Fuel supply system for burners

Abstract

A fuel supply system for the combustion section of a turbine engine. The turbine engine includes a heat source. The fuel supply system includes a first fuel supply section having liquid fuel, a second fuel supply section having a first gaseous fuel, and a heat exchanger fluidly connected to the first fuel supply section and the heat source. The heat generated by the heat exchanger is sufficient to convert the liquid fuel into a second gaseous fuel of the same type as the first gaseous fuel.

Description

Technical Field

[0001] This disclosure generally relates to fuel supply systems for burners, and more particularly to fuel supply systems for burners of turbine engines. Background Technology

[0002] A gas turbine engine includes a turbine that is driven by the combustion of combustible fuel within the engine's combustor. The turbine engine utilizes a fuel injector assembly to inject combustible fuel into the combustor. The fuel injector assembly can mix the fuel with air before injection to achieve efficient combustion. The fuel combustor is fluidly coupled to a fuel supply system having a single source of liquid fuel. Attached Figure Description

[0003] 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:

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

[0005] Figure 2 It is suitable for use as Figure 1 A schematic diagram of a fuel supply system for a combustion zone fuel supply section, the fuel supply system having at least a first fuel supply section and a second fuel supply section.

[0006] Figure 3 It is suitable for use as Figure 1 A schematic diagram of an exemplary fuel supply system for a combustion zone fuel supply section, the exemplary fuel supply system having an exemplary first fuel supply section and an exemplary second fuel supply section. Detailed Implementation

[0007] The aspects of this disclosure described herein relate to a fuel supply system for a combustion section of a turbine engine having a heat source. The fuel supply system may include a first fuel supply section having liquid fuel, a second fuel supply section having a first gaseous fuel, and a heat exchanger thermally coupled to the heat source and fluidly coupled to the first fuel supply section. As used herein, the term "heat exchanger" or its iterations may refer to any suitable heat exchanger configured to transfer heat from one fluid to another. The heat exchanger can generate sufficient heat to convert the liquid fuel into a second gaseous fuel. The fuel supply system may also include a third fuel supply section having a third gaseous fuel, a main fuel line, and a purge fuel line. The main fuel line can fluidly couple at least one of the second or third fuel supply sections to the combustion section. The purge fuel line can fluidly couple at least one of the first gaseous fuel, the second gaseous fuel, the third gaseous fuel, the liquid fuel, or any combination thereof to an external portion of the fuel supply system. Liquid fuel, first gaseous fuel, and second gaseous fuel can be fuels that may contain hydrogen (hereinafter referred to as hydrogen-containing fuels), which can be stored as liquid fuels.

[0008] The fuel supply system can provide a combustion fuel stream including hydrogen-containing fuel supplied to the combustion chamber. Compared to conventional fuels, hydrogen-containing fuels have a smaller environmental impact without sacrificing engine performance. The fuel supply system ensures that hydrogen-containing fuel can be used for combustion in the combustion chamber of a turbocharged engine. Conventional fuel supply systems that include conventional fuels are not suitable for hydrogen-containing fuels. Furthermore, the fuel supply system can be a system that utilizes waste heat to operate at least partially. The heat exchanger of the fuel supply system can recover at least some waste heat from the exhaust section to thermally couple the liquid fuel to a heat source sufficient to induce a phase change in the second gaseous fuel. Conventional fuel supply systems do not utilize waste heat.

[0009] For illustrative purposes, this disclosure is described in relation to turbines used in aircraft turbine engines. However, it should be understood that the aspects of this disclosure described herein are not limited thereto and can be generally applied in engines (including compressors, power generation turbines) as well as in non-aircraft applications (such as other mobile applications and non-mobile industrial, commercial, and residential applications).

[0010] Reference will now be made in detail to combustor architectures, particularly to fuel injectors and swirlers used to supply fuel to combustors located within a turbine engine, one or more examples of which are shown in the accompanying drawings. Detailed descriptions use numbers and letter reference numerals to denote features in the drawings. Similar or analogous reference numerals in the drawings and description have been used to denote similar or analogous portions of this disclosure.

[0011] 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.

[0012] 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 the position closer to the engine, while "rear" refers to the position closer to the engine nozzle or exhaust port.

[0013] 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 "forward" or "front" indicate what is in front of something, and "backward" or "rear" indicate what is behind something. For example, when used in relation to fluid flow, forward / front can indicate upstream, and backward / rear can indicate downstream.

[0014] The term "fluid" can refer to either a gas or a liquid. The term "fluid connectivity" means that fluids can establish connections between specified areas.

[0015] Furthermore, as used herein, the term "radial" or "radially" refers to a direction away from a common center. For example, in the overall context of a turbine engine, radial refers to the direction along a ray extending between the engine's central longitudinal axis and the engine's outer perimeter.

[0016] The singular forms “a,” “an,” and “the” include plural references unless the context clearly indicates otherwise. Furthermore, as used herein, the term “group” or “set” of elements can be any number of elements, including only one.

[0017] All directional references (e.g., radial, axial, proximal, distal, up, down, upward, downward, left, right, lateral, front, rear, top, bottom, above, below, vertical, horizontal, clockwise, counterclockwise, upstream, downstream, forward, backward, etc.) are used for identification purposes only to aid the reader's understanding of this disclosure and should not be construed as limiting, in particular, with respect to the location, orientation, or use of aspects of the disclosure described herein. Connecting references (e.g., attachment, connection, joint, and engagement) are to be interpreted broadly and may include intermediate members between sets of elements and relative movement between elements, unless otherwise indicated. Therefore, a connecting reference does not necessarily mean that two elements are directly connected and fixed relative to each other. Exemplary figures are for illustrative purposes only, and the dimensions, positions, order, and relative sizes reflected in the accompanying figures may vary. The singular forms “a,” “an,” and “the” include plural references unless the context clearly indicates otherwise. Furthermore, as used herein, the term “group” or “set” of elements can refer to any number of elements, including only one.

[0018] As used herein and throughout the specification and claims, approximate language is applied to modify any quantitative representation that may allow for variation without altering its associated essential function. Therefore, values ​​modified by one or more terms such as “about,” “approximately,” “substantially,” and “basically” are not limited to the specified precise values. In at least some cases, approximate language may correspond to the precision of the instrument used to measure the value, or the precision of the method or machine used to construct or manufacture the component and / or system. For example, approximate language may refer to a margin of 1%, 2%, 4%, 5%, 10%, 15%, or 20% of the endpoints of a single value, a range of values, and / or a range of defined values. Scope limitations are combined and interchanged herein and throughout the specification and claims; such scope is identified and includes all subscopes contained herein, unless otherwise indicated by context or language. For example, all scopes disclosed herein include endpoints, and endpoints can be combined independently of each other.

[0019] As used herein, a “system” or “controller module” may include at least one processor and memory. Non-limiting examples of memory may include random access memory (RAM), read-only memory (ROM), flash memory, or one or more different types of portable electronic storage, such as a disk, digital versatile disk (DVD), optical disc-read-only memory (CD-ROM), or any suitable combination of these types of memory. The processor may be configured to run any suitable program or executable instructions designed to perform various methods, functions, processing tasks, calculations, etc., to enable or implement the technical operations or actions described herein. Programs may include computer program products, which may include machine-readable media for carrying or having machine-executable instructions or data structures stored thereon. Such machine-readable media may be any available medium that can be accessed by a general-purpose or special-purpose computer or other machine having a processor. Typically, such computer programs may include routines, programs, objects, components, data structures, algorithms, etc., that have the technical effect of performing a particular task or implementing a particular abstract data type.

[0020] Figure 1 This is a schematic diagram of a turbine engine 10. As a non-limiting example, the turbine engine 10 can be used within an aircraft. The turbine engine 10 may include at least a compressor section 12, a combustion section 14, and a turbine section 16. A drive shaft 18 rotatably connects the compressor 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.

[0021] Compressor section 12 may include a low-pressure (LP) compressor 22 and a high-pressure (HP) compressor 24 that are fluidly connected in series with each other. Turbine section 16 may include an HP turbine 26 and an LP turbine 28 that are fluidly connected in series with each other. Drive shaft 18 may operatively connect the LP compressor 22, HP compressor 24, HP turbine 26, and LP turbine 28 together. Alternatively, drive shaft 18 may include an LP drive shaft (not shown) and an HP drive shaft (not shown). The LP drive shaft may connect the LP compressor 22 to the LP turbine 28, and the HP drive shaft may connect the HP compressor 24 to the HP turbine 26. The LP spool may be defined as a combination of the LP compressor 22, LP turbine 28, and LP drive shaft, such that rotation of the LP turbine 28 may apply a driving force to the LP drive shaft, which in turn may rotate the LP compressor 22. The HP spool may be defined as a combination of the HP compressor 24, HP turbine 26, and HP drive shaft, such that rotation of the HP turbine 26 may apply a driving force to the HP drive shaft, which in turn may rotate the HP compressor 24.

[0022] Compressor section 12 may include multiple axially spaced stages. Each stage includes a set of circumferentially spaced rotating blades and a set of circumferentially spaced stationary blades. Compressor blades for a stage of compressor section 12 may be mounted to a disc, which is mounted to drive shaft 18. Each set of blades for a given stage may have its own disc. The blades of compressor section 12 may be mounted to a housing that may extend circumferentially around turbine engine 10. It should be understood that the representation of compressor section 12 is merely illustrative and any number of stages may be present. Furthermore, it is contemplated that any other number of components may be present within compressor section 12.

[0023] Similar to compressor section 12, turbine section 16 may include multiple axially spaced stages, each stage having a set of circumferentially spaced rotating blades and a set of circumferentially spaced stationary blades. Turbine blades for one stage of turbine section 16 may be mounted to a disc, which is mounted to drive shaft 18. Each set of blades for a given stage may have its own disc. The blades of the turbine section may be circumferentially mounted to the housing. It should be noted that any number of blades, blades, and turbine stages can be present, as the illustrated turbine section is merely schematic. Furthermore, it is contemplated that any other number of components may be present within turbine section 16.

[0024] 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.

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

[0026] Figure 2 This is a schematic diagram of a fuel supply system 100, which is suitable for use as a general combustion zone 114 (e.g., Figure 1 The fuel supply system 100 may include a first fuel supply unit 102, a second fuel supply unit 104, a third fuel supply unit 106, and a heat exchanger 108. The fuel supply system 100 may include a combustion fuel stream that flows through the fuel supply system and ultimately enters or exits the combustion section. As used herein, the term "combustion fuel stream" may include any suitable fluid from the first fuel supply unit, the second fuel supply unit, the third fuel supply unit, from another fuel or fluid source, or any combination thereof. The combustion fuel stream in one part of the fuel supply system 100 may differ from the combustion fuel stream in another part of the fuel supply system.

[0027] Heat source 110 can be thermally connected to heat exchanger 108. Heat source 110 can be from turbine engine 10 ( Figure 1 Any component of the turbine section 16 or a heat source that handles the flow of fluid. For example, heat source 110 may be, but is not limited to, heat from turbine section 16. Figure 1The downstream portion of the exhaust fluid. As a non-limiting example, heat source 110 may be defined as a mixture of heat source or fluid. As a non-limiting example, heat source 110 may be defined as a fluid mixture of exhaust gas and ambient air, which is redirected to the exhaust section and discharged from the turbine engine after being thermally coupled to heat exchanger 108.

[0028] Fuel supply units 102, 104, and 106 may contain the same or different phases (solid, liquid, gaseous) of the same or different fuel types. In a non-limiting example, the first fuel supply unit 102 may contain liquid fuel. The liquid fuel may be liquid hydrogen-containing fuel. As a non-limiting example, the liquid fuel may be pure hydrogen cryogenic liquid fuel. The second fuel supply unit 104 may contain a second gaseous fuel. The fuel type in the second fuel supply unit 104 is the same as the fuel type in the first fuel supply unit 102. As a non-limiting example, both may be hydrogen-containing fuels of different phases (e.g., the first fuel supply unit 102 is liquid hydrogen, and the second fuel supply unit 104 is gaseous hydrogen). The first fuel supply unit 102 may be fluidly connected to a heat exchanger 108. A heat source 110 may heat the liquid fuel as it flows through the heat exchanger 108, converting the liquid fuel into a second gaseous fuel flowing out of the heat exchanger 108. Both the first and second gaseous fuels may be hydrogen-containing fuels. The first gaseous fuel may have a first gaseous hydrogen content. The second gaseous fuel may have a second gaseous hydrogen content equal to the first gaseous hydrogen content. Alternatively, the first and second gaseous hydrogen contents may not be equal. The third fuel supply section 106 may have a third gaseous fuel. As a non-limiting example, the third gaseous fuel may be any other suitable gaseous fuel other than hydrogen. As a non-limiting example, the third gaseous fuel may be propane, methane, an inert gas (e.g., gaseous nitrogen), or any combination thereof. It is envisioned that the first gaseous fuel, the second gaseous fuel, the third gaseous fuel, or any combination thereof may define the combustion fuel flow into the combustion section 114.

[0029] The combustion fuel flow can be altered based on the operating state of the turbine engine. As a non-limiting example, during startup, a first gaseous fuel, a third gaseous fuel, or a combination thereof can be supplied to combustion section 114 and ignited to start the engine. During normal operation (e.g., after startup), liquid fuel can be supplied to a heat exchanger, where a phase change from liquid to gas occurs (e.g., a second gaseous fuel). The second gaseous fuel can be supplied to combustion section 114 and ignited. At least a portion of the second gaseous fuel can be supplied to the second fuel supply section 104 to refill it. During shutdown, the first gaseous fuel, the third gaseous fuel, or a combination thereof can define the combustion fuel flow and purge any residual combustion fuel flow from the fuel supply system 100.

[0030] The fuel supply system 100 may include a first fuel pump 112 and a first check valve 115 fluidly connected to a first fuel supply unit 102. The first fuel pump 112 may supply liquid fuel to the first check valve 115. The first check valve 115 may resist a portion of the downstream bias of the first check valve 115 of the fuel supply system 100, such that the combustion fuel flow cannot flow back to the first filter 118 or the first fuel pump 112.

[0031] The second fuel pump 120 can pump liquid fuel from the first check valve 115 to the heat exchanger 108. The second fuel pump 120 and the first fuel pump 112 can be any suitable pump.

[0032] The fuel supply system 100 may include a set of filters along various portions of the fuel supply system 100. This set of filters may be configured to remove particulate matter or other contaminants that are not desired to enter the combustion zone 114 from the respective combustion fuel streams flowing through the filters. As a non-limiting example, the set of filters may include a first filter downstream of a first fuel pump 112 and upstream of a first check valve 115, and a second filter 122 disposed downstream of a second fuel pump 120 and upstream of a heat exchanger 108. The first fuel pump 112 and the second fuel pump 120 may be driven by any suitable method.

[0033] Flow transducer 124 may be disposed within fuel supply system 100. As a non-limiting example, flow transducer 124 may be disposed upstream of heat exchanger 108 and downstream of second filter 122. Flow transducer 124 may be configured to measure the mass flow rate of the combustion fuel flow within a suitable portion of fuel supply system 100. However, it should be understood that flow transducer 124 may be disposed at a suitable location within any suitable portion of fuel supply system 100, at which location flow transducer 124 may measure the mass flow rate of the combustion fuel flow through a suitable portion of fuel supply system 100.

[0034] A heater 126 may be provided downstream of heat exchanger 108. Heater 126 can be used to heat the combustion fuel stream leaving heat exchanger 108 to a desired temperature. Heater 126 can be any suitable heater. As a non-limiting example, heater 126 can be a trim vaporizer.

[0035] An accumulator 128 may be provided downstream of the heater 126. The accumulator 128 may be configured as a pressure storage container capable of pressurizing the flow of combustion fuel within the fuel supply system 100. The accumulator 128 may be any suitable accumulator, such as a hydraulic accumulator held under pressure by an external force (e.g., turbine engine 10, a weight, a spring, etc.).

[0036] A set of valves may be provided downstream of the accumulator and upstream of it, just before the combustion section. As a non-limiting example, this set of valves may include a flow metering valve 130 and a shut-off valve 132. The flow metering valve 130 may be used to limit or otherwise control the mass flow rate of the combustion fuel stream. The flow metering valve 130 may be further used to limit or pressurize the combustion fuel stream. The shut-off valve 132 may be used to stop the flow of combustion fuel entering the combustion section 114.

[0037] The second fuel supply unit 104 may be fluidly connected to a downstream end or a portion of the heat exchanger 108. As a non-limiting example, when liquid fuel is supplied to the heat exchanger 108, the second fuel supply unit 104 may be fluidly connected to a portion of the fuel supply system 100 including a second gaseous fuel. A first pressure relief valve 136 may be disposed between the heat exchanger 108 and the second fuel supply unit 104. The first pressure relief valve 136 may resist a combustion fuel flow bias from the second fuel supply unit 104, such that a combustion fuel flow (e.g., gaseous fuel) from a downstream portion of the heat exchanger 108 may flow through the first pressure relief valve 136 and into the second fuel supply unit 104. Thus, the second fuel supply unit 104 may be filled or refilled by a combustion fuel flow within the fuel supply system 100. As a non-limiting example, the second gaseous fuel may refill the second fuel supply unit 104. Therefore, the second fuel supply unit 104 may be defined as a fuel supply unit having a first gaseous fuel, a second gaseous fuel, or a combination thereof.

[0038] The second pressure relief valve 138 may be fluidly connected to the second fuel supply section 104 downstream of the first pressure relief valve 136. The combustion fuel flow exiting the second pressure relief valve 138 may define an exhaust fluid flow 140. As a non-limiting example, the exhaust fluid flow 140 may be directed to a downstream portion of the turbine engine (e.g., turbine section 16, or an exhaust section downstream of turbine section 16) or directly to the atmosphere. The second pressure relief valve 138 may resist the exhaust fluid flow 140. When the pressure of the combustion fuel flow upstream of the respective relief valve exceeds a predetermined threshold pressure, the first pressure relief valve 136 and the second pressure relief valve 138 may each open or otherwise allow the combustion fuel flow through the respective valve. Thus, when the pressure of the gaseous fuel within the second fuel supply section 104 reaches or exceeds a predetermined pressure threshold, the second pressure relief valve 138 may open, or allow the combustion fuel flow from the second fuel supply section 104 to be discharged through the exhaust fluid flow 140. As a non-limiting example, the first pressure relief valve 136 and the second pressure relief valve 138 may be spring check valves.

[0039] Mixing valve 134 can selectively fluidly connect the second fuel supply unit 104 and the third fuel supply unit 106 to define a gaseous mixture of a first gaseous fuel and a third gaseous fuel. Mixing valve 134 can be fluidly connected to a portion downstream of the heat exchanger 108 of the fuel supply system 100. As a non-limiting example, mixing valve 134 can be fluidly connected to a portion downstream of the heat exchanger 108 and upstream of the heater 126 of the fuel supply system 100. Mixing valve 134 can selectively supply the gaseous mixture fluid to a portion of the fuel supply system 100. As described herein, the first gaseous fuel can be gaseous hydrogen, while the third gaseous fuel can be any other suitable fuel (e.g., gaseous nitrogen). As a non-limiting example, the third gaseous fuel can be methane, propane, butane, or any other gaseous hydrocarbon or non-hydrocarbon gas whose flame propagation speed, when mixed with hydrogen or a hydrogen-containing fuel (e.g., the first or second gaseous fuel), is lower than that of the hydrogen-containing fuel.

[0040] The third gaseous fuel supply line 142 may be fluidly connected to the third fuel supply unit 106. The third gaseous fuel supply line 142 may be refilled or filled into the third fuel supply unit 106. The third gaseous fuel supply line 142 may be fluidly connected to an auxiliary tank containing the third gaseous fuel. The auxiliary tank may be located inside or outside the turbine engine 10. Alternatively, the third gaseous fuel supply line 142 may be fluidly connected to a portion of the fuel supply system 100 containing the third gaseous fuel, such that when the third gaseous fuel is supplied to the fuel supply system 100, at least a portion of the third gaseous fuel is supplied back to the third fuel supply unit 106 after flowing through at least a portion of the fuel supply system 100.

[0041] The first valve 144 may be located along a branch of the fuel supply system 100, away from the combustion fuel flow that will be directly supplied to the combustion section 114. The first valve 144 may be located downstream of the accumulator 128 and upstream of the flow metering valve 130.

[0042] A branch of the fuel supply system 100, equipped with a first valve 144, is fluidly connected to the main fuel line 148. The first valve 144 selectively fluidly connects a portion of the fuel supply system 100 to the main fuel line 148 and further ensures that the main fuel flow within the main fuel line 148 does not flow past the first valve 144 away from the main fuel line 148. The main fuel line 148 is fluidly connected to a portion of the fuel supply system 100 located upstream of the second fuel pump 120 and downstream of the first check valve 115, and also fluidly connected to a portion downstream of the second fuel pump 120 and upstream of the second filter 122. A second valve 150 selectively fluidly connects the main fuel line 148 to a portion upstream of the second fuel pump 120 and downstream of the first check valve 115. A third valve can fluidly connect the main fuel line 148 to a portion downstream of the second fuel pump 120 and upstream of the second filter 122 of the fuel supply system 100.

[0043] The purge fuel line 154 may be fluidly connected to the main fuel line 148 upstream of the second valve 150 and the third valve 152. The purge fuel line 154 may also be fluidly connected to at least one purge gas stream. As a non-limiting example, the purge fuel line 154 may be fluidly connected to a first purge stream (F1) containing a first purge gas and a second purge stream (F2) containing a second purge gas. The first and second purge gases may be any stainable gas that can be supplied to the fuel supply system 100. As a non-limiting example, the first purge gas may be any suitable inert gas (e.g., nitrogen, helium, etc.), while the second purge gas may be gaseous hydrogen having an equal or unequal hydrogen content to the first and second gaseous fuels.

[0044] A second check valve 156 and a third check valve 158, respectively, can be installed along the purge fuel line 154 to resist the bias of the first purge flow (F1) and the second purge flow (F2). The second check valve 156 and the third check valve 158 can ensure that the combustion fuel flow does not flow out of the purge fuel line 154 in the direction opposite to the arrows of the first purge flow (F1) and the second purge flow (F2).

[0045] A purge fuel heater 160 may be provided downstream of the second check valve 156 and the third check valve 158 along the purge fuel line 154. The purge fuel heater 160 can heat the combustion fuel flow within the purge fuel line 154 before it enters the main fuel line 148.

[0046] The fourth valve 162 can selectively connect the purge fuel line 154 to the main fuel line 148. The fourth valve 162 may be located downstream of the purge fuel heater 160.

[0047] At least a portion of the fuel supply system 100 may be located within the turbine engine 10, while the remainder of the fuel supply system 100 may be located outside the turbine engine 10. As a non-limiting example, at least the first fuel supply unit 102, together with the first fuel pump 112, the first filter 118, and the first check valve 115, may be located outside the turbine engine (indicated by arrow 164), while the remainder of the fuel supply system 100 may be located within the turbine engine or along the turbine engine (indicated by arrow 166).

[0048] The fuel supply system 100 may also include a controller module 163 having a processor and memory. The controller module 163 or processor may be operatively or communicatively coupled to various parts of the fuel supply system 100 described herein and configured to operate those parts. As a non-limiting example, the controller module 163 may be used to selectively control the operation (e.g., opening, closing, starting, shutting off, etc.) of the first fuel pump 112, the second fuel pump 120, the heater 126, the purge fuel heater 160, the mixing valve 134, the flow metering valve 130, the shut-off valve 132, the first valve 144, the second valve 150, the third valve 152, or the fourth valve 162. Furthermore, the controller module 163 may be configured to monitor one or more sensors throughout the fuel supply system 100 and operate corresponding components of the fuel supply system 100 based on readings from one or more sensors. As a non-limiting example, the controller module 163 may be communicatively coupled to the flow transducer 124. Based on sensor readings from flow transducer 124, controller module 163 can control various parts of fuel supply system 100 (e.g., first fuel pump 112 or second fuel pump 120) to increase or decrease the mass flow rate of the combustion fuel stream within fuel supply system 100 to a desired mass flow rate. It is contemplated that various other parts of fuel supply system 100 can be controlled via controller module 163. As a non-limiting example, any number of pressure relief valves (e.g., first pressure relief valve 136 or second pressure relief valve 138) can be controlled via controller module 163 such that controller module 163 can open or close the respective pressure relief valves.

[0049] During operation, the fuel supply system 100 can supply a combustion fuel stream to the combustion section 114, where the combustion fuel stream is ultimately ignited to generate combustion gases as described herein. As a non-limiting example, the combustion fuel stream can be supplied to a fuel injector or a group of fuel injectors located in the combustion section upstream of the burner. The combustion fuel stream within the fuel supply system 100 can depend on the operation of the turbine engine 10. As a non-limiting example, the combustion fuel stream can vary during turbine engine 10 startup, normal operation, and shutdown.

[0050] During the start-up of the turbine engine 10, the combustion section 114 can be opened. The first fuel pump 112 can be shut off, preventing liquid fuel from flowing through the fuel supply system 100. However, the second fuel pump 120 can be opened, and at least one of the mixing valve 134, the first valve 144, and the second valve 150 or the third valve 152 can be opened, allowing a gaseous mixture of the first and third gaseous fuels to flow through the main fuel line 148, the heat exchanger 108, and ultimately into the combustion section 114. As a non-limiting example, the second fuel pump 120 can be driven by an electric motor electrically connected to an accessory gearbox or starter generator of the turbine engine 10. Therefore, the second fuel pump 120 can be started before combustion occurs within the combustion section (e.g., before the turbine engine 10 is fully started). Since this is during start-up, the heat source 110 may not have sufficient temperature to adequately heat the combustion fuel flow within the heat exchanger 108. In other words, the heat source 110 is insufficient to induce a phase change in the combustion fuel flow during start-up. Liquid fuels are non-combustible; however, first gaseous fuels, second gaseous fuels, third gaseous fuels, or combinations thereof are combustible. Therefore, during startup, the combustion fuel stream is a gaseous fluid from the second fuel supply section 104 and the third fuel supply section 106. No phase change from liquid to gas is required in the heat exchanger 108. The heater 126, accumulator 128, and flow metering valve 130 can be selectively operated to bring the gaseous mixture to the desired temperature, pressure, and mass flow rate before entering the combustion section 114. The combustion fuel stream can then be supplied to the combustion section 114, where it is combusted, ultimately initiating the rotation of the turbine section downstream of the combustion section 114 and the full startup of the turbine engine 10. Pure gaseous hydrogen has a very fast flame propagation speed compared to other fuels and may result in unsuccessful combustion during startup (e.g., the turbine engine may fail to start properly if purge hydrogen is used during startup). Therefore, it is envisioned that reducing the flame propagation speed by mixing hydrogen fuel with other fuels (e.g., propane, methane, nitrogen, etc. from the third fuel supply section 106) could lead to more controlled combustion within the combustion zone 114, which would in turn lead to the successful start-up of the turbine engine.

[0051] During normal operation of the turbine engine 10 (e.g., after startup and before shutdown), the purge fuel line 154 can be closed (e.g., the first valve 144, the second valve 150, and the third valve 152 are closed) and the first fuel pump 112 is turned on. This allows liquid fuel from the first fuel supply section 102 to flow through the fuel supply system 100 and into the heat exchanger 108. When the turbine engine 10 is now started, the heat source 110 is sufficient to cause a phase change from liquid fuel to a second gaseous fuel. The heat exchanger 108 can at least partially bring the combustion fuel flow to the desired pressure and temperature; however, the primary purpose of the heat exchanger 108 is to bring the combustion fuel flow to the desired phase (e.g., gaseous). The heater 126, the accumulator 128, and the flow metering valve 130 can be selectively operated to bring the second gaseous fuel to the desired temperature, pressure, and mass flow rate before entering the combustion section 114. It is further envisioned that the mixing valve 134 can open during this stage, allowing the gaseous mixture of the first and third gaseous fuels to combine with the second gaseous fuel before entering the combustion section 114. This can be used to further control the temperature and pressure of the combustion fuel stream entering the combustion section 114. The combustion fuel stream defined by the second gaseous fuel can then flow into the combustion section 114, where the combustion fuel stream is finally combusted to generate combustion gases and drive the turbine engine 10.

[0052] Since the combustion zone 114 is initiated using both second and third gaseous fuels during startup, the second fuel supply unit 104 and the third fuel supply unit 106 can be at least partially depleted. At least a portion of the second gaseous fuel can be supplied to the second fuel supply unit 104 via the first pressure relief valve 136. Therefore, the second fuel supply unit 104 can be at least partially refilled with second gaseous fuel. The third fuel supply unit 106 can be at least partially refilled via the third gaseous fuel supply line 142.

[0053] During the shutdown of the turbine engine 10, the first fuel pump 112 can be shut off, preventing liquid fuel from being supplied to the heat exchanger 108. At least one of the second valve 150 or the third valve 152 can be opened, and a fourth valve 162 can be opened, allowing purge gas (e.g., from at least one of the first purge stream (F1) or the second purge stream (F2)) to be supplied through the purge fuel line 154 and into the main fuel line 148. The purge fuel heater 160 can heat the purge gas to a desired temperature before it enters the main fuel line 148. The shut-off valve 132 can be closed, preventing the combustion fuel stream from entering the combustion section 114 and instead circulating it through the fuel supply system 100 until all residue is collected. After a desired amount of time, the shut-off valve 132 can be reopened, and purge gas can be supplied to the combustion section 114 and eventually discharged into the atmosphere through the exhaust section. When the turbine engine 10 is shut down, this process of supplying purge gas to the fuel supply system 100 can be used to purge any residual gas or liquid in the fuel supply system 100 that is not desired to remain in the fuel supply system 100 (e.g., within the heat exchanger 108).

[0054] Figure 3 It is suitable for use as a general combustion section 214 (e.g.) Figure 1 A schematic diagram of an exemplary fuel supply system 200 for the fuel supply section of combustion zone 14). Fuel supply system 200 is similar to fuel supply system 100; therefore, similar portions will be identified by similar numbers increasing to the 200 series. It should be understood that, unless otherwise stated, the description of similar portions of fuel supply system 100 applies to fuel supply system 200. It will also be further understood that fuel supply system 100 may include any suitable portion of fuel supply system 200, and vice versa.

[0055] The fuel supply system 200 may include a first fuel supply unit 202 having liquid fuel, a second fuel supply unit 204 having a first gaseous fuel, and a third fuel supply unit 206 having a third gaseous fuel. A heat exchanger 208 may be located downstream of the second fuel supply unit 204 and fluidly connected to a heat source 210 (e.g., a turbine engine 10). Figure 1The first check valve 215 may be located downstream of the first fuel supply unit 102 and resists the bias of the combustion fuel flow from the second fuel supply unit 204. A fuel pump 220 may be located downstream of the first check valve 215 and pumps the combustion fuel flow within the fuel supply system 200. A heater 226 and a flow metering valve 230 may be located downstream of the heat exchanger 208 and configured to control the heat, pressure, and mass flow rate of the combustion fuel flow, respectively. A mixing valve 234 may fluidly connect the second fuel supply unit 204 and the third fuel supply unit 206 to define a gaseous mixture thereof, which may be supplied to the fuel supply system 200. A first pressure relief valve 236 may be located downstream of the heat exchanger 208 and fluidly connects a downstream portion of the heat exchanger 208 or a portion of the fuel supply system 200 downstream of the heat exchanger 208 to the second fuel supply unit 204. A second pressure relief valve 238 may be fluidly connected to the second fuel supply unit 204 and a discharge fluid flow 240. The main fuel line 248 may be fluidly connected to the fuel supply system 100. A first valve 250 and a second valve 252 may selectively fluidly connect the main fuel line 248 to the remainder of the fuel supply system 200. At least a portion of the fuel supply system 200 (e.g., the first fuel supply section 202 or the first check valve 215) may be located outside the turbine engine (indicated by arrow 264), while the remainder of the fuel supply system 200 may be located inside the turbine engine or along the turbine engine (indicated by arrow 266).

[0056] Similar to fuel supply system 100, fuel supply system 200 may include a combustion fuel flow that can be varied based on the operating state of the turbine engine. As a non-limiting example, during startup, a first gaseous fuel, a third gaseous fuel, or a combination thereof may be supplied to combustion section 214 and ignited to start the engine. During normal operation (e.g., after startup), liquid fuel may be supplied to a heat exchanger, where a phase change from liquid to gas occurs (e.g., a second gaseous fuel). The second gaseous fuel may be supplied to combustion section 114 and ignited. At least a portion of the second gaseous fuel may be supplied to a second fuel supply unit 204 to refill it. During shutdown, the first gaseous fuel, the third gaseous fuel, or a combination thereof may define the combustion fuel flow and purge any residual combustion fuel flow from fuel supply system 200.

[0057] The fuel supply system 200 may include any suitable sensor disposed along the fuel supply system 200, the sensor being configured to measure or otherwise sense at least one parameter related to the combustion fuel flow. As a non-limiting example, the fuel supply system 200 may include a first temperature sensor 268 downstream of heater 226, which can measure or sense the temperature of the combustion fuel flow. However, it should be understood that any number of temperature sensors may be disposed along any suitable portion of the fuel supply system 200 to measure the temperature of the combustion fuel flow at the corresponding portion of the fuel supply system 200. As a non-limiting example, a second temperature sensor 270 may be disposed downstream of the second fuel supply section 204. It will be further understood that the fuel supply system 200 may include any other suitable sensor, such as, but not limited to, a mass flow rate sensor (e.g., the flow transducer 124 of the fuel supply system 100), a pressure sensor, the first temperature sensor 268, the second temperature sensor 270, or any combination thereof.

[0058] Except that the first check valve 215 can be a pressure relief valve (i.e., a spring check valve), the first check valve 215 can be similar to the first check valve 115. When the liquid fuel is equal to or higher than a predetermined pressure, the first check valve 215 can allow the liquid fuel to flow through the first check valve 215.

[0059] Except for the location where the main fuel line 248 is fluidly connected to the rest of the fuel supply system 200, the main fuel line 248 is similar to the main fuel line 148. Similar to the main fuel line 148, the main fuel line 248 can be selectively fluidly connected upstream of the fuel pump 220 and downstream of the first check valve 215 of the fuel supply system 200 via selective operation of the first valve 250. However, the main fuel line 248 can be further selectively fluidly connected downstream of the flow metering valve 230 of the fuel supply system 200 via selective operation of the second valve 252. Furthermore, compared to the main fuel line 148, the main fuel line 248 can include a more controlled gaseous mixture of a first gaseous fuel and a third gaseous fuel. The ratio of the first gaseous fuel to the third gaseous fuel within the main fuel line 248 can be controlled by a third valve 274 fluidly connected to the second fuel supply section 204 and a fourth valve 276 fluidly connected to the third fuel supply section 206.

[0060] Mixing valve 234 is similar to mixing valve 134, except that it is selectively fluidly coupled to a portion upstream of heat exchanger 208 of fuel supply system 200. As a non-limiting example, mixing valve 234 is selectively fluidly coupled to a portion downstream of fuel pump 220 of fuel supply system 200 via first diverter valve 278. A second pressure relief valve 280, in the form of a spring check valve, can resist combustion fuel flow bias from first diverter valve 278. Mixing valve 234, first diverter valve 278, and second pressure relief valve 280 can be defined as part of main fuel line 248.

[0061] The second diversion valve 282 may be located downstream of the heat exchanger 208 and fluidly connected to the second fuel supply unit 204. A third pressure relief valve 284 may be located downstream of the second diversion valve 282 and upstream of the second fuel supply unit 204, and resists bias in the combustion fuel flow from the second fuel supply unit 204. The first pressure relief valve 236 and the third pressure relief valve 284 may be located in a portion of the fuel supply system 200 where the second fuel supply unit 204 is at least partially refilled with the second gaseous fuel. When the second diversion valve 282 is selectively operated, more or less second gaseous fuel may be supplied to the second fuel supply unit 204 depending on the fuel level therein. As a non-limiting example, when it is determined that the second fuel supply unit 204 needs refilling and the combustion fuel flow through the first pressure relief valve 236 is insufficient, the second diversion valve 282 may be switched to supply the combustion fuel flow together with the combustion fuel flow through the first pressure relief valve 236 to the second fuel supply unit. Alternatively, the first pressure relief valve 236 and the third pressure relief valve 284 may be rated at different pressures. As a non-limiting example, the third pressure relief valve 284 may have a lower rated pressure than the first pressure relief valve 236. If the combustion fuel flow is insufficient to pass through the first pressure relief valve 236 but sufficient to pass through the third pressure relief valve 284, and the second fuel supply section 204 needs to be refilled, the second diverter valve 282 may switch to direct at least a portion of the combustion fuel flow to the second fuel supply section 204.

[0062] A controller module 263, similar to controller module 163, can be provided to selectively control the operation of any suitable portion of the fuel supply system 200. As a non-limiting example, controller module 263 can selectively operate the first fuel pump 220, heater 226, mixing valve 234, flow metering valve 230, first valve 250, second valve 252, third valve 274, fourth valve 276, first diverter valve 278, or second diverter valve 282. Furthermore, controller module 263 can be configured to monitor one or more sensors throughout the fuel supply system 200 and operate corresponding components of the fuel supply system 200 based on readings from one or more sensors. As a non-limiting example, controller module 263 can be communicatively coupled to a first temperature sensor 268 or a second temperature sensor 270. Based on sensor readings from temperature sensor 268, controller module 263 can control heater 226 to ensure the combustion fuel flow has an appropriate temperature before entering combustion zone 214.

[0063] During startup, heater 226 may be opened and at least one of flow metering valve 230, first valve 250, second valve 252, and third valve 274 or fourth valve 276 may be at least partially opened / operated by the controller module. Opening of first valve 250, second valve 252, third valve 274, and fourth valve 276 allows a first main gas containing at least a first gaseous fluid, a third gaseous fluid, or a mixture thereof to enter fuel supply system 200. Mixing valve 234 and first diverting valve 278 may be further opened to allow a second main gas containing a mixture of first and third gaseous fuels to enter fuel supply system 200. Fuel pump 220 may be activated to allow combustion fuel flow through the fuel supply system. The combustion fuel flow during startup may be defined as a fluid without liquid fuel. At least a portion of the combustion fuel flow may flow through heater 226, flow metering valve 230, and ultimately into combustion section 214. Heater 226 may at least partially heat the combustion fuel flow such that the combustion fuel flow is at a desired temperature before entering combustion section 214. The flow metering valve 230 can pressurize and restrict the flow of combustion fuel. In this way, the pressure, velocity, heat, and mass flow rate of the combustion fuel flow entering the combustion zone during startup can be controlled to the desired parameters for combustion to occur once ignited.

[0064] During shutdown, heater 226 and flow metering valve 230 can be turned off or closed. First valve 250, second valve 252, and third valve 274 can all be open. Fuel pump 220 can be reduced to idle speed, allowing first gaseous fuel to be pumped through fuel supply system 200. This can continue until the temperature of the combustion fuel stream is below the liquid saturation temperature of the third gaseous fuel. Once this occurs, flow metering valve 230 can be opened and second valve 252 and third valve 274 can be closed. Fourth valve 276 can be opened and the system can be purged with third gaseous fuel, which can then enter combustion section 214 and eventually exit exhaust section.

[0065] The benefits of this disclosure include fuel supply systems incorporating a combustion fuel stream containing hydrogen fuel. Hydrogen fuels have a smaller environmental impact without sacrificing engine performance compared to conventional fuels. The exhaust gases produced as combustion byproducts of hydrogen fuels (e.g., low-carbon or zero-carbon fuels) contain fewer environmentally harmful polluting chemicals and particulate matter compared to the combustion of conventional fuels. However, the combustion of hydrogen fuels exhibits a higher flame temperature than conventional fuels. That is, hydrogen or hydrogen blends typically have a wider combustible range and a faster combustion rate than conventional fuels (such as petroleum-based fuels, or mixtures of petroleum and synthetic fuels). Therefore, many combustion components designed for conventional fuels are not suitable for hydrogen or hydrogen blends. For example, conventional fuel supply systems are not suitable as fuel supply systems incorporating hydrogen fuel. Conventional fuel supply systems would be unable to bring the hydrogen fuel to the required temperature, pressure, phase, mass flow rate, or velocity before it enters the combustion chamber for the desired combustion to occur. However, as described herein, fuel supply systems include various components (e.g., heaters, mixing valves, heat exchangers, accumulators, hydraulic circuits, flow metering valves, first fuel pumps, or second fuel pumps, as described herein) that can be used to control pressure, temperature, velocity, or mass flow rate. These components can ultimately result in the combustion fuel stream entering the combustion zone at the desired pressure, temperature, velocity, and mass flow rate of the hydrogen-containing fuel, thereby leading to the desired controlled combustion within the combustion chamber. Such control is not possible with conventional fuel supply systems.

[0066] Further benefits of this disclosure compared to conventional fuel supply systems include a more efficient fuel supply system. For example, a conventional fuel supply system may include a heat exchanger to heat the combustion fuel stream within the fuel supply system before it enters the combustion section. However, the heat exchanger is thermally coupled to an existing engine heat source (e.g., exhaust gas within the exhaust section), as described herein. In the fuel supply system of a conventional turbine engine (e.g., a turbine engine using conventional fuel), the heat of the exhaust gas is insufficient to convert cryogenically frozen liquid hydrogen into a gaseous state. However, because the turbine engine described herein uses hydrogen-containing fuels with a higher flame temperature than conventional fuels, the exhaust gas is also hotter. Therefore, the exhaust gas can be directed back into the turbine engine and thermally coupled to a heat exchanger to produce a phase change from liquid to gas. Thus, this turbine engine is a more efficient turbine engine compared to a conventional turbine engine.

[0067] Within the scope not yet described, different features and structures of each aspect may be combined or substituted for each other as needed. The fact that a feature is not shown in all examples does not mean that it cannot be shown in this way, but rather that it is done for the sake of brevity. Therefore, various features of different aspects may be mixed and matched as needed to form new aspects, whether or not the new aspects are explicitly described. All combinations or permutations of the features described herein are covered by this disclosure.

[0068] 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 methods of making any combination. The patent 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.

[0069] Further aspects of this disclosure are provided by the subject matter of the following clauses:

[0070] A fuel supply system selectively fluidly coupled to a combustion section of a turbine engine having at least one heat source and defining a fuel source for the combustion section, the fuel supply system comprising: a first fuel supply unit having liquid fuel; a second fuel supply unit having a first gaseous fuel; and a heat exchanger fluidly coupled to the first fuel supply unit and thermally coupled to the at least one heat source, the heat exchanger generating heat sufficient to convert the liquid fuel into a second gaseous fuel, the second gaseous fuel being a fuel of the same type as the first gaseous fuel; wherein the first fuel supply unit and the second fuel supply unit are each selectively fluidly coupled to the combustion section.

[0071] The fuel supply system according to any of the foregoing clauses further includes a third fuel supply unit having a third gaseous fuel that is different from the first gaseous fuel and the second gaseous fuel.

[0072] The fuel supply system according to any of the foregoing clauses further includes a mixing valve fluidly connected to the second fuel supply unit and the third fuel supply unit, and configured to output a mixture of the first gaseous fuel and the third gaseous fuel.

[0073] According to any of the preceding clauses, the fuel supply system wherein the mixing valve is selectively fluidly connected to the combustion section of the turbine engine.

[0074] A fuel supply system according to any of the foregoing clauses, wherein the mixture is supplied to the combustion zone when the turbine engine is started.

[0075] According to any of the preceding clauses, the fuel supply system wherein the third gaseous fuel comprises one of gaseous nitrogen, methane, propane or butane, the liquid fuel comprises liquid hydrogen, and the first gaseous fuel comprises gaseous hydrogen.

[0076] According to any of the preceding clauses, the fuel supply system wherein the liquid fuel comprises liquid hydrogen, and the first gaseous fuel has gaseous hydrogen.

[0077] According to any of the preceding clauses, the fuel supply system wherein the first gaseous fuel has a first gaseous hydrogen content, and the second gaseous fuel has a second gaseous hydrogen content that is the same as the first gaseous hydrogen content.

[0078] The fuel supply system according to any of the foregoing clauses further includes a main fuel line that fluidly connects the second fuel supply unit to a portion upstream of the heat exchanger of the fuel supply system.

[0079] According to any of the preceding clauses, in a fuel supply system, the main fuel line supplies a first gaseous fuel stream to the heat exchanger before the liquid fuel is supplied to the heat exchanger.

[0080] The fuel supply system according to any of the foregoing clauses further includes a fuel pump disposed upstream of the heat exchanger and downstream of the first fuel supply section, wherein the main fuel line is selectively fluidly connected to a portion downstream of the fuel pump of the fuel supply system.

[0081] According to any of the foregoing clauses, the fuel supply system wherein the main fuel line is selectively fluidly connected to a portion upstream of the fuel pump of the fuel supply system.

[0082] The fuel supply system according to any of the foregoing clauses further includes a diversion valve fluidly connected to the main fuel line and disposed along the portion downstream of the fuel pump of the fuel supply system.

[0083] According to any of the preceding clauses, the fuel supply system wherein the main fuel line is fluidly connected to a portion downstream of the heat exchanger of the fuel supply system.

[0084] The fuel supply system according to any of the foregoing clauses further includes a third fuel supply unit selectively fluidly connected to the main fuel line and containing a third gaseous fuel different from the first gaseous fuel and the second gaseous fuel.

[0085] The fuel supply system according to any of the foregoing clauses further includes a purge fuel line selectively fluidly connected to purge gas and the main fuel line, wherein the purge gas is capable of being supplied through the main fuel line during shutdown of the turbine engine.

[0086] According to any of the preceding clauses, the fuel supply system wherein the second gaseous fuel can be selectively supplied to the second fuel supply unit such that the second fuel supply unit can contain a gaseous mixture comprising at least one of the first gaseous fuel and the second gaseous fuel.

[0087] The fuel supply system according to any of the foregoing clauses further includes a pressure relief valve that can discharge the gaseous mixture to the outside of the second fuel supply unit when the gaseous mixture exceeds a threshold pressure value.

[0088] According to any of the preceding clauses, the fuel supply system wherein the heat source of the turbine engine is the exhaust flow.

[0089] The fuel supply system according to any of the foregoing clauses, wherein the first fluid supply unit is disposed outside the turbine engine and the heat exchanger is disposed inside the turbine engine.

Claims

1. A fuel supply system selectively fluidly coupled to a combustion section of a turbine engine having at least one heat source and defining a fuel source for said combustion section, characterized in that, The fuel supply system includes: A first fuel supply unit, the first fuel supply unit having liquid fuel; A second fuel supply unit, the second fuel supply unit having a first gaseous fuel; and A third fuel supply unit, wherein the third fuel supply unit has a third gaseous fuel that is different from the first gaseous fuel and the second gaseous fuel; A heat exchanger, which is fluidly connected to the first fuel supply and thermally connected to the at least one heat source, generates heat sufficient to convert the liquid fuel into a second gaseous fuel, the second gaseous fuel being the same type of fuel as the first gaseous fuel; The first fuel supply unit and the second fuel supply unit are selectively fluidly connected to the combustion section, respectively.

2. The fuel supply system according to claim 1, characterized in that, It further includes a mixing valve fluidly connected to the second fuel supply unit and the third fuel supply unit, and configured to output a mixture of the first gaseous fuel and the third gaseous fuel.

3. The fuel supply system according to claim 2, characterized in that, in, The mixing valve is selectively fluidly connected to the combustion section of the turbine engine.

4. The fuel supply system according to claim 3, characterized in that, in, The mixture is supplied to the combustion zone when the turbine engine starts.

5. The fuel supply system according to claim 1, characterized in that, in, The third gaseous fuel includes one of gaseous nitrogen, methane, propane, or butane, the liquid fuel includes liquid hydrogen, and the first gaseous fuel includes gaseous hydrogen.

6. The fuel supply system according to claim 1, characterized in that, in, The liquid fuel includes liquid hydrogen, and the first gaseous fuel has gaseous hydrogen.

7. The fuel supply system according to claim 1, characterized in that, in, The first gaseous fuel has a first gaseous hydrogen content, and the second gaseous fuel has the same second gaseous hydrogen content as the first gaseous hydrogen content.

8. The fuel supply system according to any one of claims 1-7, characterized in that, It further includes a main fuel line that fluidly connects the second fuel supply unit to a portion upstream of the heat exchanger of the fuel supply system.

9. The fuel supply system according to claim 8, characterized in that, in, Before the liquid fuel is supplied to the heat exchanger, the main fuel line supplies a first gaseous fuel stream to the heat exchanger.

10. The fuel supply system according to claim 8, characterized in that, The system further includes a fuel pump located upstream of the heat exchanger and downstream of the first fuel supply unit, wherein the main fuel line is selectively fluidly connected to a portion downstream of the fuel pump in the fuel supply system.

11. The fuel supply system according to claim 10, characterized in that, in, The main fuel line is selectively fluidly connected to a portion upstream of the fuel pump in the fuel supply system.

12. The fuel supply system according to claim 10, characterized in that, It further includes a diversion valve that is fluidly connected to the main fuel line and disposed along a portion downstream of the fuel pump of the fuel supply system.

13. The fuel supply system according to claim 8, characterized in that, in, The main fuel line is fluidly connected to a portion downstream of the heat exchanger of the fuel supply system.

14. The fuel supply system according to claim 13, characterized in that, It further includes a third fuel supply unit, which is selectively fluidly connected to the main fuel line and contains a third gaseous fuel that is different from the first gaseous fuel and the second gaseous fuel.

15. The fuel supply system according to claim 8, characterized in that, It further includes a purge fuel line selectively fluidly connected to purge gas and the main fuel line, wherein the purge gas can be supplied through the main fuel line during turbine engine shutdown.

16. The fuel supply system according to any one of claims 1-7, characterized in that, in, The second gaseous fuel can be selectively supplied to the second fuel supply unit, such that the second fuel supply unit can contain a gaseous mixture, the gaseous mixture including at least one of the first gaseous fuel and the second gaseous fuel.

17. The fuel supply system according to claim 16, characterized in that, It further includes a pressure relief valve that can discharge the gaseous mixture to the outside of the second fuel supply unit when the gaseous mixture exceeds a threshold pressure value.

18. The fuel supply system according to any one of claims 1-7, characterized in that, in, The heat source of the turbine engine is the exhaust flow.

19. The fuel supply system according to any one of claims 1-7, characterized in that, in, The first fluid supply unit is located outside the turbine engine, and the heat exchanger is located inside the turbine engine.

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