines, wherein the fuel-air mixing assembly is fluidly coupled to or at least partially included within a combustor. The fuel-air mixing assembly is provided with a hydrogen-containing fuel (hereinafter referred to as hydrogen-containing fuel) mixed within the fuel-air mixing assembly with at least one gas stream. Compared to conventional fuels (e.g., petroleum-based fuels, or mixtures of petroleum and synthetic fuels), hydrogen-containing fuels typically have a wider combustible range and a faster combustion rate. The combustion temperature of hydrogen-containing fuels may be higher than that of conventional fuels, thus existing engine designs for conventional fuels would not be able to operate at the elevated temperatures. As described herein, the fuel-air mixing assembly provides a structure designed for elevated fuel temperatures (e.g., hydrogen-containing fuels or any other fuel that burns hotter than conventional fuels). When compared to conventional fuel-air mixing assemblies, the fuel-air mixing assembly disclosed herein includes a fuel outlet located further downstream of the intake port. As disclosed herein, the fuel-air mixing assembly may include at least a portion of an air passage (in which fuel and air are mixed) having a constant area to maintain the velocity of the fuel-air mixture.

[0024] In addition to higher temperatures, hydrogen-containing fuels produce nitrogen oxides (NOx). Typical methods for reducing NOx emissions include injecting diluents (water, steam, nitrogen) into the combustion chamber, but this can lead to reduced performance in turbocharged engines. The fuel-air mixing assembly described in this article provides a structure to reduce NOx emissions without using diluents.

[0025] For illustrative purposes, this disclosure will describe turbines for use in aircraft turbine engines. However, it should be understood that the aspects of this disclosure described herein are not limited thereto and can be generally applied to engines including compressors, power generation turbines, and in non-aircraft applications such as other mobile applications and non-mobile industrial, commercial, and residential applications.

[0026] Reference will now be made in detail to combustor architecture, particularly to fuel nozzles and swirlers for supplying fuel to combustors located within a turbine engine, one or more examples of which are shown in the accompanying drawings. Detailed descriptions use numerals and letter designations to refer to features in the drawings. Similar or analogous designations in the drawings and description have been used to refer to similar or analogous portions of this disclosure.

[0027] 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.

[0028] The terms "front" and "rear" refer to relative positions within a turbine engine or carrier, and to the normal operating posture of the turbine engine or carrier. For example, for a turbine engine, "front" refers to a position closer to engine 1, while "rear" refers to a position closer to the engine nozzle or exhaust port.

[0029] The term “flame hold” refers to continuous combustion conditions of fuel such that the flame is maintained along or near a component, typically a part of the fuel orifice assembly as described herein, while “backfire” refers to the retreat of the combustion flame in an upstream direction.

[0030] As used herein, the term "upstream" refers to the direction opposite to the direction of fluid flow, while the term "downstream" refers to the direction in the same direction as the fluid flow. The terms "front" or "in front" indicate what is in front of something, and "back" or "behind" indicate what is behind something. For example, when used in relation to fluid flow, "front" or "in front" can indicate upstream, and "back" or "behind" can indicate downstream.

[0031] The term "fluid" can refer to either a gas or a liquid. The term "fluid connectivity" refers to the ability of fluids to establish connections between specified areas.

[0032] Furthermore, as used herein, the term "radial" or "radially" refers to a direction away from a common center. For example, in the overall context of a turbine engine, radial refers to the direction of a ray extending between the engine's central longitudinal axis and the outer circumference of the engine.

[0033] Unless the context clearly specifies otherwise, the singular forms “a,” “an,” and “the” include plural references. Furthermore, as used herein, the term “group” or a “group” of elements can be any number of elements, including a single element.

[0034] All directional references (e.g., radial, axial, proximal, distal, up, down, upward, downward, left, right, lateral, front, rear, top, bottom, above, below, vertical, horizontal, clockwise, counterclockwise, upstream, downstream, forward, backward, etc.) are used for identification purposes only to aid the reader's understanding of this disclosure and should not be construed as limiting, in particular, with respect to the location, orientation, or purpose of aspects of this disclosure described herein. Unless otherwise stated, connecting references (e.g., attachment, connection, joint, and engagement) are to be interpreted broadly and may include intermediate members between sets of elements and relative movement between elements. Thus, connecting references do not necessarily imply that two elements are directly connected and have a fixed relationship with each other. Exemplary figures are for illustrative purposes only, and the dimensions, positions, order, and relative sizes reflected in the accompanying figures may vary.

[0035] As used throughout the specification and claims, approximate language is applied to modify any quantitative expression that may be altered without changing its underlying function. Therefore, values ​​modified by terms such as “about,” “approximately,” “generally,” and “substantially” are not limited to 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 a single value, a range of values, and / or the endpoints of a defined range of values. Scope limitations are combined and interchanged herein and throughout the specification and claims, and such scopes are identified and include all subscopes contained herein unless otherwise indicated by context or language. For example, all scopes disclosed herein include endpoints, and endpoints may be combined independently of each other.

[0036] 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. The compressor section 12, combustion section 14, or turbine section 16 may be arranged in an axial flow configuration. The compressor section 12, combustion section 14, or turbine section 16 may define an axially extending engine centerline. A drive shaft 18 rotatably connects the compressor section 12 and the turbine section 16 such that rotation of one affects rotation of the other, and defines the rotation axis 20 of the turbine engine 10.

[0037] 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.

[0038] Compressor section 12 may include multiple axially spaced stages. Each stage includes a set of circumferentially spaced rotating blades and a set of circumferentially spaced stationary blades. The compressor blades for one stage of compressor section 12 may be mounted to a disc, which is mounted to drive shaft 18. Each set of blades in a given stage may have its own disc. The blades of compressor section 12 may be mounted to a housing that extends circumferentially around turbine engine 10. It should be understood that the representation of compressor section 12 is merely illustrative and any number of stages may be possible. Furthermore, it is contemplated that any other number of components may be present within compressor section 12.

[0039] Similar to compressor section 12, turbine section 16 may include multiple axially spaced stages, each stage having a set of circumferentially spaced rotating blades and a set of circumferentially spaced stationary blades. Turbine blades for one stage of turbine section 16 may be mounted to a disc, which is mounted to drive shaft 18. Each set of blades in a given stage may have its own disc. The blades of the turbine section may be circumferentially mounted to the housing. It should be noted that any number of blades, blades, and turbine stages can be present, as the turbine section shown is merely schematic. Furthermore, it is contemplated that any other number of components may be present within turbine section 16.

[0040] Combustion section 14 may be arranged in series between compressor section 12 and turbine section 16. Combustion section 14 may be fluidly coupled to at least a portion of compressor section 12 and turbine section 16, such that combustion section 14 at least partially fluidly couples compressor section 12 to turbine section 16. As a non-limiting example, combustion section 14 may be fluidly coupled to HP compressor 24 at its upstream end and to HP turbine 26 at its downstream end.

[0041] 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, where the air is compressed to define pressurized air. This pressurized air can then flow into the combustion section 14, where it is mixed with fuel and ignited in the fuel-air mixing assembly 100 located in the combustor 30 to produce combustion gases. The HP turbine 26 extracts some work from these combustion gases, and can drive at least the HP compressor 24. The combustion gases are discharged into the LP turbine 28, which can extract additional work to drive the LP compressor 22, and the exhaust gas is ultimately discharged from the turbine engine 10 via an exhaust section (not shown) downstream of the turbine section 16. The drive of the LP turbine 28 can drive the LP spool to rotate the fan (not shown) and / or the LP compressor 22. The pressurized airflow and combustion gases together define the working airflow flowing through the fan, compressor section 12, combustion section 14, and turbine section 16 of the turbine engine 10.

[0042] For example, Figure 2 This is a cross-section of the fuel-air mixing assembly 100, which can... Figure 1 Used within the combustion zone 14. The fuel-air mixing assembly 100 may be part of a fuel nozzle located upstream of the combustion zone 14 or burner 30 and fluidly connected to the combustion zone 14 or burner 30. The fuel-air mixing assembly 100 includes at least an outer wall 102, a central body 104, an annular flow passage or air passage 106, a plurality of orifices 108, a fuel chamber 110, and a plurality of fuel orifices 112. Although Figure 2 This is a schematic 2-D diagram, but the components (e.g., outer wall 102, central body 104, air passage 106, and fuel chamber 110) can be circumferential, circular, or annular about the central body axis or centerline 142.

[0043] In a non-limiting example, the outer wall 102 may be a burner liner, a shroud, or the outer wall of a mixing tube. The outer wall 102 includes an inner surface 120 and an outer surface 122. The outer wall thickness may be defined as the distance between the inner surface 120 and the outer surface 122. A plurality of holes 108 extend through the outer wall 102. That is, a plurality of holes 108 extend from the inner surface 120 to the outer surface 122.

[0044] The central body 104 may be at least partially surrounded by an outer wall 102. The central body 104 may have an outer surface 124 and an inner surface 126. The central body 104 may be at least partially hollow. The central body 104 may extend from the outer wall 102 at a front end or first end 128 to a second end, a rear end, or an axial end 130. The axial end 130 of the central body 104 may be the furthest point or end of the central body 104 extending downstream. The axial end 130 may be an outlet plane at which the fuel-air mixture will exit a portion of the air passage 106 defined partially by the central body 104. Alternatively, the axial end 130 may be an end of the central body 104 axially downstream of the first end 128, wherein the axial end 130 is surrounded by the outer wall 102. The length 131 of the central body may be measured axially from the first end 128 to the axial end 130.

[0045] The recess distance 132 from the axial end 130 to the peak recess point 134 can be measured. The recess distance 132 can be between 0.0 cm and 1.3 cm or equal to 0.0 cm and 1.3 cm. Optionally, the recess distance 132 can be between 0.3 cm and 0.9 cm or equal to 0.3 cm and 0.9 cm.

[0046] Additionally or alternatively, the recess distance 132 may be between 0% and 25% of the length 131 of the central body or between 0% and 100% of the diameter of the central body 104 at the axial end 130, or may include 0% to 25% of the length 131 of the central body or between 0% and 100% of the diameter of the central body 104 at the axial end 130. Although shown as concave, the axial end 130 may have a concave, convex, planar, or any combination thereof shape.

[0047] Air passage 106 may be at least partially defined by outer wall 102 and central body 104. Inlet 107 of air passage 106 may be located at or adjacent to a first end 128 of central body 104. Outlet 109 of air passage 106 may be located at or adjacent to an axial end 130 of central body 104. More specifically, air passage 106 may be defined by an inner surface 120 of outer wall and an outer surface 124 of central body, or by the space between the inner surface 120 of outer wall and the outer surface 124 of central body. Air passage area may be defined as the area of ​​a cross-section of air passage 106. Air passage area may be proportional to air passage diameter 136, where air passage diameter 136 is a measure of the distance from inner surface 120 of outer wall to outer surface 124 of central body. Optionally, the air passage area of ​​air passage 106 increases with increasing air passage diameter 136, decreases with decreasing air passage diameter 136, and remains constant while air passage diameter 136 remains constant.

[0048] Multiple holes 108 can extend through the outer wall 102 and connect the compressor section 12 ( Figure 1The fluid is connected to the air passage 106. That is, from the HP compressor 24 ( Figure 1 Compressed airflow enters air passage 106 through a plurality of holes 108. A first set of holes 108a and a second set of holes 108b may be defined by the plurality of holes 108. The first set of holes 108a may be circumferentially spaced and generally located at a first axial position. The second set of holes 108b may be circumferentially spaced and generally located at a second axial position, which is downstream of the first axial position relative to the airflow through air passage 106. That is, the centerline of each hole in the first set of holes 108a is upstream of the centerline of each hole in the second set of holes 108b.

[0049] The fuel chamber 110 is at least partially defined by the central body 104. That is, the inner surface 126 of the central body can define the fuel chamber 110. In other words, the hollow portion of the central body 104 is the fuel chamber 110. It is envisioned that the fuel chamber 110 can be a hydrogen fuel chamber, wherein the hydrogen fuel chamber can supply hydrogen-containing fuel to at least one fuel orifice.

[0050] Fuel chamber 110 may include at least one channel 140 (referred to herein as "channel") defined within central body 104, radially outside of the inner surface 126 of central body. Channel 140 is fluidly coupled to fuel chamber 110 and may extend in a rear-to-front direction. Outer surface 146 and inner surface 148 of channel may define channel 140. Channel 140 may receive fuel from fuel chamber 110 at inlet 144. Channel 140 may have one or more portions extending toward the outer surface 124 of central body. Additionally or alternatively, channel 140 may include one or more portions extending parallel to the outer surface 124 or inner surface 126 of central body. It is contemplated that channel 140 may have one or more orientations varying relative to the centerline 142 of fuel chamber 110. It is contemplated that the diameter of channel 140 may remain constant or include one or more portions with varying diameters. Channel 140 can extend the axial distance between 0% and 75% of the length 131 of the central body, however, it is envisioned that channel 140 can extend the axial distance between 2% and 50% of the length 131 of the central body.

[0051] The protrusion 150 may be defined by the inner surface 148 of the channel and the inner surface 126 of the center body. The protrusion 150 may have a uniform thickness. Alternatively, the protrusion 150 may have one or more portions in which the thickness varies continuously or discretely.

[0052] Multiple fuel orifices 112 fluidly connect fuel chamber 110 to air passage 106; more specifically, fuel orifices 112 connect passage 140 to air passage 106. The multiple fuel orifices 112 may be circumferentially spaced around central body 104. Fuel inlet 152 may be located at outer surface 146 of passage to receive fuel from passage 140. Fuel outlet 154 may be located at outer surface 124 of central body to supply fuel to air passage 106. That is, fuel outlet 154 opens at outer surface 124 of central body to supply fuel to air passage 106. As shown, it is conceivable that the injection diameter of the multiple fuel orifices 112 may be constant, or vary in one or more portions as the multiple fuel orifices 112 extend radially outward from fuel chamber 110 to air passage 106. It is further conceivable that the injection diameter may vary between two or more fuel orifices of the multiple fuel orifices 112.

[0053] Multiple fuel orifices 112 may be located at a third axial position downstream of the second axial position. That is, the centerline 156 of the fuel orifice of the fuel outlet 154 may be located at least 0.5 cm from the centerline 157 of the second set of orifices 108b. In other words, the orifice-to-orifice distance 158 may be equal to or greater than 0.5 cm. Additionally or alternatively, the orifice distance 158 may be between 10% and 95% of the length of the central body 131 or equal to 10% to 95% of the length of the central body 131.

[0054] A predetermined distance, or fuel orifice distance 160, from the fuel orifice centerline 156 to the axial end 130 can be measured. The fuel orifice distance 160 can be between 0.0 cm and 2.0 cm, or equal to 0.0 cm and 2.0 cm. It is envisioned that the fuel orifice distance 160 can be between 0% and 50% of the central body length 131, or equal to 0% and 50% of the central body length 131. Additionally or alternatively, the fuel orifice distance 160 can be between 0% and 100% of the diameter of the central body 104 at the axial end 130, or equal to 0% and 100% of the diameter of the central body 104 at the axial end 130.

[0055] A constant cross-sectional area portion or constant area portion 162 of the air passage 106 may be located between the plurality of fuel orifices 112 and the axial end 130. That is, the air passage diameter 136 is constant between at least a first point 164 downstream of the plurality of fuel orifices 112 and a second point 166 downstream of the first point 164, as shown, where the second point 166 is at the axial end 130, or upstream of the axial end 130. In other words, the constant area portion 162 has a constant cross-sectional area along a predetermined portion of the central body 104, starting from the first point 164 and terminating at the axial end 130. It is envisioned that the fuel outlet 154 opens at or into the constant area portion 162.

[0056] Figure 3A A circular cross-section 168 of at least one of a plurality of fuel orifices 112 is shown. As illustrated, by way of example, one or more cross-sections of at least one of the plurality of fuel orifices 112 may have a circular shape, wherein the circle is a perfect circle or includes radius measurements that differ from each other by no more than 5%.

[0057] Figure 3B At least one of the plurality of fuel orifices 112 is shown. Figure 3A A variation of the cross-section, specifically a triangular cross-section 170. As shown in the figure, as an example, one or more cross-sections of at least one of the plurality of fuel orifices 112 may have a triangular shape. The triangular shape can be any triangle, including but not limited to acute triangles, right triangles, or obtuse triangles. Optionally, one or more legs or angles of the triangle may be equal or have measurements that differ from each other by no more than 5%.

[0058] Figure 3C At least one of the plurality of fuel orifices 112 is shown. Figure 3A Another variation of the cross-section, specifically, is the stadium cross-section 172. As shown in the figure, as an example, one or more cross-sections of at least one of the plurality of fuel orifices 112 may have a stadium shape. The stadium shape may also be a running track shape, a rounded rectangle, or any rectangle with chamfers.

[0059] Figure 3D At least one of the plurality of fuel orifices 112 is shown. Figure 3A Another variation of the cross-section, specifically, the teardrop cross-section 174. As shown in the figure, as an example, one or more cross-sections of at least one of the plurality of fuel orifices 112 may have a teardrop shape. As shown in the figure, the teardrop shape or teardrop shape may have a smaller circular portion and a larger circular portion, or include a smaller pointed portion and a larger circular portion.

[0060] Figure 3E At least one of the plurality of fuel orifices 112 is shown. Figure 3A Another variation of the cross-section, specifically, an elliptical cross-section 176. As shown in the figure, as an example, one or more cross-sections of at least one of the plurality of fuel orifices 112 may have an elliptical shape. The elliptical shape may be an ellipse or sub-ellipse, pear-shaped, oval, or any combination thereof, as shown in the figure.

[0061] It is conceivable that one or more of the plurality of fuel ports 112 may include, for example, Figures 3A-3E One or more of the cross-sectional shapes shown.

[0062] Refer again Figure 1 and Figure 2 In operation, airflow from HP compressor 24 flows into air passage 106 through multiple orifices 108. A stable airflow is formed in air passage 106. Once a stable airflow is established, fuel (e.g., hydrogen-containing fuel) from fuel chamber 110 flows into passage 140 via inlet 144. The fuel in passage 140 then flows into multiple fuel orifices 112 via fuel inlet 152. At fuel outlet 154, fuel is introduced or injected into the airflow in air passage 106. Fuel is introduced into the airflow in air passage 106 in a low-turbulence region, which helps reduce flame retention. The multiple fuel orifices 112 are circumferentially distributed to provide uniform fuel distribution, thereby better mixing and simultaneously achieving fuel permeation into the airflow, keeping the fuel-air mixture away from the outer wall 102 or the central body 104.

[0063] Multiple fuel orifices 112 are located 2.0 cm or less from the rear end of the central body 104. The location of the multiple fuel orifices 112 helps to reduce flame retention at the central body 104 or air passage 106.

[0064] Air passage 106 includes a constant area portion 162 that helps maintain a high speed of the air-fuel mixture. That is, compared to existing fuel-air mixture designs, the constant area portion 162 can maintain a high speed of the air-fuel mixture over a longer length. This high speed of the air-fuel mixture reduces backfire into air passage 106, allowing the turbine engine 10 to utilize hydrogen-containing fuels or any other fuel that burns hotter than conventional fuels.

[0065] The air-fuel mixture is burned downstream of the central body 104. Due to the uniform mixing of fuel and air, the temperature distribution in the combustion zone 14 or combustor 30 is more uniform during combustion, allowing the use of higher temperature fuels (such as hydrogen), which provides for the reduction or elimination of emissions while maintaining or improving engine efficiency.

[0066] Figure 4 A cross-section of another exemplary fuel-air mixing assembly 200 is shown. The fuel-air mixing assembly 200 is similar to... Figure 2 The fuel-air mixing assembly 100 is used in this context, and therefore, similar components will be identified by similar numbers incremented by 100. It should be understood that, unless otherwise stated, the description of similar components of the fuel-air mixing assembly 100 applies to the fuel-air mixing assembly 200. The fuel-air mixing assembly 200 includes at least an outer wall 102, a central body 104, an air passage 106, a plurality of holes 108, a fuel chamber 110, and a plurality of fuel orifices 212.

[0067] The plurality of fuel orifices 212 may include a first set of fuel orifices 212a and a second set of fuel orifices 212b. The first set of fuel orifices 212a may be axially spaced from the second set of fuel orifices 212b. That is, the first set of fuel orifices 212a and the second set of fuel orifices 212b may be axially staggered to achieve better fuel distribution and mixing with the air supply. Further envisioning, the axial position of each fuel orifice within the first set of fuel orifices 212a or the second set of fuel orifices 212b relative to fuel orifices from the same set may also vary.

[0068] The axial distance between the first set of fuel orifices 212a and the second set of fuel orifices 212b and the axial end 130 can be between 0.0 cm and 2.0 cm. The first outlet 254a of the first set of fuel orifices 212a (see...) Figure 5 It can be obtained from at least one second outlet 254b of the second set of fuel orifices 212b (see...) Figure 6 Radial offset. It is envisioned that the distance between the first set of fuel orifices 212a and the second set of fuel orifices 212b could be 0-30% of the diameter of the central body 104 at its axial end 130.

[0069] The axial stagger of the first set of fuel orifices 212a and the second set of fuel orifices 212b can further improve the distribution of airflow in the fuel-to-air passage 106 and improve the mixing of fuel and air supply before the constant area portion 262.

[0070] Optionally, the inner surface 120 of the outer wall may include one or more bumps, protrusions, or projections, as exemplified by a reduction portion 201. The reduction portion 201 may be integrally formed with the outer wall 102. Alternatively, the reduction portion 201 may be a material coupled to the inner surface 120 of the outer wall. The reduction portion 201 may include a reduced cross-sectional area portion or converging portion upstream of the plurality of fuel orifices 212. Downstream of the plurality of fuel orifices 212, the reduction portion 201 may maintain a constant area portion 262, although at a smaller air passage diameter and air passage area compared to without the reduction portion 201. The reduction portion 201 may increase the airflow velocity at the converging portion upstream of the fuel injection and maintain this velocity through the constant area portion 262 downstream of the plurality of fuel orifices 212. These higher sustained velocities of the fuel-air mixture over a longer axial length can prevent backfire.

[0071] The reduced portion 201 may include converging, inclined, or angled portions extending axially to a distance from the fuel outlet 154 that is 10% or less of the diameter of the central body 104 at the axial end 130. Downstream of the fuel outlet 154, the reduced portion 201 may have a cylindrical or constant nominal diameter portion. Alternatively, the angled portion may extend axially to or beyond the fuel outlet 154 or the axial end 130.

[0072] As shown in the figure, the central body 104 may have an enlarged diameter portion, such that the outer surface 124 of the central body narrows or reduces the diameter of the air passage 106.

[0073] Alternatively, it is further envisioned that the central body 104 may optionally include a cylindrical segment 203 or a constant diameter portion. The constant diameter portion of the central body 104 may axially overlap the converging portion of the reduced portion 201 or the constant nominal diameter portion. It is also envisioned that the fuel outlet 154 may be located within the constant diameter portion of the central body 104. That is, the constant diameter portion of the central body 104 may extend upstream and / or downstream of the fuel outlet 154. Additionally or alternatively, the constant diameter portion of the central body 104 may extend between 10% and 100% of the length of the central body.

[0074] It is further envisioned that the increased diameter portion of the central body 104 can extend to the axial end 130. That is, it is envisioned that the increased diameter portion of the central body 104 can be 5%-100% of the length of the central body.

[0075] Figure 5 It is along Figure 4 The cross-section taken by line VV further illustrates the first set of fuel orifices 212a. The first set of fuel orifices 212a extends from the inner surface 148 of the channel to the outer surface 124 of the center body. That is, the first set of fuel orifices 212a fluidly connects the channel 140 to the air passage 106. The first angle 208 can be defined as the angle between the fuel orifice centerline 256a and the vertical reference line 278a. The vertical reference line 278a is perpendicular to the centerline 142 of the fuel chamber 110. As shown, the first angle 208 can be a non-zero angle, but any angle including zero is conceivable.

[0076] Figure 6 It is along Figure 4 The cross-section taken by line VI-VI further illustrates the second set of fuel orifices 212b. The second set of fuel orifices 212b extends from the inner surface 148 of the channel to the outer surface 124 of the center body. That is, the second set of fuel orifices 212b fluidly connects the channel 140 to the air passage 106. The second angle can be defined as the angle between the fuel orifice centerline 256b and the vertical reference line 278b. The vertical reference line 278b is perpendicular to the centerline 142 of the fuel chamber 110 and lies in the same plane as the vertical reference line 278b. As shown, the second angle can be zero because the fuel orifice centerline 256b is aligned with the vertical reference line 278b, making them appear to overlap; however, any non-zero angle is also conceivable.

[0077] Figure 5 and Figure 6The example illustrates a circumferential offset of the first outlet 254a of the first set of fuel orifices 212a from the second outlet 254b of the second set of fuel orifices 212b. This offset can improve the uniformity of fuel distribution and mixing with air.

[0078] Figure 7 This is an alternative cross-section of the plurality of fuel orifices 312. The plurality of fuel orifices 312 are similar to the plurality of fuel orifices 212, 212a, 212b, therefore, similar parts will be identified by similar numbers incremented by 100. It should be understood that the description of similar parts of the plurality of fuel orifices 212, 212a, 212b applies to the plurality of fuel orifices 312.

[0079] Multiple fuel orifices 312 extend from the inner surface 148 of the channel to the outer surface 124 of the center body. That is, the multiple fuel orifices 312 fluidly connect the channel 140 to the air passage 106. The orifice angle 384 can be defined as the angle between a first radius 386 extending from the centerline 142 through the inlet 352 and a second radius 388 extending from the centerline 142 through the outlet 354. As shown, the orifice angle can be non-zero. In one example, the orifice angle 384 can be between -60 degrees and 60 degrees (i.e., 60 degrees counterclockwise to 60 degrees clockwise) or equal to -60 degrees to 60 degrees. Further, the orifice angle 384 is envisioned to be between 0 and 30 degrees, although any angle value including zero is also envisioned.

[0080] It is conceivable that the multiple fuel orifices 312 may include at least one flow divider 390. The at least one flow divider 390 may change the direction of the flow, limit the volume of the flow, increase or decrease the velocity of the flow, or change the direction of the flow, or even increase or decrease local turbulence. Additionally, one or more valves (not shown) may be included in one or more of the multiple fuel orifices 312.

[0081] The orifice centerline angle 385 can be measured from the first radius 386 extending from the centerline 142 through the inlet 352 and the fuel orifice centerline 356. The orifice centerline angle 385 can be, for example, between -60 degrees and 60 degrees, or equal to -60 degrees and 60 degrees. That is, the orifice centerline angle 385 can be 60 degrees counterclockwise to 60 degrees clockwise. It is further envisioned that the orifice centerline angle 385 can be between 0 and 30 degrees, although any angle value including zero is also envisioned.

[0082] Figure 8 Combustion section 14 is shown. Figure 1A cross-section of a portion of the image further illustrates the fuel-air mixing assembly 400. The fuel-air mixing assembly 400 is similar to fuel-air mixing assemblies 100 and 200; therefore, similar parts will be identified by similar numerals increasing by 200. It should be understood that, unless otherwise stated, the description of similar parts of fuel-air mixing assemblies 100 and 200 applies to fuel-air mixing assembly 400. The fuel-air mixing assembly 400 includes at least an outer wall 102, a central body 104, an air passage 106, a plurality of holes 108, a fuel chamber 110, and a plurality of fuel orifices 412.

[0083] The outer wall 102 includes an inner surface 120 and an outer surface 122. A plurality of holes 108 extend from the inner surface 120 through the outer wall 102 to the outer surface 122.

[0084] The central body 104 may be at least partially surrounded by the outer wall 102, wherein the axial end 130 of the central body 104 serves as the furthest point or end of the central body 104 extending downstream within the outer wall 102. The fuel chamber 110 is at least partially defined by the central body 104.

[0085] At least one channel 440 (hereinafter, “channel”) may extend from fuel chamber 110 into outer wall 102 upstream of central body 104. Channel 440 may be curved, bent, or otherwise include any shape that allows channel 440 to be defined within outer wall 102. That is, channel 440 and the plurality of holes 108 do not intersect. Channel 440 may have one or more portions extending toward outer surface 122 of outer wall. Additionally or alternatively, channel 440 may include one or more portions extending parallel to inner surface 120 of outer wall. Channel 440 may fluidly connect fuel chamber 110 to another fuel chamber shown as at least one fuel tank 494. Fuel tank 494 is shown as being defined by outer wall 102; however, it is contemplated that fuel tank 494 may be coupled to outer wall 102.

[0086] Multiple fuel orifices 412 fluidly connect the fuel chamber 110 to the air passage 106. As shown in the figure, as an example, multiple fuel orifices 412 fluidly connect the fuel tank 494 to the air passage 106. The multiple fuel orifices 412 may be circumferentially spaced around the central body 104. Fuel inlet 452 receives fuel from the fuel chamber 110 via channel 440 and fuel tank 494 into at least one of the multiple fuel orifices 412.

[0087] Fuel outlet 454 may be located at the inner surface 120 of the outer wall to supply fuel to air passage 106. As shown, it is envisioned that the injection diameter of the plurality of fuel orifices 412 may be constant, or may vary in one or more portions of the fuel orifices as the plurality of fuel orifices 412 extend radially outward. It is further envisioned that the injection diameter may vary between two or more fuel orifices of the plurality of fuel orifices 412.

[0088] It is envisioned that channel 440 or fuel tank 494 can be a hydrogen channel or hydrogen fuel tank, wherein the hydrogen channel or hydrogen fuel tank can supply hydrogen-containing fuel to at least one fuel orifice.

[0089] In addition to or in place of channel 440, an external fuel source 413 may be connected to fuel tank 494. The external fuel source 413 may include any number or combination of additional tanks, pumps, conduits, or valves. It is envisioned that the external fuel source 413 may be a hydrogen external fuel source, which can supply hydrogen-containing fuel to at least one fuel orifice.

[0090] Multiple fuel orifices 412 may be located downstream of multiple orifices 108. That is, the centerline 456 of the fuel orifice of the fuel outlet 454 may be located at least 0.5 cm from the multiple orifices 108. In other words, the orifice-to-orifice distance 458 may be equal to or greater than 0.5 cm. Additionally or alternatively, the orifice-to-orifice distance 458 may be between 10% and 95% of the length of the central body or equal to 10% to 95% of the length of the central body.

[0091] The fuel orifice distance 460 from the fuel orifice centerline 456 to the axial end 130 can be measured. The fuel orifice distance 460 can be between 0.0 cm and 2.0 cm, or equal to 0.0 cm and 2.0 cm. It is envisioned that the fuel orifice distance 460 can be between 0% and 50% of the length of the central body, or equal to 0% and 50% of the length of the central body. It is also envisioned that the fuel orifice distance 460 can be between 0% and 100% of the diameter of the central body 104 measured at the axial end 130, or equal to 0% and 100% of the diameter of the central body 104 measured at the axial end 130.

[0092] A constant area portion 462 of the air passage 106 may be located between the plurality of fuel orifices 412 and the axial end 130. That is, the air passage diameter 436 is constant between at least a first point 464 downstream of the plurality of fuel orifices 112 and a second point 466 downstream of the first point 464, as shown, wherein the second point 466 is at or upstream of the axial end 130.

[0093] The constant area portion 462 is used to impart a high-speed component to the mixture of air and gas discharged from the fuel orifice assembly, while the channel 440 is used for radially inward fuel injection, as... Figure 2and Figure 4 The radially outward fuel injection is shown in contrast. Radially inward injection can provide improved fuel and air mixing before the constant area section 462.

[0094] Figure 9 Combustion section 14 is shown. Figure 1 A cross-section of a portion of the image further illustrates the fuel-air mixing assembly 500. The fuel-air mixing assembly 500 is similar to fuel-air mixing assemblies 100, 200, and 400; therefore, similar components will be identified by similar numerals increasing by 100. It should be understood that, unless otherwise stated, the description of similar components of fuel-air mixing assemblies 100, 200, and 400 applies to fuel-air mixing assembly 500. The fuel-air mixing assembly 500 includes at least an outer wall 102 having a plurality of orifices (not shown), a central body 104, an air passage 106, a fuel chamber 110, and a plurality of fuel orifices 512.

[0095] The plurality of fuel ports 512 includes a first set of fuel ports 512a and a second set of fuel ports 512b. The first set of fuel ports 512a passes through at least a portion of the outer wall 102. The first set of fuel ports 512a fluidly connects the air passage 106 to a fuel tank (not shown) or other fuel source to supply fuel to the air passage 106. An inlet 552a may be fluidly connected to an outlet 554a via the first set of fuel ports 512a.

[0096] The second set of fuel orifices 512b passes through a portion of the central body 104. That is, the second set of fuel orifices 512b can be radially spaced from the first set of fuel orifices 512a. The second set of fuel orifices 512b fluidly connects the passage 140 to the air passage 106 to supply fuel to the air passage 106, wherein the passage 140 is fluidly connected to the fuel chamber 110. The inlet 552b can be fluidly connected to the outlet 554b via the second set of fuel orifices 512b.

[0097] Multiple fuel orifices 512 can be located at different axial positions. That is, the first set of fuel orifices 512a can be located at a different axial position than the second set of fuel orifices 512b. Additionally or alternatively, the orifices in the first set of fuel orifices 512a or the second set of fuel orifices 512b can be located at multiple axial positions, wherein the axial positions are not uniform in each set.

[0098] Optionally, the protruding passage 555 can fluidly connect the channel 140 to the fuel chamber 110. The protruding passage 555 can have characteristics similar to the plurality of fuel orifices 512. That is, the protruding passage 555 can be circumferentially spaced, axially angled, or circumferentially angled. Furthermore, the protruding passage 555 can have any shape, including a cross-section with varying shape.

[0099] Although shown axially aligned with the second set of fuel orifices 512b, it is conceivable that the protruding passage 555 can be located at any axial position, upstream or downstream of the first set of fuel orifices 512a or the second set of fuel orifices 512b. Additionally or alternatively, the protruding passage 555 can be located in multiple axial positions relative to other protruding passages 555. That is, the axial position need not be consistent for all protruding passages 555. Optionally, the protrusion 150 can extend to the downstream end portion 557 of the fuel chamber 110. In this example, the protruding passage 555 fluidly connects the fuel chamber 110 and the channel 140.

[0100] The fuel orifice distance 560 can be measured from the fuel orifice centerline 556 to the axial end 130 of the central body 104. The fuel orifice distance 560 can be between 0.0 cm and 2.0 cm, or equal to 0.0 cm and 2.0 cm. It is envisioned that the fuel orifice distance 560 can be between 0% and 50% of the length of the central body, or equal to 0% and 50% of the length of the central body. It is further envisioned that the fuel orifice distance 560 can be between 0% and 100% of the diameter of the central body 104 at the axial end 130, or equal to 0% and 100% of the diameter of the central body 104 at the axial end 130.

[0101] It can be envisioned that even if the first set of fuel orifices 512a and the second set of fuel orifices 512b are not axially aligned, the distance between each orifice in the first set of fuel orifices 512a and the second set of fuel orifices 512b is equal to or less than 2.0 cm or 0%-50% of the length of the central body.

[0102] A constant area portion 562 of the air passage 106 may be located between the plurality of fuel orifices 512 and the axial end 130. That is, the air passage diameter 536 is constant between at least a first point 564 downstream of the plurality of fuel orifices 512 and a second point 566 downstream of the first point 564, as shown, wherein the second point 566 is at or upstream of the axial end 130.

[0103] During operation, one or both of the first set of fuel orifices 512a or the second set of fuel orifices 512b may be used to supply fuel to the air passage 106. Contribution or activation of one or more, or one or more sets of fuel orifices 512 allows fuel injection from the central body 104 and the outer surface or outer wall 102. Supplying fuel from more than one radial location can improve control over the mixing of fuel and airflow in the air passage 106 from the multiple fuel orifices 512. This can improve engine response because different fuel-air mixtures are required during different portions of the operating cycle of the turbine engine 10.

[0104] Similarly, when fuel from the central body 104 and the multiple fuel orifices 512 on the outer wall 102 is supplied to the airflow in the air passage 106, there is better circumferential fuel penetration because the fuel is added radially from both the outside and inside of the airflow. This helps to keep the fuel-air mixture centered in the air passage 106. When the fuel-air mixture is centered in the air passage 106, a lifted flame is provided when the fuel-air mixture is ignited downstream of the central body 104. That is, the flame is separated from the central body 104. The lifted flame further prevents flame retention and backfire.

[0105] Figure 10 It is along Figure 9 The cross-section of line XX at the centerline 556 of the fuel orifice further illustrates the first set of fuel orifices 512a and the second set of fuel orifices 512b. The first set of fuel orifices 512a extends through a portion of the outer wall 102 to the inner surface 120 of the outer wall. That is, the first set of fuel orifices 512a fluidly connects the fuel source to the air passage 106. The second set of fuel orifices 512b extends through a portion of the outer surface 124 of the central body to the inner surface 126 of the central body. That is, the second set of fuel orifices 512b fluidly connects the air passage 106 to the fuel chamber 110. The orifice setting angle 509 can be defined as the angle between the centerline of at least one orifice in the first set of fuel orifices 512a and the centerline of at least one orifice in the second set of fuel orifices 512b, wherein the centerline is drawn as extending from the centerline 142 of the fuel chamber 110. As shown, the orifice setting angle 509 can be a non-zero angle, but any angle including zero is conceivable. Figure 11 As shown. It is assumed that the angles between adjacent pairs of fuel orifices do not need to be equal, and the orifices in the first set of fuel orifices 512a and the second set of fuel orifices 512b do not need to be evenly distributed around the circumference of the central body 104 or the outer wall 102.

[0106] Optionally, the protruding passage 555 can fluidly connect the channel 140 to the fuel chamber 110. The protruding passage 555 can be aligned with one or more of the first set of fuel orifices 512a or the second set of fuel orifices 512b. Alternatively, the protruding passage 555 can form a non-zero angle with both the first set of fuel orifices 512a and the second set of fuel orifices 512b. That is, there can be any number of protruding passages 555, which can be circumferentially positioned at any location aligned with or between the first set of fuel orifices 512a and the second set of fuel orifices 512b.

[0107] Figure 12 At the centerline of the fuel orifice 556 ( Figure 9 Extracted at ) Figure 10Another variation of the cross-section further illustrates the first set of fuel orifices 512a and the second set of fuel orifices 512b.

[0108] The first orifice angle 584a of the first set of fuel orifices 512a can be defined as the angle between a first radius 586a extending from the centerline 142 through the outlet 554a and a second radius 588a extending from the centerline 142 through the inlet 552a. As shown, the orifice angle can be non-zero. Any angle value including zero is also conceivable.

[0109] The second orifice angle 584b of the second set of fuel orifices 512b can be defined as the angle between a first radius 586b extending from the centerline 142 through the inlet 552b and a second radius 588b extending from the centerline 142 through the outlet 554b. As shown, the orifice angle can be non-zero. Any angle value including zero is also conceivable.

[0110] As shown in the figure, as an example, the clockwise or counterclockwise angle of the first set of fuel orifices 512a can be opposite to the clockwise or counterclockwise angle of the second set of fuel orifices 512b. Imagine that the first orifice angle 584a or the second orifice angle 584b can be between -60 degrees and 60 degrees, or equal to -60 degrees and 60 degrees. That is, 60 degrees counterclockwise to 60 degrees clockwise. Further imagine that the first set of fuel orifices 512a can be between 0 degrees and 30 degrees, or equal to 0 degrees and 30 degrees.

[0111] The first centerline angle 585a of the first set of fuel orifices 512a can be defined as the angle between the first radius 586a extending from the centerline 142 through the outlet 554a and the centerline 556a of the first fuel orifice. As shown, the first centerline angle 585a can be non-zero. It is also conceivable that any angle value including zero can be used.

[0112] The second centerline angle 585b of the second set of fuel orifices 512b can be defined as the angle between the first radius 586b extending from the centerline 142 through the inlet 552b and the centerline 556b of the second fuel orifice. As shown, the second centerline angle 585b can be non-zero. Any angle value including zero is also conceivable.

[0113] As shown in the figure, as an example, the clockwise or counterclockwise centerline angle of the first set of fuel orifices 512a can be opposite to the clockwise or counterclockwise centerline angle of the second set of fuel orifices 512b. Imagine that the first centerline angle 585a or the second centerline angle 585b can be between -60 degrees and 60 degrees, or equal to -60 degrees and 60 degrees. That is, 60 degrees counterclockwise to 60 degrees clockwise.

[0114] Figure 13 Combustion section 14 is shown. Figure 1 Another cross-section of a portion of the image further illustrates the fuel-air mixing assembly 600. The fuel-air mixing assembly 600 is similar to fuel-air mixing assemblies 100, 200, 400, and 500; therefore, similar components will be identified by similar numerals increasing by 100. It should be understood that, unless otherwise stated, the description of similar components of fuel-air mixing assemblies 100, 200, 400, and 500 applies to fuel-air mixing assembly 600. The fuel-air mixing assembly 600 includes at least an outer wall 102 having a plurality of orifices (not shown), a central body 104, an air passage 106, a fuel chamber 110, and a plurality of fuel orifices 612.

[0115] The plurality of fuel ports 612 includes a first set of fuel ports 612a and a second set of fuel ports 612b. The first set of fuel ports 612a passes through at least a portion of the outer wall 102. The first set of fuel ports 612a fluidly connects the air passage 106 to a fuel tank (not shown) or other fuel source to supply fuel to the air passage 106.

[0116] The second set of fuel orifices 612b passes through a portion of the central body 104. The second set of fuel orifices 612b fluidly connects the channel 140 to the air passage 106 to supply fuel to the air passage 106, wherein the channel 140 is fluidly connected to the fuel chamber 110.

[0117] The first angle 611 can be defined as the angle between the reference line 657 and the center line 659 of at least one of the fuel orifices in the first set of fuel orifices 612a. The reference line 657 can be parallel to the center line 142 of the fuel chamber 110 or the center line of the turbine engine 10. As shown, the first angle 611 can be a non-zero angle, but any angle greater than zero is conceivable.

[0118] The second angle 613 can be defined as the angle between the centerline 142 of the fuel chamber 110 and the centerline 661 of the fuel orifice of at least one of the fuel orifices in the second set of fuel orifices 612b. As shown, the second angle 613 can be a non-zero angle, but any angle greater than zero can be conceived.

[0119] Imagine that the first angle 611 could be equal to 30 degrees to 150 degrees or between 30 degrees and 150 degrees. Further imagine that the second angle 613 could be equal to 30 degrees to 150 degrees or between 30 degrees and 150 degrees.

[0120] Figure 14 Combustion section 14 is shown. Figure 1Another cross-section of a portion of the image further illustrates the fuel-air mixing assembly 700. The fuel-air mixing assembly 700 is similar to fuel-air mixing assemblies 100, 200, 400, 500, and 600; therefore, similar components will be identified by similar numerals increasing by 100. It should be understood that, unless otherwise stated, the description of similar components of fuel-air mixing assemblies 100, 200, 400, 500, and 600 applies to fuel-air mixing assembly 700. The fuel-air mixing assembly 700 includes at least an outer wall 102 having a plurality of orifices 108, a central body 104, an air passage 106, a fuel chamber 710, and a plurality of fuel orifices 712.

[0121] The portion or reduction portion 701 that reduces the cross-sectional area may be formed together with or attached to the inner surface 120 of the outer wall, and includes an inclined or angled portion 705 that reduces the diameter of the air passage 106. The axial downstream or upstream of the angled portion 705 may be a constant area portion 762, wherein the diameter 736 of the air passage remains constant.

[0122] Although shown as part of the inner surface 120 of the outer wall, it is conceivable that the converging, inclined, or angled portion 705 may extend axially beyond the axial end 130. It is also conceivable that the downstream end of the angled portion 705 may be within a distance of the fuel outlet 754, which is 10% or less of the diameter of the central body 104 at the axial end 130.

[0123] As shown in the figure, the central body 104 is envisioned to have a cylindrical segment 703, wherein the diameter 771 of the central body 104 varies by no more than 5%. That is, in the cylindrical segment 703, the central body 104 is generally a hollow cylindrical shape. The cylindrical segment 703 of the central body 104 can be axially overlapped to form an angled portion 705 or a reduced portion 701.

[0124] Fuel chamber 710 may be defined by a central body 104. That is, fuel chamber 710 is the hollow center of central body 104. Fuel inlet 752 allows fuel from fuel chamber 710 to enter a plurality of fuel orifices 712. Fuel outlet 754 fluidly connects the plurality of fuel orifices 712 to air passage 106. That is, fuel chamber 710 is fluidly connected to air passage 106 via the plurality of fuel orifices 712. Optionally, fuel chamber 710 may include channels fluidly connecting fuel chamber 710 to the plurality of fuel orifices 712.

[0125] As shown in the figure, the fuel orifice centerline 756 can be axially aligned with the angled portion 705. However, it is contemplated that the fuel orifice centerline 756 can also be axially aligned with the constant area portion 762. The fuel orifice distance 760 from the fuel orifice centerline 756 to the axial end 130 of the central body 104 can be measured. The fuel orifice distance 760 can be between 0.0 cm and 2.0 cm, or equal to 0.0 cm and 2.0 cm. It is contemplated that the fuel orifice distance 760 can be between 0% and 50% of the length of the central body, or equal to 0% and 50% of the length of the central body. Additionally or alternatively, the fuel orifice distance 760 can be between 0% and 100% of the diameter of the central body 104 at the axial end 130, or equal to 0% and 100% of the diameter of the central body 104 at the axial end 130.

[0126] Benefits associated with the disclosures described herein include improved fuel and air mixing in turbine engines, particularly when the fuel burns hotter than conventional fuels, which allows for increased fuel efficiency or reduced emissions.

[0127] Once the airflow is established, multiple fuel orifices supply fuel to the airflow in the air passage. In other words, one benefit is that fuel is injected into the airflow as cross-flow fuel once the airflow is established. Injecting fuel into the low-turbulence region of the airflow once the airflow is established reduces flame persistence.

[0128] Multiple fuel orifices can be any combination of, but not limited to, axial position, axial angle, radial angle, diameter, or cross-sectional shape. The ability to customize these characteristics of each of the multiple fuel orifices can provide improved uniformity of the fuel-air mixture.

[0129] Another benefit is a constant passage area in the air passage downstream of multiple fuel orifices. A constant passage area can maintain well-defined high-speed flow after injection, reducing or eliminating flame retention or backfire when using fuels such as hydrogen-containing fuels.

[0130] As mentioned above, multiple fuel orifices can inject fuel in low-turbulence regions, but the axial position of the multiple fuel orifices from the axial end of the central body by 2.0 cm or less can provide an additional shorter mixing length. The shorter mixing length can also reduce flame retention.

[0131] The angles of multiple fuel orifices can be partially tangent to one or more portions of the airflow to improve mixing in shortened mixing sections.

[0132] Multiple fuel orifices can be angled toward the axial end of the central body (or in the direction of airflow) to allow fuel to follow the air velocity and reduce wake caused by the fuel injection itself. The reduction in wake reduces backfire.

[0133] Fuel can be injected from multiple sets of fuel orifices on both the central body and the outer wall to achieve better fuel mixing and control, thereby improving circumferential fuel penetration into the airflow. The centrally located fuel-air mixture helps to keep the fuel-air mixture in the center of the air passage. Once the fuel-air mixture passes through the axial end of the central body and is ignited, the centrally located fuel-air mixture provides a rising flame. The rising flame also reduces the chance of flame retention.

[0134] Fuel injection from the central body and / or outer wall can be angled. Alternatively, one or a subgroup of multiple fuel injection orifices can be angled, while another group remains radial.

[0135] Within the scope not yet described, different features and structures of each aspect may be combined or substituted for each other as needed. A feature not shown in all examples is not to be interpreted as something that cannot be shown in this way, but rather is done for the sake of brevity. Therefore, various features of different aspects may be mixed and matched as needed to form new aspects, whether or not the new aspects are explicitly described. All combinations or permutations of the features described herein are covered by this disclosure.

[0136] This written description uses examples to illustrate aspects of the disclosure described herein, including best practices, and also enables any person skilled in the art to practice aspects of the disclosure, including making and using any apparatus or system and performing any combination of methods. The patentable scope of aspects 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 have structural elements that are not indistinguishable from the literal language of the claims, or if they include equivalent structural elements that are not substantially different from the literal language of the claims.

[0137] Further aspects of this disclosure are provided by the subject matter of the following clauses:

[0138] A turbine engine includes: an engine core comprising at least a compressor section and a combustion section arranged in a series flow configuration, wherein the combustion section includes at least one fuel-air mixing assembly, the at least one fuel-air mixing assembly comprising: a central body extending axially from a front end to a rear end to define a central body axis; an outer wall spaced apart from and surrounding the central body; an annular flow passage defined between the outer wall and the central body, having an inlet at the front end and an outlet at the rear end, wherein the annular flow passage has a constant cross-sectional area portion along a predetermined portion of the central body and terminates at the rear end; and at least one fuel orifice having a fuel outlet leading to the annular flow passage at a predetermined distance from the rear end of the central body.

[0139] The turbine engine according to any one of the preceding clauses, wherein the predetermined distance is 0% to 50% of the length of the central body.

[0140] The turbine engine according to any one of the preceding clauses, wherein the predetermined distance is less than 25% of the length of the central body.

[0141] The turbine engine according to any one of the preceding clauses, wherein the fuel outlet opens at the constant cross-sectional area portion.

[0142] The turbine engine according to any one of the preceding clauses, wherein the predetermined distance from the rear end is between 0.0 and 2.0 centimeters.

[0143] The turbine engine according to any one of the preceding clauses, wherein the fuel outlet opens at the constant cross-sectional area portion.

[0144] The turbine engine according to any one of the preceding clauses, wherein the central body includes a fuel chamber, and the at least one fuel orifice has a fuel inlet fluidly connected to the fuel chamber.

[0145] The turbine engine according to any one of the preceding clauses, wherein the at least one fuel orifice extends through the central body.

[0146] The turbine engine according to any one of the preceding clauses, wherein the fuel chamber includes a channel extending in a rear-to-front direction, and the fuel inlet is fluidly connected to the channel.

[0147] The turbine engine according to any one of the preceding clauses, wherein the axial distance of the channel extension is between 2% and 50% of the length of the central body.

[0148] The turbine engine according to any one of the preceding clauses, wherein the at least one fuel orifice extends through the outer wall.

[0149] The turbine engine according to any one of the preceding clauses, wherein the at least one fuel orifice includes at least a first set of fuel orifices spaced axially or radially from the second set of fuel orifices.

[0150] The turbine engine according to any one of the preceding clauses, wherein the second set of fuel orifices is circumferentially offset from the first set of fuel orifices.

[0151] The turbine engine according to any one of the preceding clauses, wherein at least some of the fuel orifices in at least one of the first group of fuel orifices or the second group of fuel orifices are radially or axially angled relative to the axis of the central body.

[0152] The turbine engine according to any one of the preceding clauses, wherein the annular flow passage includes a reduced cross-sectional area portion located upstream of the constant cross-sectional area portion.

[0153] The turbine engine according to any one of the preceding clauses, wherein the reduced cross-sectional area portion terminates at the beginning of the constant cross-sectional area portion.

[0154] A combustor for a turbine engine, the combustor having a fuel-air mixing assembly comprising: a central body extending axially from a front end to a rear end to define a central body axis; an outer wall spaced apart from and surrounding the central body; an annular flow passage defined between the outer wall and the central body, having an inlet at the front end and an outlet at the rear end, wherein the annular flow passage has a constant cross-sectional area along a predetermined portion of the central body and terminates at the rear end; and at least one fuel orifice having a fuel outlet leading to the annular flow passage at a predetermined distance from the rear end of the central body.

[0155] The burner according to any one of the preceding clauses, wherein the fuel outlet opens at the constant cross-sectional area portion.

[0156] The burner according to any one of the preceding clauses, wherein the at least one fuel orifice further includes a fuel inlet, the fuel inlet being fluidly connected to at least one of a hydrogen fuel tank, a hydrogen channel, a hydrogen fuel chamber, or an external hydrogen fuel source.

[0157] The burner according to any one of the preceding clauses, wherein the annular flow passage includes a reduced cross-sectional area portion located upstream of the constant cross-sectional area portion.

Claims

1. A turbine engine, characterized in that, The turbine engine includes: An engine core, the engine core comprising at least a compressor section and a combustion section arranged in a series flow configuration, wherein the combustion section includes at least one fuel-air mixing assembly, the at least one fuel-air mixing assembly comprising: A central body that extends axially from a front end to a rear end to define a central body axis; An outer wall, which is spaced apart from and surrounds the central body; An annular flow passage, defined between the outer wall and the central body, having an inlet at the front end and an outlet at the rear end, wherein the annular flow passage has: A constant cross-sectional area portion, the constant cross-sectional area portion being along a predetermined portion of the central body, and wherein the constant cross-sectional area portion terminates at the rear end; and A converging cross-sectional area portion, the converging cross-sectional area portion immediately preceding the constant cross-sectional area portion; and At least one fuel orifice, the at least one fuel orifice having a fuel outlet, the fuel outlet leading to the annular flow passage at a predetermined distance from the rear end of the central body.

2. The turbine engine according to claim 1, characterized in that, in, The predetermined distance is between 0% and 50% of the length of the central body.

3. The turbine engine according to claim 2, characterized in that, in, The predetermined distance is less than 25% of the length of the central body.

4. The turbine engine according to claim 3, characterized in that, in, The fuel outlet opens in the constant cross-sectional area portion.

5. The turbine engine according to claim 1, characterized in that, in, The predetermined distance from the rear end is between 0.0 and 2.0 centimeters.

6. The turbine engine according to claim 1, characterized in that, in, The fuel outlet opens at the portion of the constant cross-sectional area.

7. The turbine engine according to claim 1, characterized in that, in, The central body includes a fuel chamber, and the at least one fuel orifice has a fuel inlet fluidly connected to the fuel chamber.

8. The turbine engine according to claim 7, characterized in that, in, The at least one fuel orifice extends through the central body.

9. The turbine engine according to claim 8, characterized in that, in, The fuel chamber includes a channel extending in a rear-to-front direction, and the fuel inlet is fluidly connected to the channel.

10. The turbine engine according to claim 9, characterized in that, in, The axial distance of the channel extension is between 2% and 50% of the length of the central body.

11. The turbine engine according to claim 1, characterized in that, in, The at least one fuel orifice extends through the outer wall.

12. A combustor for a turbine engine, characterized in that, The burner has a fuel-air mixing assembly, which includes: A central body that extends axially from a front end to a rear end to define a central body axis; An outer wall, which is spaced apart from and surrounds the central body; An annular flow passage defined between the outer wall and the central body, having an inlet at the front end and an outlet at the rear end, wherein the annular flow passage has a constant cross-sectional area along a predetermined portion of the central body and a decreasing cross-sectional area immediately preceding the constant cross-sectional area, and wherein the constant cross-sectional area terminates at the rear end; and At least one fuel orifice, the at least one fuel orifice having a fuel outlet, the fuel outlet leading to the annular flow passage at a predetermined distance from the rear end of the central body.

13. The burner according to claim 12, characterized in that, in, The fuel outlet opens at the constant cross-sectional area.

14. The burner according to claim 12, characterized in that, in, The at least one fuel orifice further includes a fuel inlet, which is fluidly connected to at least one of a hydrogen fuel tank, a hydrogen channel, a hydrogen fuel chamber, or an external hydrogen fuel source.

15. A turbine engine, characterized in that, The turbine engine includes: An engine core, the engine core comprising at least a compressor section and a combustion section arranged in a series flow configuration, wherein the combustion section includes at least one fuel-air mixing assembly, the at least one fuel-air mixing assembly comprising: A central body that extends axially from a front end to a rear end to define a central body axis; An outer wall, which is spaced apart from and surrounds the central body; An annular flow passage defined between the outer wall and the central body, having an inlet at the front end and an outlet at the rear end, wherein the annular flow passage has a constant cross-sectional area portion along a predetermined portion of the central body and a converging cross-sectional area portion immediately preceding the constant cross-sectional area portion, the constant cross-sectional area portion terminating at the rear end; and At least one fuel orifice, the at least one fuel orifice having a fuel outlet, the fuel outlet leading to the annular flow passage at a predetermined distance from the rear end of the central body, wherein the at least one fuel orifice includes at least a first set of fuel orifices axially or radially spaced from a second set of fuel orifices.

16. The turbine engine according to claim 15, characterized in that, in, The second set of fuel orifices is circumferentially offset from the first set of fuel orifices.

17. The turbine engine according to claim 15, characterized in that, in, At least some of the fuel orifices in the first group or the second group are angled radially or axially relative to the axis of the central body.

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