Combustor with igniter tube

Abstract

A turbine engine having a combustion section. The combustion section can have a combustor, at least one fuel cup, and at least one pilot tube. The combustor can include a combustor liner and a dome wall that together at least partially define a combustion chamber. The at least one fuel cup can include a swirler and a fuel injector. The at least one pilot tube can include an outlet directly fluidly coupled to the combustion chamber.

Description

[0001] Cross Reference to Related Applications

[0002] This application is a continuation of and claims priority to U.S. Provisional Application No. 63 / 311,242, filed February 17, 2022, and U.S. Patent Application No. 17 / 689,070, filed March 8, 2022, the contents of which are incorporated by reference herein. TECHNICAL FIELD

[0003] The present disclosure relates generally to combustors for turbine engines, and more particularly, to ignition systems for combustors. BACKGROUND

[0004] Gas turbine engines include a turbine that is driven by the combustion of a combustible fuel within a combustor of the turbine engine. The turbine engine utilizes a fuel injector assembly to inject the combustible fuel into the combustor. The fuel injector assembly can mix the fuel with air prior to injection in order to achieve efficient combustion. BRIEF DESCRIPTION OF DRAWINGS

[0005] A complete and enabling disclosure is set forth in the specification of this application, including the best mode, for one of ordinary skill in the art in reference to the figures, in which:

[0006] Figure 1 is a schematic cross-sectional view of a turbine engine for an aircraft, the turbine engine including a combustion section.

[0007] Figure 2 is a schematic cross-sectional view of a portion of the combustion section of Figure 1 Figure 1 is a schematic cross-sectional view of a portion of the combustion section of

[0008] Figure 3 is a schematic cross-sectional side view of a general combustion section suitable for use as the combustion section of Figure 1

[0009] Figure 4 is a cross-sectional view of an ignition tube suitable for use within the combustion section of Figure 1 Figure 3

[0010] Figure 5A is a schematic radial view of a dome wall suitable for use within the combustor of Figure 1

[0011] Figure 5B is a schematic radial view of a dome wall suitable for use within the combustor of Figure 1 ​​​​​a schematic radial view of a dome wall for use within a combustor of a gas turbine engine, the dome wall including at least one pilot tube circumferentially spaced relative to at least one swirler.

[0012] Figure 6 is suitable for use within a combustion section of a gas turbine engine. Figure 1 is suitable for use within a combustion section of a gas turbine engine. Figure 3 is a cross-sectional view of an exemplary pilot tube for use within a combustion section of a gas turbine engine, the exemplary pilot tube having a pilot fuel injector, a first compressed air passage, a second compressed air passage, and a pilot. DETAILED DESCRIPTION

[0013] Aspects of the disclosure described herein generally relate to a combustion section for a turbine engine. The combustion section includes a combustion chamber, a fuel injector fluidly coupled to a fuel stream, a swirler fluidly coupled to compressed air, and at least one pilot tube fluidly coupled to the fuel stream and the compressed air, which can be the same as the injector / swirler. Fuel from the fuel injector and compressed air from the swirler can mix to define a fuel-air mixture before flowing out of a fluid outlet and into the combustion chamber. At least a portion of the compressed air and the fuel can mix within the at least one pilot tube to define a pilot mixture. The at least one pilot tube can include at least one pilot that can ignite the pilot mixture. Once ignited, the pilot mixture can flow out of the at least one pilot tube and into the combustion chamber, where the pilot mixture ignites the fuel-air mixture from the fluid outlet. As described herein, the pilot tube can replace a conventional pilot placed within the combustion chamber, downstream of the injector / swirler. The fuel can include any suitable fuel. As a non-limiting example, the fuel can include hydrogen mixed with a compressed air stream downstream of the fuel injector (hereinafter referred to as a hydrogen-containing fuel). Compared to conventional fuels (e.g., petroleum-based fuels or petroleum and synthetic fuel mixtures), hydrogen-containing fuels generally have a wider flammability range and faster burn rates. The combustion temperature of hydrogen-containing fuels can be higher than the combustion temperature of conventional fuels, such that existing engine designs for conventional fuels would not be able to operate at the elevated temperatures. As described herein, the combustion section provides a pilot system suitable for igniting a hydrogen-containing fuel or a mixture of a fuel and compressed air.

[0014] For illustrative purposes, the disclosure will be described with respect to a turbine for an aircraft turbine engine. However, it should be understood that aspects of the disclosure described herein are not limited in this regard, and can have applicability in engines (including compressors, power generation turbines), as well as in non-aircraft applications (e.g., other mobile applications and non-mobile industrial, commercial, and residential applications).

[0015] Reference will now be made in detail to a combustor architecture, particularly a fuel injector and swirler for providing fuel to a combustor located within a turbine engine, one or more examples of which are shown in the attached Figures. The detailed description uses numerical and letter designations to refer to features in the Figures. Like or similar designations in the Figures and the description have been used to refer to like or similar parts of the disclosure.

[0016] As used herein, the terms "first", "second", and "third" can be used interchangeably to distinguish one component from another and are not intended to signify location or importance of the individual components.

[0017] The terms "forward" and "aft" refer to relative locations within a turbine engine or vehicle and refer to the normal operating attitude of the turbine engine or vehicle. For example, for a turbine engine, forward refers to a location closer to the engine and aft refers to a location closer to the engine nozzle or exhaust.

[0018] As used herein, the term "upstream" refers to a direction opposite to that of the fluid flow, while the term "downstream" refers to a direction the same as that of the fluid flow. The terms "forward" or "front" mean in front of something, while "aft" or "back" mean behind something. For example, when used in relation to fluid flow, forward / front can mean upstream and aft / back can mean downstream.

[0019] The term "fluid" can be a gas or a liquid. The term "fluid communication" means that a fluid is able to establish a connection between designated areas.

[0020] Further, as used herein, the term "radial" or "radially" refers to a direction away from a common center. For example, in the overall context of a turbine engine, radial refers to a direction along a ray extending between a central longitudinal axis of the engine and an outer periphery of the engine.

[0021] The singular forms "a", "an", and "the" include plural references unless the context clearly dictates otherwise. Further, as used herein, the term "set" or "group" of elements can be any number of elements, including only one.

[0022] All directional references (e.g., radial, axial, proximal, distal, upper, lower, upward, downward, left, right, lateral, front, back, top, bottom, above, below, vertical, horizontal, clockwise, counterclockwise, upstream, downstream, forward, aft, etc.) are only used for identification purposes to aid the reader’s understanding of the present disclosure, and do not create limitations, particularly as to the position, orientation, or use of the disclosure described herein. Connection references (e.g., attached, coupled, connected, and joined) are to be construed broadly and will be given their ordinary meanings to indicate either direct or indirect connection to the referenced item or items unless otherwise indicated. Connective references will not be interpreted in an exclusionary manner unless specifically indicated. The exemplary drawings are for purposes of illustration only and the dimensions, positions, order and relative sizes reflected in the attached drawings attached hereto can vary. The singular forms “a,” “an,” and “the” include plural referents unless the context clearly dictates otherwise. Also, as used herein, the term “set” or “a set” of elements can be any number of elements, including one.

[0023] Approximating language as used herein throughout the description and claims for example, such as, for example, “approximately,” “substantially,” and “essentially,” are terms that generally refer to something that is close in value or action to something else, e.g., within 10%, 9%, 8%, 7%, 6%, 5%, 4%, 3%, 2%, 1%, or less. The terms “approximately,” “substantially,” and “essentially” are used on a case by case basis to describe and account for small variations in a value, a feature, or a process, and to account for variations that will occur because of expectations in, and limitations of, the measurement devices used to measure values, and the machines used to construct or manufacture components and / or systems. For example, the approximate language can refer to a margin of error within 1%, 2%, 4%, 5%, 10%, 15%, or 20% of a single value, a range of values, and / or endpoints of a range of values. Throughout this specification and claims, range limitations are combined and interchanged, such ranges are identified and include all the sub-ranges contained therein, unless context or language indicates otherwise. For example, all ranges disclosed herein are inclusive of the endpoints, and the endpoints are combinable with each other.

[0024] Figure 1 is a schematic illustration of a turbine engine 10. As a non-limiting example, the turbine engine 10 can be used within an aircraft. The turbine engine 10 can include at least a compressor section 12, a combustion section 14, and a turbine section 16. A drive shaft 18 rotationally couples the compressor section 12 and the turbine section 16 such that rotation of one effects rotation of the other and defines an engine centerline 20 of the turbine engine 10.

[0025] The compressor section 12 can include a low pressure (LP) compressor 22 and a high pressure (HP) compressor 24 fluidly coupled in series with one another. The turbine section 16 can include a HP turbine 26 and a LP turbine 28 fluidly coupled in series with one another. The drive shaft 18 can operably couple the LP compressor 22, the HP compressor 24, the HP turbine 26, and the LP turbine 28 together. Alternatively, the drive shaft 18 can include a LP drive shaft (not shown) and a HP drive shaft (not shown). The LP drive shaft can couple the LP compressor 22 to the LP turbine 28, and the HP drive shaft can couple the HP compressor 24 to the HP turbine 26. A LP train can be defined as the combination of the LP compressor 22, the LP turbine 28, and the LP drive shaft such that rotation of the LP turbine 28 can impart a driving force to the LP drive shaft, which in turn can cause the LP compressor 22 to rotate. A HP train can be defined as the combination of the HP compressor 24, the HP turbine 26, and the HP drive shaft such that rotation of the HP turbine 26 can impart a driving force to the HP drive shaft, which in turn can cause the HP compressor 24 to rotate.

[0026] The compressor section 12 can include a plurality of axially spaced stages. Each stage includes a set of circumferentially spaced rotating blades and a set of circumferentially spaced stationary vanes. Compressor blades for a stage of the compressor section 12 can be mounted to a disk, which is mounted to the drive shaft 18. Each set of blades for a given stage can have its own disk. The vanes of the compressor section 12 can be mounted to a casing, which can extend circumferentially around the turbine engine 10. It should be appreciated that the representation of the compressor section 12 is merely illustrative and there can be any number of stages. Further, it is contemplated that there can be any other number of components within the compressor section 12.

[0027] Similar to the compressor section 12, the turbine section 16 can include a plurality of axially spaced stages, with each stage having a set of circumferentially spaced rotating blades and a set of circumferentially spaced stationary vanes. Turbine blades for a stage of the turbine section 16 can be mounted to a disk, which is mounted to the drive shaft 18. Each set of blades for a given stage can have its own disk. The vanes of the turbine section can be mounted to a casing in a circumferential manner. It is noted that there can be any number of blades, vanes, and turbine stages, as the illustrated turbine section is merely an illustrative representation. Further, it is contemplated that there can be any other number of components within the turbine section 16.

[0028] 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.

[0029] 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.

[0030] Figure 2 The combustion section 14 is depicted. Figure 1 A cross-sectional view along line II-II. Combustion section 14 may include an annular arrangement of primary fuel injectors 30 disposed around the engine centerline 20 of the turbine engine 10. Each primary fuel injector 30 may be connected to the combustor 32. It should be understood that the annular arrangement of primary fuel injectors 30 may be one or more fuel injectors, and one or more of the primary fuel injectors 30 may have different characteristics. Depending on the type of engine in which the combustor 32 is located, the combustor 32 may have a canister-shaped, canister-annular, or annular arrangement. In a non-limiting example, an annular arrangement is shown and disposed within housing 34. Combustor 32 is defined by combustor bushing 36. A dome assembly 42 including a dome wall 44, together with combustor bushing 36, may define an annular combustion chamber 46 surrounding the engine centerline 20. At least one primary fuel injector 30 (shown as a plurality of primary fuel injectors arranged annularly around the engine centerline 20) is fluidly coupled to combustion chamber 46. Compressed air passage 50 may be defined at least partially by combustor bushing 36 and housing 34.

[0031] Figure 3 Depicting suitable for use as Figure 1FIG. 1 illustrates a schematic cross-sectional view of a turbine engine 10 having a combustion section 14. The combustion section 14 can include a generally combustion section 52. The combustion section 52 can include an annular arrangement of fuel injectors 76, each fuel injector 76 connected to a combustor 80. It should be appreciated that the annular arrangement of fuel injectors 76 can be one or more fuel injectors and that one or more of the fuel injectors 76 can have different characteristics and that the one fuel injector 76 shown is for illustrative purposes only and is not intended to be limiting. The combustor 80 can have a pot, pot-annular, or annular arrangement depending on the type of turbine engine in which the combustor 80 is located. In a non-limiting example, an annular arrangement is shown and disposed within a housing 78. The combustor 80 can include an annular combustor liner 82, a dome assembly 84 including a dome wall 114, which collectively define a combustion chamber 86 about a longitudinal axis (LA). A compressed air passage 88 can be at least partially defined by the annular combustor liner 82 and the housing 78. At least one fuel injector 76 is fluidly coupled to the combustion chamber 86. A passage can fluidly connect the compressed air passage 88 and the combustor 80. The passage can be defined by at least one set of dilution openings 90 located in the annular combustor liner 82.

[0032] The fuel injector 76 can be coupled to and disposed within the dome assembly 84, upstream of a torch cone 91, to define a fuel outlet 94. The fuel injector 76 can include a fuel inlet 96 adapted to receive a fuel stream (F) (e.g., a hydrogen-containing fuel) and a linear fuel passageway 100 extending between the fuel inlet 96 and the fuel outlet 94. A swirler 102 can be disposed at a dome inlet 98 to swirl incoming air about the fuel (F) exiting the fuel injector 76 and provide a uniform mixture of air and fuel into the combustor 80. As used herein, the term “swirl” or iterations thereof can refer to a directional movement of a fluid in at least two directions (e.g., radial, circumferential, and / or axial). The “swirl” can be formed in a twist or spiral pattern.

[0033] The annular combustor liner 82 can be defined by a wall 104 having an outer surface 106 and an inner surface 108 that at least partially define the combustion chamber 86. The wall 104 can be made of one continuous monolithic piece or can be a plurality of monolithic pieces that are assembled together to define the annular combustor liner 82. As a non-limiting example, the outer surface 106 can define a first portion of the wall 104 and the inner surface 108 can define a second portion of the wall 104 that form the annular combustor liner 82 when they are assembled together. As described herein, the wall 104 includes at least one set of dilution openings 90. It is further contemplated that the annular combustor liner 82 can be any type of annular combustor liner 82 including, but not limited to, a double-walled liner or a brick-shaped liner.

[0034] During operation, compressed air (C) can flow from the compressor section 12 to the combustor 80 through the compressed air passage 88. At least one set of dilution openings 90 in the annular combustor liner 82 allows at least a portion of the compressed air (C) from the compressed air passage 88 to pass to the combustion chamber 86, which portion defines a dilution air flow (D).

[0035] Some of the compressed air (C) can mix with fuel (F) from the fuel injector 76, which can be ignited by one or more igniters (not shown) to generate combustion gases (G). The combustion gases (G) mix with the dilution air flow (D) supplied through the at least one set of dilution openings 90 and mix within the combustion chamber 86, after which the combustion gases (G) flow through the combustor outlet 112 and into the turbine section 16.

[0036] Figure 4 is a cross-sectional view of an ignition tube 130 suitable for use within Figure 1 the combustion section 14 of Figure 3 the combustion section 52. The ignition tube 130 can extend through a combustion chamber wall 152 that at least partially defines a combustion chamber 144. As a non-limiting example, the combustion chamber wall 152 can be a portion of a dome wall (e.g., the dome wall 114) or a combustor liner (e.g., the annular combustor liner 82). The dome wall and the combustor liner can collectively define the combustion chamber 144. The ignition tube 130 can include an igniter wall 148, an ignition fuel injector 132, a compressed air passage 134, and an igniter 140. The compressed air passage 134, the ignition fuel injector 132, and the igniter 140 can all extend through corresponding portions of the igniter wall 148. The ignition fuel injector 132 can include a fuel flow 136. The compressed air passage 134 can include compressed air 138. The fuel 136 and the compressed air 138 can mix downstream of the ignition fuel injector 132 to define an ignition mixture 142. The igniter 140 can be configured to ignite the ignition mixture 142. The ignited ignition mixture 142 can then flow out of the ignition tube 130.

[0037] The ignition tube 130 can be defined by a centerline axis 146 that extends through the ignition tube 130. The centerline axis 146 can be parallel to a longitudinal axis of the combustion chamber 144 (e.g., the longitudinal axis (LA) of Figure 3 the combustion section 14). Alternatively, the centerline axis 146 can not be parallel to the longitudinal axis of the combustion chamber 144. The centerline axis 146 can also be parallel to an engine centerline (e.g., the engine centerline 20 of Figures 1-2 the engine 10). Alternatively, the centerline axis 146 can not be parallel to the engine centerline.

[0038] The igniter wall 148 of the ignition tube 130 can be formed as a tubular wall that defines a fluid channel 150. The compressed air 138 and the fuel 136 can mix and ignite within the fluid channel 150. The igniter wall 148 can include one or more openings configured to accept or otherwise form part of the compressed air passage 134 or the ignition fuel injector 132. The igniter wall 148 of the ignition tube 130 can converge from an upstream end (e.g., a portion of the igniter wall 148 corresponding to the ignition fuel injector 132 and the compressed air passage 134) to a downstream end (e.g., a portion of the igniter wall 148 corresponding to the combustion chamber wall 152). As shown, the igniter wall 148 can non-linearly and non-constantly converge from the upstream end to the downstream end. However, it should be understood that the igniter wall 148 can take any suitable shape when viewed along a plane extending parallel to the centerline axis 146 and intersecting the igniter wall 148. As non-limiting examples, the igniter wall 148 can non-linearly, linearly, non-constantly, constantly extend from the upstream end to the downstream end, at least partially diverge (e.g., a portion converges) from the upstream end, or converge to the downstream end.

[0039] The combustion chamber 144 can extend an axial length relative to a longitudinal axis (e.g., a longitudinal axis (LA) of the combustion engine 100). Figure 3 As non-limiting examples, the ignition tube 130 can be disposed along an anterior portion of the combustion chamber 144 relative to an axial length of the combustion chamber 144. As non-limiting examples, the ignition tube 130 can be disposed between 0 times and 0.4 times an axial length of the combustion chamber 144. In instances where the ignition tube 130 is disposed at 0 times an axial length of the combustion chamber 144, the ignition tube 130 can be disposed along an axially forward-most portion of the combustion chamber (e.g., the dome wall). In instances where the ignition tube 130 extends through a portion of the combustion chamber 144 greater than 0 times an axial length of the combustion chamber 144, the ignition tube 130 can extend through any portion of the combustion chamber 144 that is axially rearward of the forward-most portion of the combustion chamber relative to the longitudinal axis (e.g., the combustor liner).

[0040] The ignition fuel injector 132 can extend through the igniter wall 148. The ignition fuel injector 132 can be fluidly coupled to the fuel 136. The ignition fuel injector 132 can supply the fuel 136 to the fluid channel 150. The fuel 136 can be any suitable fuel, such as but not limited to a fuel stream (F) of Figure 3 The fuel 136 can be a hydrogen-containing fuel stream. As non-limiting examples, the fuel 136 can be pure hydrogen.

[0041] The compressed air passage 134 can be defined at least in part by an opening formed within the igniter wall 148. By way of non-limiting example, the igniter wall 148 can include a continuous circumferential slit or circumferential channel extending circumferentially about the entire igniter wall 148 relative to the centerline axis 146, which can define the compressed air passage 134. By way of non-limiting example, the igniter wall 148 can include a set of discrete passages or orifices disposed circumferentially or axially about the igniter wall 148 relative to the centerline axis 146, which can define the compressed air passage 134. The compressed air passage 134 can include compressed air 138. The compressed air passage 134 can fluidly couple the compressed air 138 to the fluid channel 150. The compressed air 138 can be any suitable compressed air flow, such as a compressed air flow (C) of Figure 3 The compressed air passage 134 can be configured to supply the compressed air 138 to the ignition tube 130 in any suitable direction. By way of non-limiting example, the compressed air passage 134 can at least partially swirl the compressed air 138 by virtue of the positioning of the compressed air passage 134. By way of non-limiting example, the compressed air passage 134 can be formed along a portion of the igniter wall 148 such that the compressed air 138 flowing through the compressed air passage 134 and into the fluid channel is swirled. Thus, the compressed air passage 134 can be configured to supply the compressed air 138 to the ignition tube 130 as swirled compressed air or non-swirled compressed air.

[0042] The ignition fuel injector 132 can supply the fuel 136 to the ignition tube 130 in any suitable manner. By way of non-limiting example, the ignition fuel injector 132 can supply the fuel 136 in an axial direction as a fuel jet exiting the ignition fuel injector 132. By way of non-limiting example, the ignition fuel injector 132 can swirl the fuel 136 such that the fuel 136 enters the fluid channel 150 as a swirled fuel flow. This can serve to increase the mixing efficiency (e.g., uniformity of mixing) of the fuel 136 and the compressed air 138 within the ignition tube 130. This ultimately increases the ignition efficiency once the ignition mixture 142 is ignited.

[0043] The igniter 140 can extend through a portion of the igniter wall 148 and couple to the fluid channel 150. By way of non-limiting example, the igniter 140 can extend through a portion of the igniter wall 148 and into the fluid channel 150. The igniter 140 can be disposed at any axial location on the igniter wall 148. The igniter 140 can be configured to ignite the ignition mixture 142 within the fluid channel 150. The igniter 140 can be any suitable igniter configured to ignite the ignition mixture 142. By way of non-limiting example, the igniter 140 can be a spark igniter, a plasma igniter, a torch, a laser igniter, or any combination thereof.

[0044] The ignition tube 130 may extend through the combustion chamber wall 152 facing the combustion chamber 144. The fluid channel 150 may include an outlet 160 directly fluidly connected to the combustion chamber 144. As shown, the ignition tube 130 may extend axially through the combustion chamber wall 152 relative to the centerline axis 146. However, it should be understood that the ignition tube 130 may extend at an angle or radially relative to the centerline axis 146 through the combustion chamber wall 152.

[0045] Figure 5A This is a schematic axial view of the ignition tube 130 extending through the combustion chamber wall 152. Figure 5A This is a schematic diagram viewed from combustion chamber 144 toward combustion chamber wall 152. Combustion chamber wall 152 may be part of a burner bushing or a dome wall. As a non-limiting example, as shown, combustion chamber wall 152 is a dome wall. A set of ignition tubes 130 may be positioned relative to the engine centerline 120 of the turbine engine (e.g., Figures 1-2 The engine centerline 120 is circumferentially spaced between the annular array of fuel cups 154. As a non-limiting example, the engine centerline 120 may be aligned with... Figure 4 The centerline axis 146 is straight, corresponding, or parallel. Alternatively, the engine centerline 120 may not be parallel to the centerline axis 146. The annular array of fuel cups 154 may be circumferentially spaced relative to the engine centerline 120 around the combustion chamber wall 152. Each fuel cup in the annular array of fuel cups 154 may include a swirler (e.g., Figure 3 The cyclone separator 102) and the fuel injector (e.g., Figure 3 The fuel injector 76). Each fuel cup in the annular array of fuel cups 154 can be accessed via a fuel outlet (e.g., fuel injector 76). Figure 3 The fuel outlet 94 is fluidly connected to the combustion chamber. The annular array of fuel cups 154 may be defined by a portion of a combustion section comprising a stream of fuel or a mixture of fuel and compressed air that has not been ignited before flowing into the combustion chamber. Although shown as a canister annular burner, it should be understood that the ignition tube 130 may be disposed within the combustion chamber wall 152 of any suitable burner. By way of non-limiting example, the ignition tube 130 may be disposed within the combustion chamber wall 152 of an annular burner or a canister burner.

[0046] The annular array of fuel cups 154 can be circumferentially spaced around the combustion chamber wall 152 to define the annular array of fuel cups 154. Any number of one or more fuel cups can be arranged along the combustion chamber wall 152. A combination of a swirler and a fuel injector can define a single fuel cup 154, which can also be referred to as a fuel cup. Thus, the annular array of fuel cups 154 can be defined as an annular array of fuel cups.

[0047] Each of the set of ignition tubes 130 can extend through a respective first portion of the dome wall. Each of the annular array of fuel cups 154 can extend through a respective second portion of the dome wall. The first portion is different from and spaced apart from the second portion. The first portion can be spaced apart circumferentially or radially relative to the second portion and relative to the engine centerline 120. As a non-limiting example, each of the set of ignition tubes 130 can be spaced apart circumferentially between fuel cups of the annular array of fuel cups 154 relative to the engine centerline 120. Further, the set of ignition tubes 130 can be spaced apart radially from the annular array of fuel cups 154. As a non-limiting example, at least one ignition tube 130 can be spaced apart from the engine centerline 120 by a first radial distance and at least one of the at least one fuel cup 154 can be spaced apart from the engine centerline 120 by a second radial distance, where the first radial distance is greater than the second radial distance. As shown, the set of ignition tubes 130 can be equally spaced apart from one another. In other words, each of the set of ignition tubes 130 can be spaced apart from the same number of fuel cups of the annular array of fuel cups 154. As a non-limiting example, each of the set of ignition tubes 130 is placed behind every third fuel cup of the annular array of fuel cups 154. As such, the combustion chamber wall 152 can include a repeating pattern of one ignition tube 130 followed by three fuel cups 154. It should be appreciated, however, that there can be any number of ignition tubes 130 spaced between any number of fuel cups of the annular array of fuel cups 154. While three ignition tubes 130 and nine fuel cups 154 are shown, it should be appreciated that there can be any number of one or more ignition tubes 130 and any number of fuel cups 154.

[0048] Reference is now made to Figure 4 and 5ADuring operation of the combustion section 52, fuel 136 can flow into the pilot tube 130 through the pilot fuel injector 132. Compressed air 138 can flow through the compressed air passage 134. The fuel 136 and the compressed air 138 can mix within the fluid channel 150 to form a pilot mixture 142, which is then ignited by the pilot 140. The ignited pilot mixture 142 can then flow out of the pilot tube 130 and into the combustion chamber 144. As a non-limiting example, the ignited pilot mixture 142 can flow out of the pilot tube 130 as a pilot flame. It is contemplated that the shape of the pilot tube 130 can be used to ensure that the pilot tube 130 operates as intended or desired. As a non-limiting example, the structure of the pilot wall 148 (e.g., converging at least partially from an upstream end to a downstream end) can be used to ensure that the pilot tube 130 operates as intended or desired. The converging structure of the pilot wall 148 can increase the velocity of the compressed air 138, the fuel 136, or the pilot mixture 142. This, in turn, ensures that the pilot flame does not propagate in areas of the pilot tube 130 proximate to the compressed air passage 134 or the pilot fuel injector 132. As a non-limiting example, this ensures that flame holding (e.g., propagation of a continuous flame) does not occur within the pilot fuel injector 132.

[0049] After or while the fuel 136 and the compressed air 138 are being fed to the fluid channel 150 of the pilot tube 130, a fuel stream and compressed air can also be fed to at least one fuel injector and swirler (e.g., Figure 3 of the fuel stream (F) and compressed air (C)), where the fuel stream and the compressed air mix to define a fuel-air mixture, which can then be fed to the combustion chamber 144 through the annular array of fuel cups 154. The fuel 136 and the compressed air 138 within the pilot tube 130 can be the same as the fuel stream and the compressed air within the fuel injector and the swirler, respectively. The flame (generated by igniting the pilot mixture 142) can then ignite the fuel-air mixture within the combustion chamber 144. In this way, the pilot tube 130 can act as an ignition source for the fuel-air mixture from the fuel injector and the swirler. The ignited fuel-air mixture and the ignited pilot mixture 142 can be used together or independently of one another to generate combustion gases (e.g., Figure 3 ), which can ultimately be used to drive the turbine engine.

[0050] It is contemplated that the volume of the pilot mixture 142 within the fluid channel 150 can be less than the total volume of the fuel-air mixture flowing from the annular array of fuel cups 154. In other words, only a small fraction of the total fuel stream (e.g., the fuel 136 combined with the fuel stream within the fuel injector upstream of each fuel cup 154) needs to be ignited in order to ignite the remaining fuel or fuel-air mixture within the combustion chamber 144.

[0051] Ignition tubes 130 can be used during startup or normal operation of the turbine engine. In the case where ignition tubes 130 are used during startup, fuel 136 can be selectively supplied to at least one ignition tube 130 without being supplied to fuel injectors disposed upstream of the annular array of fuel cups 154. As a non-limiting example, compressed air 138 can be provided to ignition tubes 130 at the same time that fuel 136 is supplied to ignition tubes 130. Since the turbine engine has not yet fully started, and compressed air 138 during normal operation can come from a compressor section of the turbine engine, compressed air 138 during startup can come from a different source. As a non-limiting example, compressed air 138 during startup can come from an air turbine starter, an auxiliary generator, a pump, etc. In any case, an ignition mixture 142 is generated and ignited within fluid channel 150. The ignited ignition mixture 142 can then flow as a flame into combustion chamber 144. At this point, it is contemplated that fuel and compressed air can then be fed to at least a portion of the fuel injectors and swirlers, where the fuel and compressed air ultimately flow as a fuel-air mixture through at least a portion of the annular array of fuel cups 154, which can then be ignited by the flame from the ignited ignition mixture 142. Once ignited, the fuel-air mixture and ignited ignition mixture 142 can generate combustion gases. Alternatively, the ignited ignition mixture 142 can be sufficient to generate combustion gases needed to fully start the turbine engine (e.g., the compressor section is generating compressed air). Once the turbine engine is fully started, fuel and compressed air can be supplied to at least one fuel injector and at least one swirler to define a fuel-air mixture that flows through the annular array of fuel cups 154. This fuel-air mixture can then be ignited by the already ignited ignition mixture 142 to generate combustion gases needed to continue operation of the turbine engine.

[0052] After ignition of the fuel-air mixture in the combustion chamber 144, each of the set of ignition tubes 130 can be controlled individually or collectively. As a non-limiting example, after ignition has occurred in the combustion chamber 144, only the compressed air 138 can be supplied through at least a portion of the ignition tubes 130. This, in turn, provides an additional source of compressed air to the combustion chamber, which ultimately affects the shape or profile of the flame within the combustion chamber 144. Controlling the shape or profile of the flame within the combustion chamber 144 can ultimately help to increase the durability of the combustor liner and reduce the combustion dynamics within the combustion chamber 144 by not allowing the flame to expand to the liner. As used herein, the term “combustion dynamics” or iterations thereof can refer to the generation of acoustic pressure oscillations that occur within the combustor as a result of the ignition of the mixture of fuel and compressed air within the combustion chamber. Controlling the combustion dynamics is contemplated to ultimately increase the life of the combustion section. Further, control of the output of the ignition tubes 130 can be used to produce a lean flame within the combustion chamber 144. As used herein, a lean flame can refer to a flame that is generated by the use of less fuel as compared to a rich flame. Using a lean flame does not reduce the overall efficiency of the turbine engine as compared to using a rich flame, however, it does reduce the total amount of pollutants (e.g., NOx emissions) in the fluid exiting the combustion chamber 144 because less fuel is ignited to produce the flame. As such, control of the output of the ignition tubes 130 can be used to produce a lean flame, which can ultimately reduce the environmental impact that the turbine engine has.

[0053] Figure 5B is an example combustor wall 252 of an example ignition tube 230 suitable for use within a combustor 80 of a turbine engine 10. Figure 1 is an example combustor wall 252 of an example ignition tube 230 suitable for use within a combustor 80 of a turbine engine 10.

[0054] The set of ignition tubes 230 are circumferentially spaced about the combustion chamber wall 252 relative to an engine centerline 220 of the turbine engine, which can be aligned, parallel, or otherwise correspond to the centerline axis 146 of the combustion chamber 144. Figure 4 is an example combustor wall 252 of an example ignition tube 230 suitable for use within a combustor 80 of a turbine engine 10. Figure 4Alternatively, the engine centerline 220 can not be parallel to the centerline axis 146. The igniter tubes 230 can be disposed a first radial distance from the engine centerline 220, and the at least one fuel cup 154 can be disposed a second radial distance from the engine centerline 220. The first distance can be equal to or less than the second radial distance. Each of the set of igniter tubes 230 can be disposed adjacent to at least one of the annular array of fuel cups 254. The igniter tubes of the set of igniter tubes 230 can be equally or unequally spaced between the fuel cups 254. As a non-limiting example, any number of fuel cups 254 can be provided between adjacent igniter tubes 130 (e.g., there can be zero, one, two, three, four, etc. fuel cups 254 between every two adjacent igniter tubes 130). As a non-limiting example, any number of igniter tubes 130 can be placed between two adjacent fuel cups 254 (e.g., there can be zero, one, two, three, etc. igniter tubes 130 between two adjacent fuel cups 254).

[0055] Figure 6 are suitable for use within the combustion section 14 of the engine 10 or Figure 1 the combustion section 52 of the engine 50. Figure 3 A cross-sectional view of an exemplary igniter tube 330 for use within the combustion section 14 of the engine 10 or the combustion section 52 of the engine 50. The igniter tube 330 is similar to the igniter tubes 130, 230, and as such, like parts will be identified with like numerals increased by 300 series, it being understood that the description of like parts of the igniter tubes 130, 230 apply to the igniter tube 330 unless otherwise noted.

[0056] The igniter tube 330 can include an igniter wall 348 defining a fluid channel 350 having an outlet 360 fluidly coupled to the combustion chamber 344. The igniter tube 330 can extend through a combustion chamber wall 352 facing a portion of the combustion chamber 344. The igniter tube 330 can be defined by a centerline axis 346. The igniter fuel injector 332 can extend through the igniter wall 348 and include a fuel stream 336. The at least one compressed air passage 334 can be formed through or within the igniter wall 348 and include compressed air 338. The igniter fuel injector 332 and the compressed air passage 334 can fluidly couple the fuel 336 and the compressed air 338, respectively, to the fluid channel 350. The compressed air 338 and the fuel 336 can mix within the igniter tube 330 to define an ignition mixture 342. The igniter 340 can extend through the igniter wall 348 and ignite the ignition mixture 342 within the igniter tube 330.

[0057] The ignition tube 330 is similar to the ignition tube 130, except that the at least one compressed air passage 334 includes a first compressed air passage 356 and a second compressed air passage 358. The first compressed air passage 356 can extend through the igniter wall 348 in a first direction, while the second compressed air passage 358 can extend through the igniter wall 348 in a second direction different from the first direction. By way of non-limiting example, the first compressed air passage 356 can extend radially through the igniter wall 348, while the second compressed air passage can extend axially through the igniter wall 348 relative to the centerline axis 346. Further, the first compressed air passage 356 and the second compressed air passage 358 can be radially or axially displaced from one another relative to the centerline axis 346. Similar to the compressed air passage 134, the first compressed air passage 356 or the second compressed air passage 358 can be formed as a continuous slit or channel, or a discrete passageway within the igniter wall 348. At least one of the passageways in the first compressed air passage 356 or the second compressed air passage 358 can be formed in a hole of any shape (such as, but not limited to, an oblong hole, a circular hole, a racetrack, a slot, a rectangular hole, or any combination thereof) extending through a corresponding portion of the igniter wall 348. While referred to as the first compressed air passage 356 and the second compressed air passage 358, it should be understood that the first compressed air passage 356 and the second compressed air passage 358 can include any number of one or more discrete holes, slots, or channels extending through a corresponding portion of the igniter wall 348.

[0058] The first compressed air passage 356 can include a set of first compressed air passages axially spaced relative to one another. The second compressed air passage 358 can include a set of second compressed air passages radially spaced relative to one another.

[0059] The compressed air 338 can be supplied to the first compressed air passage 356 and the second compressed air passage 358. Alternatively, the compressed air 338 can be selectively supplied to the first compressed air passage 356 or the second compressed air passage independent of one another. In other words, the compressed air 338 can be selectively supplied to the first compressed air passage 356, one of the second compressed air passage 358, or both the first compressed air passage 356 and the second compressed air passage 358. It is contemplated that the compressed air 338 can be supplied to a subset of the at least one passageway in the set of first compressed air passages 356 or the set of second compressed air passages 358.

[0060] During operation, compressed air 338 can be supplied through first compressed air passage 356 and second compressed air passage 358. Compressed air 338 supplied through first compressed air passage 356 can enter ignition tube 330 as swirling compressed air, while compressed air 338 supplied through second compressed air passage 358 can enter ignition tube 330 as axial or unidirectional compressed air (e.g., extending in a single direction). Compressed air 338 from first compressed air passage 356 can mix with compressed air 338 from second compressed air passage 358 to define overall compressed air flowing through ignition tube 330. When compared to compressed air 138 in ignition tube 130 of Figure 4 Overall compressed air 338 from first compressed air passage 356 and second compressed air passage 358 can achieve higher turbulence within ignition tube 330 due to the interaction of the multiple air jets of compressed air 338 when compared to compressed air 138 in ignition tube 130. This ultimately results in better mixing of compressed air 338 with fuel 336 when compared to ignition tube 130. Improved or better mixing in turn results in a more reliable or easier to ignite ignition mixture 342 within ignition tube 330. Additionally, compressed axial air 338 from second compressed air passage 358 increases the velocity of fuel 336 in the axial direction. This ultimately reduces the likelihood of flame holding within ignition fuel injector 332. It will be understood that, as non-limiting examples, first compressed air passage 356 and second compressed air passage 358 can be configured to supply compressed air 338 to ignition tube 330 as swirling compressed air or non-swirling compressed air. In another non-limiting example, ignition fuel injector 332 can be configured to supply fuel 336 to ignition tube 330 as swirling or non-swirling fuel. Swirling compressed air 338 and / or fuel 336 increases mixing, which in turn results in more reliable ignition, as described herein

[0061] Benefits of the present disclosure include a combustor that includes a hydrogen-containing fuel. Hydrogen-containing fuels have a higher flame temperature than traditional fuels (e.g., fuels that do not contain hydrogen). That is, hydrogen or hydrogen-blended fuels generally have a wider flammability range and faster burn rate than traditional fuels (such as petroleum-based fuels, or petroleum and synthetic fuel mixtures). Traditional combustors include an igniter that extends through a combustor liner that directly ignites a fuel-air mixture (e.g., a mixture of fuel from a fuel injector / swirler and compressed air). These igniters can be disposed downstream of where the mixture of fuel and compressed air is introduced into the combustion chamber. If pure hydrogen is used in this context, the hydrogen will diffuse once it enters the combustion chamber; meaning that the hydrogen will enter areas of the combustion section that are not needed. This diffusion will ultimately result in uncontrolled combustion in the combustion chamber (e.g., not in the desired location, shape, etc.). It is contemplated that controlling the combustion in the combustion chamber by controlling the ignition of the fuel and air mixture can provide a combustor that can effectively use a hydrogen-containing fuel as a fuel source. As described herein, the combustor includes an ignition tube that is used in place of a traditional igniter. The hydrogen-containing fuel can be ignited within the ignition tube. This creates a controlled space for ignition such that the output of the ignition tube (e.g., a visible flame) can be controlled. In other words, the hydrogen can be ignited within the ignition tube. The ignited hydrogen can exit the ignition tube as a flame that can then be used as an ignition source for a fuel and air mixture (e.g., from at least one fuel cup described herein) in the combustion chamber. This ultimately results in controlled combustion in the combustion chamber, ensuring that combustion does not occur in any areas of the combustion section that are not needed. The shape of the flame can also be controlled through selective operation of the ignition tube (e.g., by feeding compressed air to only a subset of the ignition tubes, as described herein) when the ignition tube is not being used as an ignition source. Furthermore, this operation without the ignition tube being used as an ignition source (e.g., after ignition has already occurred) can be used to create a lean flame within the combustion chamber. A further benefit associated with using a hydrogen-containing fuel instead of a traditional fuel is that the hydrogen-containing fuel generates less carbon pollutants when combusted compared to traditional fuels without sacrificing engine performance. In addition to this, the ignition tube can be used to create a lean flame, which further reduces the total amount of pollutants generated during combustion of the fuel-air mixture or during operation of the turbine engine. Thus, a combustion section with a hydrogen-containing fuel instead of a traditional fuel results in a more environmentally friendly turbine engine compared to a traditional turbine engine that produces less carbon pollutants.

[0062] In areas not yet described, different features and structures of the various aspects can be used in combination or substituted for one another as desired. The fact that one feature is not shown in all examples does not mean it cannot be so shown, but rather, it is done for brevity of description. Thus, various features of different aspects can be mixed and matched as desired to form new aspects, whether or not the new aspects are expressly described. All combinations or permutations of features described herein are covered by the present disclosure.

[0063] This written description uses examples to describe the aspects of the disclosure described herein, including the best modes, and also to enable any person skilled in the art to practice the aspects of the disclosure, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the aspects of the disclosure is defined by the claims, and can include other examples that occur to those skilled in the art. Such other examples are intended to fall within the scope of the claims if they have structural elements in common with the limitations of the claims or if they include equivalent structural elements with non-substantial differences from the limitations of the claims.

[0064] Further aspects of the disclosure are provided by the subject matter of the following clauses:

[0065] A turbine engine comprising a combustion section, the combustion section comprising: a combustor having a combustor liner and a dome wall, the combustor liner and the dome wall at least partially defining a combustion chamber; at least one fuel cup disposed in the dome wall and comprising a fuel injector and a swirler; and at least one pilot tube comprising a fluid channel, an outlet directly fluidly coupled to the combustion chamber, and a pilot coupled to the fluid channel.

[0066] The turbine engine of any of the preceding clauses, wherein the at least one pilot tube comprises a compressed air passage having compressed air and a pilot fuel injector having fuel, wherein both the compressed air and the fuel are fluidly coupled to the fluid channel.

[0067] The turbine engine of any of the preceding clauses, wherein the at least one pilot tube is defined by a centerline axis, and wherein the compressed air passage swirls the compressed air relative to the centerline axis.

[0068] The turbine engine of any of the preceding clauses, wherein the at least one pilot tube is defined by a centerline axis, and wherein the pilot fuel injector swirls the fuel relative to the centerline axis.

[0069] The turbine engine of any of the preceding clauses, wherein the compressed air passage comprises a first compressed air passage extending through a first portion of the at least one pilot tube in a first direction and a second compressed air passage extending through a second portion of the at least one pilot tube in a second direction different from the first direction, the second portion being different from the first portion.

[0070] The turbine engine of any of the preceding clauses, wherein the compressed air supplied through the first compressed air passage is swirled compressed air and the compressed air supplied through the second compressed air passage is non-swirled compressed air.

[0071] The turbine engine of any of the preceding clauses, wherein the at least one ignition tube is defined by a centerline axis, and wherein the first compressed air passage extends radially through the at least one ignition tube relative to the centerline axis and the second compressed air passage extends axially through the at least one ignition tube relative to the centerline axis.

[0072] The turbine engine of any of the preceding clauses, wherein the at least one ignition tube is disposed along one of the combustor liner or the dome wall.

[0073] The turbine engine of any of the preceding clauses, wherein the at least one ignition tube is disposed along the dome wall, and wherein the at least one ignition tube and the at least one fuel cup are each disposed along respective portions of the dome wall.

[0074] The turbine engine of any of the preceding clauses, wherein the turbine engine defines an engine centerline, and wherein the at least one ignition tube is circumferentially spaced apart from the at least one fuel cup or circumferentially and radially spaced apart from the at least one fuel cup relative to the engine centerline.

[0075] The turbine engine of any of the preceding clauses, wherein the at least one ignition tube is included within a plurality of ignition tubes, each ignition tube disposed along a respective portion of the dome wall, and the at least one fuel cup is disposed within a ring-shaped array of fuel cups, each fuel cup disposed along a respective portion of the dome wall.

[0076] The turbine engine of any of the preceding clauses, wherein each ignition tube of the plurality of ignition tubes is circumferentially spaced apart relative to one another and the engine centerline.

[0077] The turbine engine of any of the preceding clauses, wherein at least one fuel cup of the ring-shaped array of fuel cups is disposed between two circumferentially adjacent ignition tubes of the plurality of ignition tubes.

[0078] The turbine engine of any preceding clause, wherein during startup of the turbine engine, the at least one ignition tube is supplied with the fuel and the compressed air and ignites the mixture of fuel and compressed air in the fluid channel to define an ignited fuel mixture, the ignited fuel mixture being supplied to the combustion chamber prior to fuel or compressed air being supplied to the at least one fuel cup.

[0079] The turbine engine of any preceding clause, wherein after startup of the turbine engine, the at least one ignition tube can selectively supply only the compressed air to the combustion chamber.

[0080] The turbine engine of any preceding clause, wherein the at least one ignition tube is defined by a centerline axis extending through the at least one ignition tube, and the combustion chamber is defined by a longitudinal axis, and wherein the centerline axis is parallel or non-parallel to the longitudinal axis.

[0081] The turbine engine of any preceding clause, wherein the fuel is a hydrogen-containing fuel.

[0082] The turbine engine of any preceding clause, wherein the combustor is one of a pot annular combustor, a pot combustor, or an annular combustor.

[0083] A combustor comprising: a combustor liner and a dome wall at least partially defining a combustion chamber; at least one fuel cup disposed in the dome wall and comprising a fuel injector and a swirler; and at least one ignition tube comprising a fluid channel, an outlet fluidly coupled to the combustion chamber, and an igniter coupled to the fluid channel.

[0084] The combustor of any preceding clause, wherein the at least one ignition tube comprises a compressed air passage having compressed air and an ignition fuel injector having fuel, wherein both the compressed air and the fuel are fluidly coupled to the fluid channel.

[0085] The combustor of any preceding clause, wherein the at least one ignition tube is defined by a centerline axis, and wherein the compressed air passage swirls the compressed air relative to the centerline axis.

[0086] The combustor of any preceding clause, wherein the at least one ignition tube is defined by a centerline axis, and wherein the ignition fuel injector swirls the fuel relative to the centerline axis.

[0087] The combustor of any preceding clause, wherein the compressed air passage comprises a first compressed air passage extending through a first portion of the at least one pilot tube in a first direction and a second compressed air passage extending through a second portion of the at least one pilot tube in a second direction different from the first direction, the second portion being different from the first portion.

[0088] The combustor of any preceding clause, wherein the compressed air supplied through the first compressed air passage is swirled compressed air and the compressed air supplied through the second compressed air passage is non-swirled compressed air.

[0089] The combustor of any preceding clause, wherein the at least one pilot tube is defined by a centerline axis, and wherein the first compressed air passage extends radially through the at least one pilot tube relative to the centerline axis and the second compressed air passage extends axially through the at least one pilot tube relative to the centerline axis.

[0090] The combustor of any preceding clause, wherein the at least one pilot tube is disposed along one of the combustor liner or the dome wall.

[0091] The combustor of any preceding clause, wherein the at least one pilot tube is disposed along the dome wall, and wherein the at least one pilot tube and the at least one fuel cup are each disposed along respective portions of the dome wall.

[0092] The combustor of any preceding clause, wherein the combustion chamber defines a longitudinal axis, and wherein the at least one pilot tube is circumferentially spaced apart from the at least one fuel cup or circumferentially and radially spaced apart from the at least one fuel cup relative to the longitudinal axis.

[0093] The combustor of any preceding clause, wherein the at least one pilot tube is comprised within a plurality of pilot tubes, each pilot tube being disposed along a respective portion of the dome wall, and the at least one fuel cup is disposed within a ring-shaped array of fuel cups, each fuel cup being disposed along a respective portion of the dome wall.

[0094] The combustor of any preceding clause, wherein each of the plurality of pilot tubes is circumferentially spaced apart relative to one another and the engine centerline.

[0095] The combustor of any preceding clause, wherein at least one of the fuel cups in the ring-shaped array of fuel cups is disposed between two circumferentially adjacent ones of the plurality of pilot tubes.

[0096] The combustor of any preceding clause, wherein during startup of the combustor, the fuel is supplied to the at least one pilot tube and not to the at least one fuel cup, and wherein the at least one pilot tube ignites a mixture of fuel and compressed air in the fluid channel to define an ignited fuel mixture, the ignited fuel mixture being supplied to the combustion chamber prior to fuel or compressed air being supplied to the at least one fuel cup.

[0097] The combustor of any preceding clause, wherein after startup of the combustor, the at least one pilot tube can selectively supply only the compressed air to the combustion chamber.

[0098] The combustor of any preceding clause, wherein the at least one pilot tube is defined by a centerline axis extending through the at least one pilot tube, and the combustion chamber is defined by a longitudinal axis, and wherein the centerline axis is parallel or non-parallel to the longitudinal axis.

[0099] The combustor of any preceding clause, wherein the fuel is a hydrogen-containing fuel.

[0100] The combustor of any preceding clause, wherein the combustor is one of a can annular combustor, a can combustor, or an annular combustor.

[0101] The combustor of any preceding clause, wherein the combustion chamber defines a longitudinal axis, wherein the combustion chamber extends an axial length relative to the longitudinal axis, and wherein the pilot tube extends along a portion of the combustion chamber, the portion of the combustion chamber being 0 to 0.4 times the axial length, wherein 0 corresponds to a portion of the dome wall.

[0102] The combustor of any preceding clause, wherein the combustion chamber is defined by a longitudinal axis, and wherein the at least one pilot tube and the at least one fuel cup are each disposed along respective portions of the dome wall and are circumferentially spaced apart from one another relative to the longitudinal axis.

[0103] A method of operating a turbine engine having a combustion section, the combustion section having a dome wall and a combustor liner, the dome wall and the combustor liner together at least partially defining a combustion chamber, the combustion section further including at least one fuel cup disposed on the dome wall and an ignition tube, the ignition tube including a fluid channel, an outlet directly fluidly coupled to the combustion chamber, and an igniter coupled to the fluid channel, the method including receiving a flow of fuel and compressed air in the ignition tube, the fuel and the compressed air mixing within the ignition tube to define a first mixture of fuel and air; igniting the first mixture of fuel and compressed air within the ignition tube via the igniter to define a flame; supplying the flame to the combustion chamber; supplying a second mixture of fuel and air to the combustion chamber via the at least one fuel cup; and igniting the second mixture of fuel and air via the flame.

[0104] The method of any preceding paragraph, further comprising supplying the second mixture of fuel and air to the combustion chamber via the at least one fuel cup after the flame has been supplied to the combustion chamber.

[0105] The method of any preceding paragraph, further comprising stopping the receiving of at least one of the flow of fuel or the compressed air within the ignition tube after the second mixture is ignited by the flame.

[0106] The method of any preceding paragraph, further comprising stopping the receiving of the flow of fuel within the ignition tube after the second mixture is ignited by the flame.

[0107] The method of any preceding paragraph, further comprising supplying only compressed air to the combustion chamber via the ignition tube after the second mixture of fuel and air is ignited.

[0108] The method of any preceding paragraph, further comprising changing at least one axial, radial, or circumferential movement of the compressed air within the ignition tube via the ignition tube before the compressed air is supplied to the combustion chamber.

[0109] The method of any preceding paragraph, further comprising swirling at least one of the fuel or the compressed air via the ignition tube.

[0110] The method of any preceding paragraph, further comprising providing the compressed air to the ignition tube via at least one compressed air passage of the ignition tube.

[0111] The method of any preceding clause, wherein the igniter tube is defined by a centerline axis, the method further comprising supplying to the igniter tube via a first compressed air passage extending radially relative to the centerline axis through the igniter tube; supplying to the igniter tube via a second compressed air passage extending axially relative to the centerline axis through the igniter tube; and mixing the compressed air from the first compressed air passage and the second compressed air passage within the igniter tube.

[0112] The method of any preceding clause, further comprising receiving a hydrogen-containing fuel stream within the igniter tube.

[0113] A method of assembling a combustor for a turbine engine defined by an engine centerline, the combustor having a dome wall and a combustor liner that together at least partially define a combustion chamber, the combustor further comprising at least one fuel cup and an igniter tube, the igniter tube comprising a fluid channel, an outlet directly fluidly coupled to the combustion chamber, and an igniter coupled to the fluid channel, the method comprising aligning the at least one fuel cup within the combustor such that the at least one fuel cup extends through a first portion of the dome wall; and aligning the at least one igniter tube within the combustor such that the at least one igniter tube extends through one of a second portion of the dome wall different from the first portion or a portion of the combustor liner.

[0114] The method of any preceding clause, further comprising fluidly coupling the igniter tube to a fuel source adapted to include a hydrogen-containing fuel.

[0115] The method of any preceding clause, further comprising fluidly coupling the fuel cup to a fuel source adapted to include a hydrogen-containing fuel.

[0116] The method of any preceding clause, further comprising aligning the at least one igniter tube such that the at least one igniter tube extends through the second portion of the dome wall.

[0117] The method of any preceding clause, further comprising spacing the first portion radially apart from the second portion relative to the engine centerline.

[0118] The method of any preceding clause, further comprising spacing the first portion circumferentially apart from the second portion relative to the engine centerline.

[0119] The method of any preceding clause, further comprising spacing the first portion circumferentially and radially apart from the second portion relative to the engine centerline.

[0120] The method of any preceding clause, further comprising aligning a plurality of igniter tubes comprising the at least one igniter tube relative to a fuel cup annular array having the at least one fuel cup, wherein each of the plurality of igniter tubes extends through a respective first portion of the dome wall and each of the fuel cup annular array extends through a respective second portion of the dome wall.

[0121] The method of any preceding clause, further comprising at least two fuel cups of the fuel cup annular array such that an igniter tube of the plurality of igniter tubes is not disposed between circumferential regions between the at least two fuel cups.

[0122] The method of any preceding clause, wherein the combustion chamber is defined by a longitudinal axis and the combustion chamber extends an axial length relative to the longitudinal axis, and wherein the method further comprises aligning the at least one igniter tube such that the igniter tube corresponds to a portion of the axial length, the portion of the axial length being less than or equal to 0.4 times the axial length, wherein 0 times the axial length corresponds to a portion of the dome wall.

Claims

1. A turbine engine, characterized in that, include: Combustion zone, the combustion zone comprising: A burner having a burner bushing and a dome wall, the burner bushing and the dome wall at least partially defining a combustion chamber; At least one fuel cup, said at least one fuel cup being disposed within the dome wall and including a fuel injector and a cyclone separator; and At least one ignition tube, the at least one ignition tube including a fluid channel, an outlet directly fluidly connected to the combustion chamber, and an igniter connected to the fluid channel, wherein the at least one ignition tube includes: Compressed air passage, the compressed air passage having compressed air; and Ignition fuel injector, the ignition fuel injector having fuel, The compressed air and the fuel are both fluidly connected to the fluid channel; The fluid channel is defined by an igniter wall, which is tubular, and converges from an upstream end of the fluid channel at a portion of the igniter wall corresponding to the ignition fuel injector and the compressed air passage to a downstream end of the fluid channel at an outlet at a portion of the igniter wall corresponding to the combustion chamber wall, wherein the ignition tube extends through the combustion chamber wall that at least partially defines the combustion chamber.

2. The turbine engine according to claim 1, characterized in that, in, The combustion chamber wall is part of the dome wall or the burner liner.

3. The turbine engine according to claim 2, characterized in that, in, The at least one ignition tube is defined by a centerline axis, and the compressed air passage causes the compressed air to swirl relative to the centerline axis.

4. The turbine engine according to claim 2, characterized in that, in, The at least one ignition tube is defined by a centerline axis, and wherein the ignition fuel injector causes the fuel to swirl relative to the centerline axis.

5. The turbine engine according to claim 2, characterized in that, in, The compressed air passage includes a first compressed air passage and a second compressed air passage. The first compressed air passage extends through a first portion of the at least one ignition tube in a first direction, and the second compressed air passage extends through a second portion of the at least one ignition tube in a second direction different from the first direction. The second portion is different from the first portion.

6. The turbine engine according to claim 5, characterized in that, in, The compressed air supplied through the first compressed air passage is swirling compressed air, and the compressed air supplied through the second compressed air passage is non-swirling compressed air.

7. The turbine engine according to claim 5, characterized in that, in, The at least one ignition tube is defined by a centerline axis, wherein the first compressed air passage extends radially through the at least one ignition tube relative to the centerline axis, and the second compressed air passage extends axially through the at least one ignition tube relative to the centerline axis.

8. The turbine engine according to any one of claims 1-7, characterized in that, in, The at least one ignition tube is disposed along one of the burner bushing or the dome wall.

9. The turbine engine according to any one of claims 1-7, characterized in that, in, The at least one ignition tube is disposed along the dome wall, and the at least one ignition tube and the at least one fuel cup are each disposed along a corresponding portion of the dome wall.

10. The turbine engine according to claim 9, characterized in that, in, The turbine engine defines an engine centerline, and wherein the at least one ignition tube is circumferentially spaced from the at least one fuel cup relative to the engine centerline or is circumferentially and radially spaced from the at least one fuel cup.

11. The turbine engine according to claim 10, characterized in that, in, The at least one ignition tube is included within a plurality of ignition tubes, each of the plurality of ignition tubes being disposed along a corresponding portion of the dome wall, and the at least one fuel cup is disposed within a fuel cup annular array, each of the fuel cups in the annular array being disposed along a corresponding portion of the dome wall.

12. The turbine engine according to claim 11, characterized in that, in, Each of the plurality of ignition tubes is circumferentially spaced from each other and from the engine centerline.

13. The turbine engine according to claim 12, characterized in that, in, At least one fuel cup in the annular array of fuel cups is disposed between two circumferentially adjacent ignition tubes among the plurality of ignition tubes.

14. The turbine engine according to any one of claims 1-7, characterized in that, in, During the start-up of the turbine engine, fuel is supplied only to the at least one ignition tube and not to the at least one fuel cup, and the at least one ignition tube ignites a mixture of fuel and compressed air in the fluid channel to define an ignited fuel mixture, which is supplied to the combustion chamber before either fuel or compressed air is supplied to the at least one fuel cup.

15. The turbine engine according to claim 14, characterized in that, in, After the turbine engine is started, the at least one ignition tube selectively supplies compressed air to the combustion chamber.

16. The turbine engine according to any one of claims 1-7, characterized in that, in, The at least one ignition tube is defined by a centerline axis extending through the at least one ignition tube, and the combustion chamber is defined by a longitudinal axis, wherein the centerline axis is parallel to or not parallel to the longitudinal axis.

17. The turbine engine according to any one of claims 1-7, characterized in that, in, The fuel supplied to at least one of the fuel cups or at least one of the at least one ignition tubes is hydrogen-containing fuel.

18. The turbine engine according to any one of claims 1-7, characterized in that, in, The burner is one of a can-ring burner, a can-shaped burner, or a ring burner.

19. The turbine engine according to claim 1, characterized in that, in, The combustion chamber defines a longitudinal axis, wherein the combustion chamber extends an axial length relative to the longitudinal axis, and wherein the at least one ignition tube extends along a portion of the combustion chamber, the portion of the combustion chamber being 0 to 0.4 times the axial length, wherein 0 times the axial length corresponds to the location where the ignition tube is mounted to a corresponding portion of the dome wall.

20. A burner, characterized in that, include: A burner bushing and a dome wall, the burner bushing and the dome wall at least partially defining a combustion chamber; At least one fuel cup, said at least one fuel cup being disposed in the dome wall and including a fuel injector and a cyclone separator; as well as At least one ignition tube, the at least one ignition tube including a fluid channel, an outlet directly fluidly connected to the combustion chamber, and an igniter connected to the fluid channel, wherein the at least one ignition tube includes: Compressed air passage, the compressed air passage having compressed air; and Ignition fuel injector, the ignition fuel injector having fuel, The compressed air and the fuel are both fluidly connected to the fluid channel; The fluid channel is defined by an igniter wall, which is tubular, and converges from an upstream end of the fluid channel at a portion of the igniter wall corresponding to the ignition fuel injector and the compressed air passage to a downstream end of the fluid channel at an outlet at a portion of the igniter wall corresponding to the combustion chamber wall, wherein the ignition tube extends through the combustion chamber wall that at least partially defines the combustion chamber.

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