Combustion chamber, gas turbine engine, hydrogen-based fuel and air combustion method

Abstract

The present application provides a combustion chamber, a gas turbine engine, and a combustion method of hydrogen-based fuel and air. The combustion chamber for hydrogen-based fuel comprises a first combustion vessel providing a first chamber, a second combustion vessel providing a second chamber, the first combustion vessel being located inside the second chamber and at an upstream section of the second chamber, and a hydrogen-based fuel injection member located inside the first chamber. The first chamber provides a first combustion region, which is a rich combustion region. A region of the second chamber downstream of the first combustion vessel provides a second combustion region, which is a lean combustion region. Low carbon and low pollution emission combustion is achieved.

Description

Technical Field

[0001] This invention relates to the field of combustion chambers, and more particularly to combustion chambers, gas turbine engines, and methods for burning hydrogen-based fuels and air. Background Technology

[0002] Increased environmental awareness has made reducing pollutant emissions during combustion one of the major challenges in the development of aero-engines and gas turbines. To achieve lower NOx emissions without increasing the concentration of carbon monoxide and unburned hydrocarbons in the exhaust, low-emission combustion methods such as lean fuel premixing and pre-evaporation, and rich fuel quenching and lean fuel combustion have been widely researched and applied in gas turbines and aero-engines. With the advent of carbon neutrality goals, combustion organization methods based on sustainable fuels and other fuels, such as hydrocarbon fuels, have emerged in aero-engine combustors. Their main purpose is to further reduce carbon emissions while reducing traditional pollutant emissions (such as NOx). However, hydrocarbon fuel-based exhaust emissions always contain CO2, failing to meet the requirements of low-carbon combustion. Hydrogen combustion, as one of the most environmentally friendly combustion organization methods currently available, avoids the problem of combustion-free carbon emissions and other combustion pollution products, making it a highly promising low-carbon fuel. Summary of the Invention

[0003] The purpose of this invention is to provide a combustion chamber for hydrogen-based fuels.

[0004] Another object of the present invention is to provide a gas turbine engine.

[0005] Another object of the present invention is to provide a method for combustion of hydrogen-based fuel with air.

[0006] A combustion chamber for hydrogen-based fuel according to one aspect of the invention includes: a first combustion container providing a first chamber; a second combustion container providing a second chamber, the first combustion container being located inside the second chamber and upstream of the second chamber; and a hydrogen-based fuel injector located inside the first chamber; wherein the first chamber provides a first combustion region, the first combustion region being a fuel-rich region, and a region of the second chamber downstream of the first combustion container provides a second combustion region, the second combustion region being a fuel-lean region.

[0007] The technical solution of this application establishes two phased combustion zones. The first combustion zone, provided by a first combustion vessel, provides a fuel-rich zone where the first stage of combustion occurs, with an equivalence ratio greater than 1, reducing the combustion rate and utilizing the high reactivity of hydrogen to suppress NOx formation. The second combustion zone, provided by a second combustion vessel, provides a lean zone where the second stage of combustion occurs, with an equivalence ratio less than 1, reducing the combustion temperature. Furthermore, the combustion products from the first stage of combustion also enter the lean zone to participate in combustion, diluting the combustion process and further reducing the combustion temperature. Through these two stages of combustion, a safe, stable, and low-NOx emission combustion organization method for hydrogen-based fuels is achieved.

[0008] In one or more embodiments of the combustion chamber, the equivalence ratio of the first combustion zone is greater than or equal to 1.5, and the equivalence ratio of the second combustion zone is less than or equal to 0.3.

[0009] In one or more embodiments of the combustion chamber, the ratio of the airflow area of ​​the first combustion zone to that of the second combustion zone is less than 1 / 5.

[0010] In one or more embodiments of the combustion chamber, the first combustion container is filled with a porous medium, the hydrogen-based fuel injector is disposed inside the porous medium, and the flow path of the mixture supplied to the first combustion zone is configured to pass through the porous medium.

[0011] In one or more embodiments of the combustion chamber, the hydrogen-based fuel injector is injected in a downstream-to-upstream direction, and the air supplied to the first combustion zone flows in an upstream-to-downstream direction.

[0012] In one or more embodiments of the combustion chamber, the hydrogen-based fuel injector includes a disc-shaped body having a mixture passage region extending through its axial thickness and a hydrogen-based fuel injection region. The downstream side of the hydrogen-based fuel injection region is connected to a hydrogen-based fuel delivery pipe, and the upstream side is an open structure such that the injection direction of the hydrogen-based fuel injector is from downstream to upstream.

[0013] In one or more embodiments of the combustion chamber, the hydrogen-based fuel injection region includes a plurality of coaxial annulus rings relative to the axis of the disc-shaped body, and the mixture passage region includes an annular groove located radially inside each coaxial annulus ring.

[0014] In one or more embodiments of the combustion chamber, the porous medium and the disc-shaped body occupy the entire cross-sectional dimension corresponding to the first combustion vessel in which they are located.

[0015] In one or more embodiments of the combustion chamber, the radial region between the first combustion vessel and the second combustion vessel has a swirling structure, and the air flow path provided to the second combustion region is configured to converge through the swirling structure to the outlet of the first combustion vessel.

[0016] In one or more embodiments of the combustion chamber, the swirling structure includes a conical section of the wall of the first combustion vessel.

[0017] In one or more embodiments of the combustion chamber, the combustion chamber is an annular structure, further including an inner annular wall and an outer annular wall. The air flow path of the combustion chamber includes a first air flow path, a second air flow path, a third air flow path, a fourth air flow path, and a fifth air flow path. The first air flow path supplies air to the first combustion container. The second and third air flow paths supply air to the second combustion zone through the radial region between the first and second combustion containers. The fourth and fifth air flow paths supply air to the second combustion zone through the radial regions between the inner and outer annular walls and the second combustion container, respectively.

[0018] According to another aspect of the present invention, a gas turbine engine includes a combustion chamber as described above and a turbine, the turbine being located downstream of the combustion chamber.

[0019] According to another aspect of the present invention, a method for combustion of hydrogen-based fuel with air includes: the hydrogen-based fuel is configured to first undergo fuel-rich combustion with first air in a first combustion vessel to form combustion products; the combustion products are then subjected to lean combustion with second air downstream of the first combustion vessel. Attached Figure Description

[0020] The above and other features, properties, and advantages of the present invention will become more apparent from the following description taken in conjunction with the accompanying drawings and embodiments, in which the same reference numerals always denote the same features. It should be noted that these drawings are merely illustrative and are not drawn to scale, and should not be construed as limiting the scope of protection actually claimed by the present invention, wherein:

[0021] Figure 1 This is a schematic diagram of the structure of a gas turbine engine according to one embodiment;

[0022] Figure 2 This is a schematic diagram of the combustion chamber structure of one embodiment;

[0023] Figure 3 This is a schematic diagram of the airflow structure in a combustion chamber according to one embodiment;

[0024] Figure 4AThis is a schematic diagram of the structure of a hydrogen-based fuel injector according to one embodiment;

[0025] Figure 4B According to one embodiment Figure 4A A schematic diagram of the AA section;

[0026] Figure 4C According to one embodiment Figure 4A A schematic diagram of the BB section.

[0027] Figure label:

[0028] 1000 - Gas turbine engine, 100 - Combustion chamber, 200 - Turbine, 300 - Compressor, 400 - Shaft;

[0029] 1-First combustion vessel, 101-Outlet, 10-First chamber, 11-First combustion zone, 13-Conical section;

[0030] 2-Second combustion vessel, 20-Second chamber, 22-Second combustion zone, 201-Outer wall, 202-Inner wall;

[0031] 30 - Radial region, 301 - Swirl structure;

[0032] 3-Hydrogen-based fuel injection component, 31-Disc-shaped body, 32-Hydrogen-based fuel delivery pipe;

[0033] 311 - Mixed gas passage area; 3111, 3112, 3113 - Annular grooves;

[0034] 312 - Hydrogen-based fuel injection region; 3121, 3122, 3123 - Coaxial annulus;

[0035] 4-Porous dielectric components;

[0036] 5-Inner ring wall, 6-Outer ring wall, 40, 50-Radial regions; 1001-First airflow path, 1002-Second airflow path, 1003-Third airflow path, 1004-Fourth airflow path, 1005-Fifth airflow path. Detailed Implementation

[0037] Reference will now be made in detail to various embodiments of the invention, examples of which are shown in the accompanying drawings and described below. Although the invention will be described in conjunction with exemplary embodiments, it should be understood that this specification is not intended to limit the invention to those exemplary embodiments. Rather, the invention is intended to cover not only these exemplary embodiments, but also various alternatives, modifications, equivalents, and other embodiments that may be included within the spirit and scope of the invention as defined by the appended claims.

[0038] In the following description, the orientation or positional relationship indicated by terms such as "axial," "radial," "circumferential," "upstream," "downstream," "inner," "outer," or other directional terms is based on the orientation or positional relationship shown in the accompanying drawings and is only for the convenience of describing the invention and simplifying the description, and is not intended to indicate or imply that the device or component referred to must have a specific orientation, or be constructed and operated in a specific orientation, and therefore should not be construed as a limitation of the invention. In addition, "upstream" and "downstream" are based on the direction of airflow, for example, air flows from "upstream" to "downstream."

[0039] Furthermore, this application uses specific terms to describe its embodiments. For example, "an embodiment" and / or "one embodiment" refers to a particular feature, structure, or characteristic associated with at least one embodiment of this application. Therefore, it should be emphasized and noted that "an embodiment" or "one embodiment" mentioned twice or more in different locations in this specification do not necessarily refer to the same embodiment. In addition, certain features, structures, or characteristics in one or more embodiments of this application can be appropriately combined.

[0040] With increasing demands for low carbon emissions from engines, hydrogen combustion is one of the most environmentally friendly combustion organization methods currently available, and it is necessary to rationally organize the combustion of hydrogen in the combustion chambers of aero engines and gas turbines.

[0041] Through in-depth research, the inventors of this application discovered that, compared with high-carbon fuels such as aviation kerosene commonly used in aircraft engines and gas turbines, hydrogen has characteristics such as small molecular weight, high activity, and high calorific value. The combustion process of hydrogen is characterized by fast combustion speed, wide explosion limits, and high combustion temperature. If hydrogen is to be applied to engines, especially if a high proportion of hydrogen blending or even pure hydrogen combustion is desired, problems such as high NOx emissions, easy backfire, and easy combustion oscillation need to be solved.

[0042] Further research by the inventors revealed that NOx emissions can be reduced by lowering the flame temperature through two methods: (1) using combustion conditions far from the stoichiometric ratio, where both high and low stoichiometric ratios significantly reduce flame temperature and combustion speed; (2) increasing the dilution ratio, such as through exhaust gas recirculation technology, which incorporates combustion products into the combustion process. This process increases the dilution ratio due to the addition of exhaust gas and utilizes lean combustion (a combustion method where the air-to-fuel ratio is above 18:1) to achieve flameless combustion (a combustion process without a visible flame), effectively reducing the flame temperature and thus lowering NOx emissions. A key technology for preventing backfire is microchannel mixing technology. Microchannels are tiny structures manufactured using special microfabrication techniques such as photolithography and etching, used for heat exchange, mass transfer, and multiphase mixing. Due to their small size, large specific surface area, high heat exchange efficiency, and strong heat and mass transfer capabilities, microchannels can achieve uniform mixing of materials in a short time.

[0043] Based on the above considerations, the inventors, after in-depth research, designed a combustion chamber for hydrogen-based fuels. This chamber features two phased combustion zones. The first combustion chamber provides a fuel-rich zone for the first stage of combustion, with an equivalence ratio greater than 1, reducing the combustion rate and utilizing the high reactivity of hydrogen to suppress NOx formation. The second combustion chamber provides a lean zone for the second stage of combustion, with an equivalence ratio less than 1, lowering the combustion temperature. Furthermore, the combustion products from the first stage also enter the lean zone to participate in combustion, diluting the combustion process and further reducing the combustion temperature. Through these two stages of combustion, a safe, stable, and low-NOx emission combustion mechanism for hydrogen-based fuels is achieved.

[0044] Although the combustion organization device disclosed in the embodiments of this application is applicable to the combustion organization of hydrogen-based fuels, it is not limited thereto. The combustion organization device disclosed in the embodiments of this application can be used as long as it is used to ensure stable combustion of fuel and reduce the risk of backfire.

[0045] refer to Figure 2 Combination Figure 3 As shown, in one embodiment, the combustion chamber 100 for hydrogen-based fuel c may specifically include: a first combustion container 1, a second combustion container 2, and a hydrogen-based fuel injector 3. The first combustion container 1 provides a first chamber 10, and the second combustion container 2 provides a second chamber 20. The first combustion container 1 is located inside the second chamber 20 and upstream of it. The hydrogen-based fuel injector 3 is located inside the first chamber 10. The first chamber 10 provides a first combustion region 11, which is a fuel-rich region. The region of the second chamber 20 downstream of the first combustion container 1 provides a second combustion region 22, which is a fuel-lean region.

[0046] Here, "hydrogen-based fuel c" means that the hydrogen content in the fuel is greater than or equal to 90% by volume. For example, hydrogen-based fuel can be pure hydrogen gas. Hydrogen-based fuel can be stored in various forms, such as liquid hydrogen, compressed gaseous hydrogen, etc.

[0047] The phrase "located upstream of the second chamber 20" here means that the outlet of the first combustion vessel 1 is located upstream of the position at 1 / 2 of the axial length of the second chamber 20, for example... Figure 2 As shown, the axial length of the second combustion container 2 is B+C+D, and the axial length of the first combustion container 1 is B+C, where B+C is less than 1 / 2D. Combustion first occurs in the first combustion zone 11, and then in the second combustion zone 22.

[0048] The "first chamber 10" and "second chamber 20" here refer to, for example, Figure 2As shown, hydrogen-based fuel c first undergoes a first stage of combustion in a first combustion zone 11 provided by a first chamber 10, and the resulting combustion products enter a second combustion zone 22 provided by a second chamber 20 for further reaction with air to undergo a second stage of combustion.

[0049] The term "fuel-rich region" here refers to the combustion region where the equivalence ratio is greater than 1. At this point, the combustion rate is low, and the high reactivity of hydrogen inhibits the formation of NOx.

[0050] The term "lean combustion zone" here refers to the combustion zone where the equivalence ratio is less than 1. At this point, the combustion temperature is lower, and the combustion temperature is further reduced due to the dilution of combustion products in the first stage of combustion, which can effectively suppress NOx production.

[0051] The beneficial effect of this embodiment lies in setting up two phased combustion zones. The first combustion chamber provides a fuel-rich zone where the first stage of combustion occurs, with an equivalence ratio greater than 1, reducing the combustion rate and utilizing the high reactivity of hydrogen to suppress NOx formation. The second combustion chamber provides a lean zone where the second stage of combustion occurs, with an equivalence ratio less than 1, lowering the combustion temperature. Furthermore, the combustion products from the first stage of combustion also enter the lean zone to participate in combustion, diluting the combustion process and further reducing the combustion temperature. Through these two stages of combustion, a safe, stable, and low-NOx emission combustion organization method for hydrogen-based fuels is achieved.

[0052] refer to Figure 2 As shown, in some embodiments, the combustion chamber 100 may have a specific structure where the equivalence ratio of the first combustion zone 11 is greater than or equal to 1.5, and the equivalence ratio of the second combustion zone 22 is less than or equal to 0.3. The advantage of this configuration is that by setting the equivalence ratio of the first combustion zone to be high, due to the high reactivity of hydrogen, even at temperatures above 2000K, oxygen primarily reacts with hydrogen, suppressing the NOx formation pathway and effectively reducing NOx generation. The main components of the combusted gas entering the second combustion zone after combustion in the first combustion zone are H2O and H2. By setting the equivalence ratio of the second combustion zone to be low, and with the dilution of the H2O combustion product from the first combustion zone, the entire combustion process operates under homogeneous flameless conditions, resulting in a stable reaction process and a low flame temperature, which effectively reduces NOx emissions.

[0053] In some embodiments, such as Figure 2 As shown, due to lean combustion and dilution, the axial length of the second combustion zone 22 is greater than the axial length of the first combustion zone 11.

[0054] Continue to refer to Figure 2As shown, in some embodiments, the combustion chamber 100 may have a specific structure in which the ratio of the airflow area providing air to the first combustion zone 11 to the airflow area providing air to the second combustion zone 22 is less than 1 / 5. Here, "airflow area providing air to the first combustion zone 11" refers to... Figure 2 As shown, the upstream side of the first chamber 10 provides air for combustion in the first combustion zone 11. The "flow area for providing air to the second combustion zone 22" here refers to... Figure 3 As shown, the radial region 30 between the first combustion vessel 1 and the second combustion vessel 2 provides the combustion air for the absolute portion of the second combustion region 22. For example... Figure 2 , Figure 3 As shown, a porous medium is provided upstream of the first chamber 10, causing the flowing air to experience certain fluid resistance. This results in the ratio of the airflow area supplying the first combustion zone 11 to the airflow area supplying the second combustion zone 22 being less than 1 / 5. The beneficial effect of this arrangement is that it allows for better control of the air volume in the first and second combustion zones, creating fuel-rich and fuel-lean zones, thereby reducing NOx emissions.

[0055] refer to Figure 2 Combination Figure 3 As shown, in some embodiments, the combustion chamber 100 may be specifically structured such that a porous medium 4 is filled inside the first combustion container 1, and a hydrogen-based fuel injector 3 is disposed inside the porous medium 4. The flow path of the mixed gas supplied to the first combustion zone 11 is configured to pass through the porous medium 4. Here, "porous medium 4" refers to a structure made of a material composed of interconnected pores through which fluid can flow or permeate. The porous medium 4 has small pore sizes that allow for rapid and thorough mixing of air and hydrogen. The porous medium material used for combustion is generally made of metal or ceramic materials, such as honeycomb or foam-like silicon carbide or zirconium oxide, or oxide ceramic fiber felt with a certain porosity. Here, "mixed gas" refers to a mixture of hydrogen-based fuel and air; all subsequent mixed gas configurations refer to a mixture of hydrogen-based fuel and air. The beneficial effect of this configuration is that the porous medium 4 not only achieves thorough mixing of fuel and air but also reduces the airflow area in the first combustion zone, creating a fuel-rich zone and preventing backfire.

[0056] refer to Figure 3 Combination Figure 4AAs shown, in some embodiments, the combustion chamber 100 may have a specific structure in which the injection direction of the hydrogen-based fuel injector 3 is from downstream to upstream, and the flow direction of the air a1 supplied to the first combustion zone 11 is from upstream to downstream. The advantage of this arrangement is that the hydrogen-based fuel and air flow in opposite directions, allowing the hydrogen-based fuel to come into contact with the air earlier and thus be more thoroughly mixed, for example, thoroughly mixed within a porous medium.

[0057] refer to Figures 4A to 4C As shown, in some embodiments, the specific structure of the hydrogen-based fuel injector 3 may include a disc-shaped body 31, which has a mixed gas passage region 311 extending through its axial thickness and a hydrogen-based fuel injection region 312. The downstream side of the hydrogen-based fuel injection region 312 is connected to the hydrogen-based fuel delivery pipe 32, and the upstream side is an open structure, so that the injection direction of the hydrogen-based fuel injector 3 is from downstream to upstream. The advantage of this configuration is that it has a simple structure, facilitates early contact between hydrogen-based fuel and air, and allows them to be further mixed in the porous medium through the mixed gas passage region, thereby improving the premixing effect of hydrogen-based fuel and air and preventing backfire.

[0058] Continue to refer to Figures 4A to 4C As shown, in some embodiments, the specific structure of the hydrogen-based fuel injector 3 may include a hydrogen-based fuel injection region 312 comprising a plurality of coaxial annulus rings 3121, 3122, and 3123 relative to the axis x of the disc-shaped body 31, and a mixture passage region 311 comprising annular grooves 3111, 3112, and 3113 located radially inward of each coaxial annulus. Specifically, as... Figure 2 , Figures 4A to 4C As shown, hydrogen-based fuel c enters the disc-shaped body 31 along the hydrogen-based fuel delivery pipe 32, flows from downstream to upstream through coaxial annular rings 3121, 3122, and 3123, and exits through the upstream opening structure. It premixes with air a1 in the porous medium 4 to form a mixed gas. The mixed gas flows from upstream to downstream through annular grooves 3111, 3112, and 3113, where it is further mixed in the porous medium 4. Here, "coaxial annular rings" means that multiple rings have the same axis and are in the same axial position. "Radially inner side" refers to the radial direction relative to the axis x of the disc-shaped body 31, not relative to the axis y of the combustion chamber 1000. This arrangement has the advantage of improving the premixing effect of the hydrogen-based fuel with air and preventing backfire.

[0059] refer to Figure 2 Combination Figure 3As shown, in some embodiments, the combustion chamber 100 may have a specific structure in which the porous medium element 4 and the disc-shaped body 31 occupy the entire cross-sectional dimension corresponding to the first combustion container 1. Here, "occupying the entire radial cross-sectional dimension" means approximately occupying the entire radial cross-section; the larger the occupied area, the better, but a certain installation gap is left in the radial direction for ease of installation. The beneficial effect of this arrangement is to enhance the premixing effect of hydrogen-based fuel and air and prevent backfire.

[0060] refer to Figure 3 As shown, in some embodiments, the combustion chamber 100 may have a radial region 30 between the first combustion vessel 1 and the second combustion vessel 2 with a swirling structure 301. The airflow path to the second combustion region 22 is configured to converge at the outlet 101 of the first combustion vessel 1 via the swirling structure 301. Here, "swirling structure 301" refers to a structure that transforms the passing airflow into a rotating airflow to create a recirculation zone, promote diffusion combustion, and stabilize the flame. The beneficial effect of this configuration is that the combustion products of the first combustion vessel mix with the swirling air at the outlet of the first combustion vessel and enter the second combustion region for stable combustion.

[0061] refer to Figure 2 Combination Figure 3 As shown, in some embodiments, the swirl structure 301 may specifically include a conical segment 13 comprising the wall of the first combustion container 1. The advantage of this configuration is that the conical segment structure is simple and easy to manufacture, but it is not limited thereto. For example, if a stronger swirl is required, swirl blades or similar structures can be provided in the radial region 30.

[0062] refer to Figure 3 As shown, in some embodiments, the combustion chamber 100 may have a ring-shaped structure, including an inner ring wall 5 and an outer ring wall 6. The air flow path constructed by the combustion chamber 100 includes a first air flow path 1001, a second air flow path 1002, a third air flow path 1003, a fourth air flow path 1004, and a fifth air flow path 1005. The first air flow path 1001 supplies air to the first combustion vessel 1. The second air flow path 1002 and the third air flow path 1003 supply air to the second combustion zone 22 through the radial region 30 between the first combustion vessel 1 and the second combustion vessel 2. The fourth air flow path 1004 and the fifth air flow path 1005 supply air to the second combustion zone 22 through the radial regions 40 and 50 between the inner ring wall 5, the outer ring wall 6, and the second combustion vessel 2, respectively. Here, the "inner ring wall 5 and outer ring wall 6" refer to the inner and outer rings distinguished by their radial inward and outward relative to the axis 7 of the combustion chamber 100. Specifically, as shown... Figure 2 , Figure 3As shown, after air a1 enters the combustion chamber 100, it expands and is guided into five parts in stage A: the first air flow path 1001 enters the first combustion container 1, and is fully premixed with the hydrogen-based fuel c injected by the hydrogen-based fuel injector 3 in the porous medium 4, forming stage B premixing stage; the mixture formed after the premixing stage enters the first combustion zone 11 for the first stage of combustion, namely stage C, and fuel-rich combustion occurs. The second airflow path 1002 and the third airflow path 1003 pass through the radial region 30 between the first combustion container 1 and the second combustion container 2, and are transformed into swirling flow through the swirling structure 301. They converge at the outlet 101 of the first combustion container 1 and mix with the combustion products of the first combustion zone 11 to carry out the second stage of combustion in the second combustion zone 22, i.e., stage D, where lean combustion occurs. The fourth airflow path 1004 and the fifth airflow path 1005 pass through the radial regions 40 and 50 between the outer ring wall 6, the inner ring wall 5 and the second combustion container 2, respectively, and enter the second combustion container 2 through the cooling holes (not shown in the figure) on the outer wall 201 and the inner wall 202 of the second combustion container. They cool the outer wall 201 and the inner wall 202 and provide more air to the second combustion zone 22, further reducing the equivalence ratio, promoting stable combustion, and reducing NOx emissions.

[0063] refer to Figure 1 As shown, in one embodiment, the specific structure of the gas turbine engine 1000 may include a combustion chamber 100 and a turbine 200 as described above, with the turbine 200 located downstream of the combustion chamber 100. Specifically, as... Figure 1 As shown, the gas turbine engine 1000 also includes a compressor 300. Air a is compressed into high-pressure air a1 by the compressor 300 and enters the combustion chamber 100. In the combustion chamber 100, hydrogen-based fuel and air burn, releasing heat to form high-temperature, high-pressure gas b, which drives the turbine 200 to rotate. The turbine 200 transfers some of its energy to the compressor 300 via the shaft 400 to power the compressor 300's compression. The high-temperature, high-pressure gas b is released into air a' after passing through the compressor. This invention mainly focuses on the design of the combustion chamber 4. The advantages of this design are that, compared to micro-hybrid combustion (which achieves low NOx combustion by reducing the mixing scale of fuel and air flow to enhance outlet uniformity), this scheme uses staged combustion (rich combustion combined with lean combustion) combined with the method of diluting combustion products in the lean combustion zone. The lean combustion process is in a lean combustion and flameless combustion state, with high thermal efficiency and reduced NOx emissions. The addition of the rich combustion zone simplifies the structure of the entire combustion chamber and improves the safety of the hydrogen combustion process. Furthermore, the air flow requirement of the entire combustion process is reduced, which can increase the bypass ratio to a greater extent. The combination of the two stages can effectively improve the engine's economic performance and achieve low carbon and low NOx pollution emissions from the engine.

[0064] refer to Figures 1 to 4CAs shown, in one embodiment, the specific steps of the combustion method of hydrogen-based fuel c and air a1 may include:

[0065] Hydrogen-based fuel c is configured to first undergo fuel-rich combustion with first air in the first combustion vessel 1 to form combustion products; as described above, Figure 2 , Figure 3 As shown, the first airflow path 1001 enters the first combustion container 1, where the hydrogen-based fuel c injected by the hydrogen-based fuel injector 3 is fully premixed in the porous medium component 4, forming stage B, the premixing stage. The mixture formed after the premixing stage enters the first combustion zone 11 for the first stage of combustion, i.e., stage C, where fuel-rich combustion occurs, making the equivalence ratio greater than or equal to 1.5, reducing the combustion rate, and using the high reactivity of hydrogen to suppress the generation of NOx.

[0066] The combustion products then undergo lean combustion with the second air downstream of the first combustion vessel 1. Continuing from the above, as... Figure 2 Figure 3 As shown, the second airflow path 1002 and the third airflow path 1003 pass through the radial region 30 between the first combustion container 1 and the second combustion container 2, and are transformed into swirling flow through the swirling structure 301. The swirling flow converges at the outlet 101 of the first combustion container 1 and mixes with the combustion products of the first combustion region 11. The second stage of combustion, namely stage D, occurs in the second combustion region 22, resulting in lean combustion, making the equivalence ratio less than 0.3. Combined with the dilution of combustion products, the combustion process is in a lean combustion and flameless combustion state, which reduces the combustion temperature and inhibits the generation of NOx.

[0067] The beneficial effect of this setup is that it enables the safe combustion of hydrogen-based fuels, achieving low carbon and low NOx emissions.

[0068] While the present invention has been disclosed above with reference to preferred embodiments, it is not intended to limit the invention. Any variations and modifications can be made by those skilled in the art without departing from the spirit and scope of the invention. Therefore, any modifications, equivalent changes, and alterations made to the above embodiments based on the technical essence of the present invention, without departing from the scope of the invention, fall within the protection scope defined by the claims of the present invention.

Claims

1. A combustion chamber (100) for hydrogen-based fuels, characterized in that, include: A first combustion vessel (1) provides a first chamber (10); A second combustion vessel (2) provides a second chamber (20), wherein the first combustion vessel (1) is located inside the second chamber (20) and upstream of the second chamber (20); and The hydrogen-based fuel injector (3) is located inside the first chamber (10); Wherein, the first chamber (10) provides a first combustion zone (11), the first combustion zone (11) is a fuel-rich zone, and the region of the second chamber (20) located downstream of the first combustion container (1) provides a second combustion zone (22), the second combustion zone (22) is a fuel-lean zone; The first combustion container (1) is filled with a porous medium (4), and the hydrogen-based fuel injector (3) is disposed inside the porous medium (4). The flow path of the mixed gas supplied to the first combustion zone (11) is configured to pass through the porous medium (4). The injection direction of the hydrogen-based fuel injector (3) is from downstream to upstream, and the air flow direction provided to the first combustion zone (11) is from upstream to downstream.

2. The combustion chamber (100) as described in claim 1, characterized in that, The equivalence ratio of the first combustion zone (11) is greater than or equal to 1.5, and the equivalence ratio of the second combustion zone (22) is less than or equal to 0.

3.

3. The combustion chamber (100) as described in claim 1, characterized in that, The ratio of the air circulation area provided to the first combustion zone (11) to the air circulation area provided to the second combustion zone (22) is less than 1 / 5.

4. The combustion chamber (100) as described in claim 1, characterized in that, The hydrogen-based fuel injector (3) includes a disc-shaped body (31) having a mixed gas passage area (311) extending through its axial thickness and a hydrogen-based fuel injection area (312). The downstream side of the hydrogen-based fuel injection area (312) is connected to a hydrogen-based fuel delivery pipe (32), and the upstream side is an open structure, so that the injection direction of the hydrogen-based fuel injector (3) is from downstream to upstream.

5. The combustion chamber (100) as described in claim 4, characterized in that, The hydrogen-based fuel injection region (312) includes a plurality of coaxial annulus rings (3121, 3122, 3123) relative to the axis of the disc-shaped body (31), and the gas mixture passage region (311) includes annular grooves (3111, 3112, 3113) located radially inside each coaxial annulus ring.

6. The combustion chamber (100) as described in claim 5, characterized in that, The porous medium (4) and the disc-shaped body (31) occupy the entire cross-sectional dimension of the first combustion container (1) in which they are located.

7. The combustion chamber (100) as claimed in claim 1, characterized in that, The radial region (30) between the first combustion container (1) and the second combustion container (2) has a swirling structure (301), and the air flow path provided to the second combustion region (22) is configured to converge through the swirling structure (301) to the outlet (101) of the first combustion container (1).

8. The combustion chamber (100) as claimed in claim 7, characterized in that, The swirling structure (301) includes a conical section (13) of the wall of the first combustion container (1).

9. The combustion chamber (100) as claimed in claim 1, characterized in that, The combustion chamber (100) has an annular structure and includes an inner annular wall (5) and an outer annular wall (6). The air flow path constructed by the combustion chamber (100) includes a first air flow path (1001), a second air flow path (1002), a third air flow path (1003), a fourth air flow path (1004), and a fifth air flow path (1005). The first air flow path (1001) supplies air to the first combustion container (1). The second air flow path (1002) and the third air flow path (1003) supply air to the second combustion zone (22) through the radial region (30) between the first combustion container (1) and the second combustion container (2). The fourth air flow path (1004) and the fifth air flow path (1005) supply air to the second combustion zone (22) through the radial regions (40, 50) between the inner annular wall (5), the outer annular wall (6), and the second combustion container (2), respectively.

10. A gas turbine engine (1000), characterized in that, It includes a combustion chamber (100) as described in any one of claims 1-9 and a turbine (200), the turbine (200) being located downstream of the combustion chamber (100).

11. A method for burning hydrogen-based fuel with air, characterized in that, include: The hydrogen-based fuel is configured to first undergo fuel-rich combustion with first air in a first combustion vessel (1) to form combustion products; The combustion products then undergo lean combustion with the second air downstream of the first combustion vessel (1).

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