Combustor for a turbine engine

Abstract

A combustor of a turbine engine. The combustor includes a fuel injector and a fluid injection system in fluid communication with the combustor. The fuel injector includes a mixer assembly having a pilot mixer and a main mixer. The pilot mixer and the main mixer operate during high power operation of the turbine engine. The fluid injection system injects fluid into the combustor during high power operation of the turbine engine. The fluid is shut off during low power operation of the turbine engine and during intermediate power operation of the turbine engine.

Description

Technical Field

[0001] This disclosure generally relates to burners for turbine engines. Background Technology

[0002] A turbine engine typically includes a fan and a core section arranged in flow communication with each other. The combustor is located in the core section to produce combustion gases for driving the turbine of the turbine engine. Attached Figure Description

[0003] The foregoing and other features and advantages will become apparent from the following more detailed description of various exemplary embodiments as shown in the accompanying drawings, wherein similar reference numerals generally denote the same, functionally similar and / or structurally similar elements.

[0004] Figure 1 This is a schematic cross-sectional view of the turbine engine according to the present disclosure, taken along the centerline axis of the turbine engine.

[0005] Figure 2 Based on this disclosure Figure 1 A schematic cross-sectional view of the combustor of a turbine engine taken along the centerline axis of the turbine engine.

[0006] Figure 3 It is based on the present disclosure for operation and control Figure 1 A schematic diagram of at least a portion of the fluid injection control system of a turbine engine.

[0007] Figure 4 It describes the operation according to this disclosure. Figure 2 A flowchart of an exemplary method for a burner. Detailed Implementation

[0008] Additional features, advantages, and embodiments of this disclosure will become apparent from consideration of the following detailed description, accompanying drawings, and claims. Furthermore, the foregoing overview and the following detailed description are exemplary and intended to provide further explanation without limiting the scope of the claimed disclosure.

[0009] Various embodiments of this disclosure are discussed in detail below. While specific embodiments are discussed, they are for illustrative purposes only. Those skilled in the art will recognize that other components and configurations can be used without departing from the spirit and scope of this disclosure.

[0010] As used herein, the terms “first” and “second” are used interchangeably to distinguish one component from another and are not intended to indicate the location or importance of the individual components.

[0011] The terms "upstream" and "downstream" refer to the relative directions of fluid flow within a fluid path. For example, "upstream" refers to the direction from which the fluid flows, and "downstream" refers to the direction in which the fluid flows.

[0012] As used herein, the terms “low,” “medium” (or “medium”) and “high,” or their respective comparatives (e.g., “lower” and “higher,” where applicable), when used with compressors, turbines, shafts, fans, or turbine engine components, respectively refer to relative pressure, relative speed, relative temperature, and / or relative power output within the engine, unless otherwise specified. For example, a “low power” setting defines an engine configured to operate at a power output lower than the engine’s “high power” setting, and a “medium power” setting defines an engine configured to operate at a power output higher than the “low power” setting but lower than the “high power” setting. The terms “low,” “medium” (or “medium”), or “high” in the foregoing terminology may additionally or alternatively be understood as the minimum permissible speed, pressure, or temperature, or minimum or maximum permissible speed, pressure, or temperature, relative to the engine’s normal, desired, steady-state, etc. operation.

[0013] Unless otherwise specified herein, the terms “connection,” “fixation,” “attachment,” “linkage,” etc., refer to both direct connection, fixation, attachment, or linking, and indirect connection, fixation, attachment, or linking through one or more intermediate components or features.

[0014] Unless the context clearly indicates otherwise, the singular forms “a,” “one,” and “the” include plural references.

[0015] As used herein, the terms "axial" and "axially" refer to a direction and orientation that extends substantially parallel to the centerline of the turbine engine. Furthermore, the terms "radial" and "radially" refer to a direction and orientation that extends substantially perpendicular to the centerline of the turbine engine. Additionally, as used herein, the terms "circumferential" and "circumferentially" refer to a direction and orientation that extends in an arc around the centerline of the turbine engine.

[0016] Combustion engines used in turbine engines (such as those used in aircraft) ignite a fuel-air mixture to produce combustion gases, which in turn drive one or more turbines in the turbine engine, thereby rotating one or more loads (e.g., fans, propellers, etc.). Air pollution issues have led to stricter combustion emission standards. These standards regulate nitrogen oxides (NOx) emissions from turbine engines. x NOx emissions include non-volatile particulate matter (NVPM) and other types of exhaust gases. NVPM includes, for example, soot and smoke. Typically, NOx is formed during combustion due to the high flame temperature in the burner. xTurbine engine design trade-offs are necessary to meet requirements for noise, emissions, fuel combustion, cost, weight, and performance. One way to achieve higher fuel efficiency is to increase the total pressure ratio (OPR) of the turbine engine. OPR is the ratio of the pressure at the upstream end (e.g., inlet) of the compressor in a turbine engine to the pressure at the downstream end (e.g., outlet) of the compressor. However, a higher OPR increases the combustion gas temperature and, due to the higher temperature in the combustor, increases NO. x The generation of NO. In turbocharged engine design, it is difficult to balance NO production while simultaneously improving engine performance. x Reductions in emissions, nvPM emissions, CO2, and noise. For example, burner design changes made to achieve lower emissions must not affect the combustion system's ability to meet performance and certification requirements throughout the aircraft's operational lifecycle.

[0017] Two variants of the combustor architecture are used in turbine engine design to balance operational and environmental requirements: the rich-quenched-lean (RQL) combustor and the lean combustor. The RQL combustor operates as a rich fuel (e.g., excess fuel) mixture in the front-end primary zone directly downstream of the fuel injector and swirler, providing flame stability across the combustor's operating range. As the rich fuel mixture moves axially within the combustor, an air jet is used to help close the primary zone recirculation zone and provide additional air to continue the reaction, and also to quench the combustion gases to a lean mixture before the mixture leaves the combustor to reduce NO. x It discharges and reduces the maximum temperature. For example, the extra air from the air jet increases the amount of air in the fuel-air mixture, thus changing the mixture from rich to lean. RQL burners produce a large amount of soot in the rich primary zone, but NO x This will decrease due to the lower temperature of the fuel-rich mixture. RQL burners require a rapid RQL quench zone design to balance the reduction of burner hot spots and NO reduction. x The time required to form the temperature, while providing sufficient temperature and time to burn off the soot and nvPM formed in the primary zone.

[0018] Lean burners avoid high NO levels caused by high temperatures by initiating and maintaining a lean burner at higher power outputs in turbine engines. xFormation Zone. A small, fuel-rich flame, called the ignition flame, is used, operating with a lower percentage of total fuel and stabilizing the flame in a lean combustion mode. The igniter supplies all the fuel during low-power and partial-power operation to maintain improved combustion efficiency and opens the main fuel loop to produce the main flame for higher-power or medium-power operation. Therefore, the flame during medium-power operation and / or during higher-power operation comprises both the ignition flame and the main flame. The lean design provides all the mixing at the front end of the burner (e.g., upstream), which helps reduce NVPM emissions by keeping the fuel lean and avoiding a large burner volume in the fuel-rich, high NVPM generation zone. Similar to RQL burners, lean burners produce non-zero NVPM when operating at lower power only on the ignition stream because the fuel-rich ignition flame is quenched by the main gas flow.

[0019] As mentioned above, NO in the balanced combustion chamber x There are trade-offs regarding emissions, nvPM emissions, and carbon monoxide (CO) and unburned hydrocarbon (UHC) emissions. x Produced at high engine power levels, and NO x It is produced in the post-flame region of the combustion chamber, driven by temperature, and influenced by the time required for that temperature-driven process. For example, higher temperatures and longer durations at those temperatures produce a greater amount of NO. x Current turbocharged engines control NO by reducing peak combustor temperatures and the time spent in the combustor at those high temperatures. x Emissions. Reducing burner residence time, as well as burner volume and length, has the added benefit of reducing engine weight. However, for NO... x Lower, shorter combustor residence times and lower combustion temperatures result in higher CO and UHC emissions due to incomplete combustion, and the combustor bushing cooling air can quench the CO and UHC reactions during low-power ground operation. The fuel-rich zone in the combustor forms NVPM emissions, and an additional time (combustor volume) is required to oxidize NVPMs before they are quenched in the cooler downstream zone of the engine after leaving the combustor. Therefore, to balance all emission requirements, turbine engine design needs to improve fuel and air placement in the dome region, improve stoichiometry in the combustor, and improve residence time. Some turbine engines use a leaner mixture or fuel spray variation upstream of the combustor to reduce NVPM emissions. However, this reduces operability and increases NO. x emission.

[0020] Embodiments of this disclosure provide systems and methods to balance low fuel combustion and carbon dioxide (CO2) emissions in turbine engines achieved through high total pressure ratios and combustor fuel-air ratios, as well as emissions of other pollutants (e.g., NO) that increase with rising temperature and pressure. x Emissions requirements. Achieving such reductions across various emission types is challenging when it's necessary to reduce fuel combustion and emissions throughout the entire mission cycle of an aircraft's turbine engines. Mission cycles include low-power operation, medium-power operation, and high-power operation. Low-power operation includes, for example, engine start-up, idling, taxiing, and descent. Medium-power operation includes, for example, cruise. High-power operation includes, for example, takeoff and climb. Embodiments of this disclosure utilize water injection or steam injection into the combustor to reduce NO. x The system also utilizes a lean combustion staged combustion system that provides low fuel combustion and low emissions throughout the entire mission cycle of the turbine engine.

[0021] The various power levels of a turbine engine are defined as a percentage of its maximum rated thrust at sea level static (SLS). Low-power operation includes, for example, less than 30 percent (30%) of the turbine engine's maximum rated thrust at SLS. Medium-power operation includes, for example, 30 percent (30%) to 85 percent (85%) of the turbine engine's maximum rated thrust at SLS. High-power operation includes, for example, greater than 85 percent (85%) of the turbine engine's maximum rated thrust at SLS. The thrust values ​​for each of the low-power, medium-power, and high-power operations of a turbine engine are merely exemplary, and other thrust values ​​may be used to define low-power, medium-power, and high-power operations.

[0022] The method disclosed herein injects water or steam into the burner at takeoff and climb power settings (e.g., high-power operation) to reduce overall NO during the landing and takeoff (LTO) portion of the mission cycle. x Emissions. Once the turbine engine throttles back to medium or low power operation, water or steam injection is shut off, and the system operates in fuel grading mode for the remainder of the mission cycle. Water or steam injection reduces NO near the ground. x Emissions, and fuel grading reduces NO during cruise and other medium- or low-power operations. x Both emissions and NVPM emissions. Water can be stored on turbine engines or aircraft. For example, onboard tanks can store eleven to thirty (11 to 30) gallons per engine. During the climb and descent segments of a mission cycle, water can be recycled, captured from exhaust gases, or collected from the environment (e.g., metallic organic matter). Engine waste heat and / or fuel heated can be used to convert water into steam for steam injection.

[0023] In fuel-rich burners, NO x Emissions are not strongly driven by the fuel-air ratio. Furthermore, NVPM emissions can be higher with lean burners because rich burners lack fuel staging capabilities (e.g., main flame and ignition flame). For lean burners, achieving low emissions depends heavily on the fuel-air ratio and the ability to reduce ignition fuel flow. Low NVPM and low NOx emissions during cruise. x This is achieved through fuel staging to ignite the flame. Therefore, embodiments of this disclosure provide water or steam injection during the takeoff and climb phases of an aircraft at high OPR, high temperature, and high fuel-air ratio, thereby reducing LTO NO. x Emissions (e.g., local air quality). Furthermore, LTOs have lower nvPM emissions due to fuel staging (e.g., fuel splitting between the main flame and the ignition flame). Water or steam injection can occur in a separate spray bar or a separate manifold, upstream of the burner dome, or in the main swirler passage of the mixer assembly. Water or steam is shut off at a predetermined thrust setting or at a predetermined altitude, and the burner operates with fuel staging while reducing the ignition split to achieve reduced NOx emissions during cruise. x The balance between emissions and reduced NVPM emissions. The turbocharged engine disclosed herein reduces fuel combustion and CO2 by operating at higher OPR, higher temperatures, and higher fuel-air ratios. However, operating the turbocharged engine in this manner produces higher NOx emissions. x Emissions and higher NVPM emissions. As mentioned above, lean burners can balance NOx emissions. x This results in reduced emissions and reduced NVPM emissions. However, lean-burn burners require engines with lower fuel-air ratios (e.g., lower thermal efficiency) to achieve the benefits detailed above. Therefore, during operation at higher OPR, higher temperatures, and higher fuel-air ratios, water or steam injection provides lower emissions, and the lean-burn burner's fuel staging is used for the remainder of the duty cycle without the need for water or steam injection to suppress NO. x This disclosure provides embodiments for improving airflow and fuelflow splitting between the main mixer and the ignition mixer, while allowing for reduced fuel combustion and reduced NO. x Reduce emissions, decrease NVPM emissions, and operate with higher OPR and fuel-air ratio throughout the entire mission cycle of the turbine engine.

[0024] Now refer to the attached diagram, Figure 1 This is a schematic cross-sectional view of a turbine engine 10 according to an embodiment of the present disclosure, taken along the centerline axis of the turbine engine 10. Figure 1As shown, the turbine engine 10 defines an axial direction A (extending parallel to the longitudinal centerline axis 12 provided for reference) and a radial direction R perpendicular to the axial direction A. Typically, the turbine engine 10 includes a fan section 14 and a core turbine engine 16 disposed downstream of the fan section 14.

[0025] The core turbine engine 16 shown generally includes a casing 18, which is essentially tubular and defines an annular inlet 20. (As...) Figure 1 As schematically shown, housing 18 surrounds, in a series flow relationship, a compressor section 21 comprising a supercharger or low-pressure (LP) compressor 22 downstream of a high-pressure (HP) compressor 24; a combustion section 26; a turbine section 27 comprising a high-pressure (HP) turbine 28 downstream of a low-pressure (LP) turbine 30; and an exhaust nozzle section 32. A high-pressure (HP) shaft 34 or spool drives the HP turbine 28 to the HP compressor 24 so that the HP turbine 28 and HP compressor 24 rotate in unison. A low-pressure (LP) shaft 36 drives the LP turbine 30 to the LP compressor 22 so that the LP turbine 30 and LP compressor 22 rotate in unison. Compressor section 21, combustion section 26, turbine section 27, and exhaust nozzle section 32 together define the core airflow path.

[0026] for Figure 1 In the illustrated embodiment, fan section 14 includes a fan 38 (e.g., a variable pitch fan) having a plurality of fan blades 40 spaced apart and coupled to disk 42. Figure 1 As shown, fan blades 40 extend outward from disk 42 in a generally radial direction R. Since the fan blades 40 are operatively coupled to actuation member 44, each fan blade 40 can rotate relative to disk 42 about pitch axis P, the actuation member 44 being configured to collectively and uniformly change the pitch of the fan blades 40. The fan blades 40, disk 42, and actuation member 44 can rotate together about centerline axis 12 via fan shaft 45, which is powered by LP shaft 36 across a power gearbox (also referred to as gearbox assembly 46). Gearbox assembly 46 is located in... Figure 1 As schematically shown. The gearbox assembly 46 includes a plurality of gears for adjusting the rotational speed of the fan shaft 45, and thus the rotational speed of the fan 38 relative to the LP shaft 36, to a more efficient fan speed.

[0027] Still referencing Figure 1In an exemplary embodiment, the disk 42 is covered by a rotatable fan hub 48 having an aerodynamic profile to facilitate airflow through a plurality of fan blades 40. Furthermore, the fan section 14 includes an annular fan housing or nacelle 50 circumferentially surrounding at least a portion of the fan 38 and / or the core turbine engine 16. The nacelle 50 is supported relative to the core turbine engine 16 by a plurality of circumferentially spaced outlet guide vanes 52. Additionally, a downstream section 54 of the nacelle 50 extends above the outer portion of the core turbine engine 16 to define a bypass airflow passage 56 therebetween.

[0028] During operation of the turbine engine 10, a volume of air 58 enters the turbine engine 10 through the inlet 60 of the nacelle 50 and / or fan section 14. As the volume of air 58 passes through the fan blades 40, a first portion of air 62 is directed or directed into a bypass airflow passage 56, and a second portion of air 64 is directed or directed into the upstream section of the core airflow path, or more specifically, into the annular inlet 20 of the LP compressor 22. The ratio between the first portion of air 62 and the second portion of air 64 is commonly referred to as the bypass ratio. The pressure of the second portion of air 64 then increases to form compressed air 65, and the compressed air 65 is directed through the HP compressor 24 and into the combustion section 26, where the compressed air 65 mixes with fuel 67 and is burned to provide combustion gases 66.

[0029] Combustion gas 66 is directed into and expanded by the HP turbine 28, where a portion of the thermal and / or kinetic energy from the combustion gas 66 is extracted via a sequential stage of HP turbine stator blades 68 connected to the housing 18 and HP turbine rotor blades 70 connected to the HP shaft 34, thus causing the HP shaft 34 to rotate, thereby supporting the operation of the HP compressor 24. Combustion gas 66 is then directed into and expanded by the LP turbine 30. Here, a second portion of the thermal and kinetic energy is extracted from the combustion gas 66 via a sequential stage of LP turbine stator blades 72 connected to the housing 18 and LP turbine rotor blades 74 connected to the LP shaft 36, thus causing the LP shaft 36 to rotate, thereby supporting the operation of the LP compressor 22 and the rotation of the fan 38 via the gearbox assembly 46.

[0030] Combustion gas 66 is then directed through the injection exhaust nozzle section 32 of the core turbine engine 16 to provide propulsive thrust. Simultaneously, as a first portion of air 62 is directed through the bypass airflow passage 56 before exiting from the fan nozzle exhaust section 76 of the turbine engine 10, the pressure of the first portion of air 62 increases significantly, also providing propulsive thrust. The HP turbine 28, LP turbine 30, and injection exhaust nozzle section 32 at least partially define the hot gas path 78 for guiding combustion gas 66 through the core turbine engine 16.

[0031] Figure 1 The turbine engine 10 depicted is merely an example. In other exemplary embodiments, the turbine engine 10 may have any other suitable configuration. For example, in other exemplary embodiments, the fan 38 may be configured in any other suitable manner (e.g., as a fixed-pitch fan) and may further be supported using any other suitable fan frame configuration. Furthermore, in other exemplary embodiments, any other suitable number or configuration of compressors, turbines, shafts, or combinations thereof may be provided. In other exemplary embodiments, aspects of this disclosure may be incorporated into any other suitable turbine engine, such as a turbofan engine, propfan engine, turbojet engine, turboprop engine, and / or turboshaft engine.

[0032] Controller 304 is connected to turbine engine 10 and is used to control various aspects of turbine engine 10. For example, controller 304 is bidirectionally connected to turbine engine 10 and is used to receive signals from various sensors and control systems of turbine engine 10 and to control components of turbine engine 10, as further detailed below. Controller 304 or components thereof may be located on turbine engine 10, on the aircraft, or at a remote location in both turbine engine 10 and the aircraft.

[0033] Figure 2 It is compatible with turbocharged engine 10 ( Figure 1 The combustor 200 used together with the turbine engine 10 ( Figure 1 A schematic cross-sectional view taken along the centerline axis of the combustion zone 26. In an exemplary embodiment, the combustion zone 26 ( Figure 1 The turbine engine 10 includes a combustor 200 having a combustion chamber 202 defined by an outer bushing 204 and an inner bushing 206. The outer bushing 204 and the inner bushing 206 surround the turbine engine 10. Figure 1 The centerline axis 12 of the combustor 202 is annular. An outer bushing 204 defines the radial outer boundary of the combustion chamber 202, and an inner bushing 206 defines the radial inner boundary of the combustion chamber 202. The outer bushing 204 and inner bushing 206 are radially spaced inward from an annular combustor housing 208 extending circumferentially around the outer bushing 204 and inner bushing 206. The combustor 200 also includes an annular dome 210 mounted upstream of the outer bushing 204 and inner bushing 206. The annular dome 210 defines the upstream end of the combustion chamber 202.

[0034] Multiple mixer components 212 ( Figure 2 Only one is shown in the diagram. These are circumferentially spaced around the annular dome 210 to deliver the fuel-air mixture to the combustion chamber 202. Figure 2In this configuration, each mixer assembly 212 is a dual-annular premixed cyclone separator (TAPS), comprising an ignition mixer 214 and a main mixer 216. The main mixer 216 is concentrically aligned with respect to the ignition mixer 214 and extends circumferentially around the ignition mixer 214. Multiple circumferentially spaced and axially extending fuel injectors 218 (… Figure 2 (Only one is shown in the diagram) and is fluidly connected to each corresponding mixer assembly 212. Downstream of the mixer assembly 212 is an igniter 220, which extends through the annular burner housing 208 and into the combustion chamber 202 to provide initial ignition of the mixture of compressed air 65 and fuel 67. In various embodiments, the igniter 220 can provide continuous or intermittent ignition support to the combustion chamber 202.

[0035] In operation, the burner 200 receives heat from the HP compressor 24 in the diffuser section 222 located upstream of the combustion chamber 202. Figure 1 Compressed air 65 is discharged. A portion of the compressed air 65 is directed through mixer assembly 212. At mixer assembly 212, the compressed air 65 is mixed with fuel 67 from fuel injector 218 and discharged into combustion chamber 202. The mixture of compressed air 65 and fuel 67 is ignited by igniter 220, producing flame 224 in combustion chamber 202. Flame 224 burns the mixture and provides combustion gas 66, which is delivered downstream to the first-stage turbine nozzle of HP turbine 28. Combustor 200 is a lean-burn combustor. Specifically, in turbine engine 10 ( Figure 1 Under engine start-up conditions and low-power operation (e.g., less than 30% of the maximum engine rated thrust of the SLS), such as at idle, coasting, or descent, the combustor 200 uses only the fuel 67 supplied to the ignition mixer 214 to produce combustion gases 66. At the ignition mixer 214, the fuel 67 comprises an ignition fuel stream 226, which is mixed with a first portion 228 of compressed air 65 to provide a fuel-rich air mixture (e.g., a mixture with a higher fuel-air ratio), which ignites in a region 232 adjacent to the ignition mixer 214 to ignite the flame 230. In the turbine engine 10 ( Figure 1 Under high-power operation (e.g., greater than 85% of the maximum rated thrust of the SLS engine), such as during takeoff or climb, and under the turbine engine 10 ( Figure 1At medium-power operation (e.g., 30% to 85% of the maximum engine rated thrust of the SLS), such as during cruise, combustor 200 uses fuel 67 diverted between ignition mixer 214 and main mixer 216 to produce combustion gases 66. At the main mixer 216, fuel 67 comprises a main fuel stream 234, which is mixed with a second portion 236 of compressed air 65 to provide a lean fuel-air mixture (e.g., a mixture with a lower fuel-air ratio). This lean fuel-air mixture is ignited in a region 240 adjacent to the main mixer 216 for the main flame 238, thus providing a lean combustion process to produce combustion gases 66, while reducing NO through lean operation. x Emissions, as detailed below. Furthermore, lean combustion processes can provide lower levels of non-volatile particulate matter (NVPM), such as soot or smoke, and reduce NOx emissions. x emission.

[0036] The burner 200 also includes one or more first sensors 270 positioned upstream of the combustion chamber 202 and one or more second sensors 280 positioned downstream of the combustion chamber 202. The one or more first sensors 270 sense operating conditions at the inlet of the burner 200 (e.g., inlet operating conditions) (e.g., operating conditions of compressed air 65 entering the burner 200), and the one or more second sensors 280 sense operating conditions at the outlet of the burner 200 (e.g., outlet operating conditions) (e.g., operating conditions of combustion gas 66 leaving the burner 200). The one or more first sensors 270 are positioned to sense the operating conditions from the HP compressor 24 ( Figure 1 The conditions of the compressed air 65 flowing into the burner 200 are monitored. For example, one or more first sensors 270 include a first pressure sensor 272 for sensing the pressure of the compressed air 65 entering the burner 200 and a first temperature sensor 274 for sensing the temperature of the compressed air 65 entering the burner 200. One or more second sensors 280 are positioned to sense the conditions of the combustion gas 66 flowing out of the burner 200 and into the HP turbine 28. For example, one or more second sensors 280 include a second pressure sensor 282 for sensing the pressure of the combustion gas 66 leaving the burner 200 and a second temperature sensor 284 for sensing the temperature of the combustion gas 66 leaving the burner 200. One or more first sensors 270 and one or more second sensors 280 may include any type of sensor or dummy sensor for sensing pressure and temperature and indicating values ​​of pressure and temperature. One or more first sensors 270 and one or more second sensors 280 convert the sensed pressure and sensed temperature into electrical signals and send the electrical signals to the controller, as further detailed below.

[0037] Typically, the ignition flame 230 burns at a higher temperature than the main flame 238 because the fuel-air mixture is richer (e.g., contains more fuel). Furthermore, some turbine engines operate with a higher fuel-air ratio to improve thermal efficiency—the ratio of net power output to heat input—and a higher total pressure ratio to reduce fuel combustion. Operating a turbine engine with a higher fuel-air ratio and a higher total pressure ratio increases the temperature of both the ignition flame 230 and the main flame 238, thus increasing NO compared to a turbine engine with a lower fuel-air ratio and a lower total pressure ratio. x This increases emissions and NVPM emissions. Therefore, the benefits of lean combustion processes during high-power conditions (e.g., takeoff and climb), as detailed above, are reduced. Therefore, this disclosure provides for use in turbine engines 10 ( Figure 1 Reduce NO throughout the entire mission cycle (e.g., idling, taxiing, takeoff, climb, cruise, descent, and landing). x Systems and methods for emissions and nvPM emissions.

[0038] Turbo engine 10 ( Figure 1 This includes a fluid injection system 290 for injecting fluids such as water and / or steam into the burner 200. Figure 2 (Illustrated schematically). The fluid injection system 290 is in fluid communication with the burner 200 to inject fluid into the burner 200. The fluid in the fluid injection system 290 may include water, steam, and / or any type of fluid used to reduce the temperature of the ignition flame 230, the main flame 238, or both the ignition flame 230 and the main flame 238. The fluid injection system 290 includes a fluid supply unit 292, a pump 294, and a fluid injector 296. The fluid supply unit 292 includes a tank, such as a water tank. In this way, fluid (e.g., water) is stored on the aircraft or in the turbine engine 10 (…). Figure 1 The fluid supply unit 292 includes a container on the turbine engine 10. For example, the container can store eleven to thirty gallons (11 to 30 gallons). In some embodiments, the fluid supply unit 292 includes a guide to the turbine engine 10. Figure 1 The recirculated fluid (e.g., water) in the turbine engine 10 ( Figure 1 Fluids captured in the exhaust gas of the engine or fluids from the environment (e.g., metallic organic matter) during the climb and descent phases of the corresponding mission. In some embodiments, engine waste heat and / or fuel heated are used to convert water into steam for steam injection.

[0039] Pump 294 includes any type of pump for pumping fluid from fluid supply section 292 through fluid injector 296 and into combustion chamber 202. Fluid injector 296 includes any type of injector for injecting fluids such as water and / or steam. For example, fluid injector 296 includes a spray bar or manifold for injecting fluid upstream of annular dome 210, such that the fluid is directed into mixer assembly 212. In some embodiments, fluid injector 296 is located directly within the swirler passage of mixer assembly 212 (e.g., within ignition mixer 214 and / or main mixer 216). Fluid injector 296 can be located anywhere upstream of combustion chamber 202 for injecting fluid into combustion chamber 202 to reduce the temperature of flame 224, thereby reducing NO. x Emissions and nvPM emissions.

[0040] Figure 3 It is based on the present disclosure for operating and controlling a turbine engine 10 ( Figure 1 A schematic diagram of at least a portion of a fluid injection control system 300 for a turbine engine 10. The fluid injection control system 300 includes an input 302, a controller 304, and an output 306. The input 302 includes inputs from the turbine engine 10. Figure 1 One or more engine power signals 310, from one or more first sensors 270 ( Figure 2 One or more first sensor signals 312, and one or more second sensor signals 280 Figure 2 One or more second sensor signals 314. One or more engine power signals 310 indicate the power level of the turbine engine 10. The power level is a function of the torque generated by the turbine and the turbine's rotational speed. In some embodiments, the power level is a function of the thrust generated by the turbine engine. For example, during takeoff and climb conditions, the turbine engine 10 ( Figure 1 Operating at high power (e.g., greater than 85% of the maximum engine rated thrust of the SLS), during cruise, the turbine engine 10 ( Figure 1 Operating at medium power (e.g., 30% to 85% of the maximum engine rated thrust of the SLS), and during idling, coasting, and descent, the turbine engine 10 ( Figure 1 It operates at low power (e.g., less than 30% of the maximum rated thrust of the SLS engine). The power output from turbine section 27 corresponds to the output from combustor 200 ( Figure 2 ) and enter HP Turbo 28 ( Figure 2 ) combustion gas 66 ( Figure 2 The temperature, such as that detected by the second temperature sensor 284 ( Figure 2(Sensed). A higher temperature of combustion gas 66 indicates a higher power output, a medium temperature of combustion gas 66 indicates a medium power output, and a lower temperature of combustion gas 66 indicates a lower power output.

[0041] One or more first sensor signals 312 and one or more second sensor signals 314 respectively include indicators for burner 200 ( Figure 2 The inlet and burner 200 ( Figure 2 Electrical signals indicating the operating conditions at the outlet of the sensor. For example, one or more first sensor signals 312 include signals from the first pressure sensor 272. Figure 2 The electrical signal indicating the pressure at the inlet of the burner 200 and / or including the signal from the first temperature sensor 274. Figure 2 Indicator burner 200 ( Figure 2 The electrical signal of the temperature at the inlet of the second pressure sensor 282. One or more second sensor signals 314 include signals from the second pressure sensor 282. Figure 2 The electrical signal indicating the pressure at the outlet of the burner 200 and / or including the signal from the second temperature sensor 284. Figure 2 Indicator burner 200 ( Figure 2 The output 306 is an electrical signal indicating the temperature at the outlet of the fuel injector 218. The output 306 includes control of the fuel injector 218 and the fluid injector 296. The controller 304 receives input 302, implements the method of operating the burner, and controls output 306, as shown below. Figure 4 As stated above.

[0042] Controller 304 may be a standalone controller or may be part of an engine controller to operate the turbocharger engine 10. Figure 1 Various systems. In this embodiment, controller 304 is a computing device having one or more processors 330 and memory 332. The one or more processors 330 can be any suitable processing device, including but not limited to microprocessors, microcontrollers, integrated circuits, logic devices, programmable logic controllers (PLCs), application-specific integrated circuits (ASICs), or field-programmable gate arrays (FPGAs). Memory 332 can include one or more computer-readable media, including but not limited to non-transitory computer-readable media, computer-readable non-volatile media (e.g., flash memory), RAM, ROM, hard disk drives, flash drives, or other memory devices.

[0043] Memory 332 may store information accessible by one or more processors 330, including computer-readable instructions executable by one or more processors 330. These instructions may be any set or sequence of instructions that, when executed by one or more processors 330, cause one or more processors 330 and controller 304 to perform operations. Controller 304, and more specifically, one or more processors 330, are programmed or configured to perform these operations, such as those discussed further below. In some embodiments, the instructions may be executed by one or more processors 330 to cause one or more processors 330 to perform any operations and functions configured for controller 304, as will be further described below. The instructions may be software written in any suitable programming language or may be implemented in hardware. Additionally, or alternatively, the instructions may be executed in logically or virtually separate threads on processor 330. Memory 332 may further store data accessible by one or more processors 330.

[0044] The techniques discussed herein refer to computer-based systems and the actions taken by computer-based systems, as well as the information sent to and from computer-based systems. Those skilled in the art will recognize that the inherent flexibility of computer-based systems allows for a wide variety of possible configurations, combinations, and divisions of tasks and functions between and within components. For example, the processes discussed herein can be implemented using a single computing device or multiple computing devices working in combination. Databases, memory, instructions, and applications can be implemented on a single system or distributed across multiple systems. Distributed components can operate sequentially or in parallel.

[0045] The controller 304 is communicatively connected to one or more first sensors 270. Figure 2 ), one or more second sensors 280 Figure 2 ), fuel injector 218 ( Figure 2 ) and fluid ejector 296 ( Figure 2 The controller 304 receives input 302 and controls output 306, as described in further detail below.

[0046] Figure 4 This is a flowchart depicting an exemplary method 400 for operating a combustor of a turbine engine according to this disclosure. Method 400 is performed after the engine is started, while the turbine engine 10 is operating. For example, refer to... Figure 2When the engine is started, only the ignition mixer 214 receives fuel 67 to generate an ignition fuel stream 226, which is mixed with a first portion 228 of compressed air 65 to provide a fuel-rich air mixture, which is ignited to generate an ignition flame 230 in region 232. Therefore, method 400 is performed after the engine has been started and the ignition flame 230 has been generated.

[0047] For method 400, refer to... Figure 2 and Figure 3 In step 405, controller 304 receives one or more engine power signals 310. Based on the one or more engine power signals 310, controller 304 determines the turbine engine 10 ( Figure 1 The controller 304 determines the power level setting of the turbine engine 10. For example, the controller 304 determines that the turbine engine 10 is operating at low power (e.g., less than 30% of the maximum engine rated thrust of the SLS), operating at medium power (e.g., 30% to 85% of the maximum engine rated thrust of the SLS), or operating at high power (e.g., greater than 85% of the maximum engine rated thrust of the SLS), as further detailed below. In step 410, the controller 304 receives one or more first sensor signals 312. For example, the controller 304 receives one or more first sensor signals 312 from one or more first sensors 270. The one or more first sensor signals 312 indicate the pressure and / or temperature at the inlet of the combustor 200 (e.g., the pressure and / or temperature of the compressed air 65 entering the combustor 200). For example, the controller 304 determines whether the pressure is high, medium, or low and whether the temperature is high, medium, or low. The controller 304 may also determine the fuel-air ratio in the mixer assembly 212.

[0048] In step 415, controller 304 determines the turbine engine 10 based on power, pressure, temperature, and / or fuel-air ratio. Figure 1 Is it operating at high power? High power operation, high pressure, high temperature, and high fuel-air ratio indicators for turbine engine 10 ( Figure 1 () Takeoff and / or climb conditions of the mission cycle.

[0049] In step 420, if the turbine engine 10 ( Figure 1When in high-power operation (step 415: Yes), controller 304 operates ignition mixer 214 and main mixer 216. Under high-power conditions, controller 304 controls the amount of fuel 67 diverted to ignition mixer 214 and main mixer 216 (e.g., the percentage of fuel 67 diverted between ignition mixer 214 and main mixer 216). For example, controller 304 controls the amount of ignition fuel flow 226 entering ignition mixer 214 and the amount of main fuel flow 234 entering main mixer 216. Controller 304 also controls the amount of compressed air 65 diverted to ignition mixer 214 and main mixer 216 (e.g., the percentage of compressed air 65 diverted between ignition mixer 214 and main mixer 216). For example, controller 304 controls the amount of a first portion 228 of compressed air 65 entering ignition mixer 214 and the amount of a second portion 236 of compressed air 65 entering main mixer 216. The main fuel stream 234 is mixed with a second portion 236 of compressed air 65 to provide a lean fuel-air mixture, which is ignited to produce a main flame 238 within region 240. Therefore, when the main mixer 216 is operating, the fuel-air ratio in the main mixer 216 is lean (e.g., a lower fuel-air ratio) and even leaner than the fuel-air ratio in the ignition mixer 214.

[0050] As detailed above, during high-power operation, it is difficult to control the fuel-air split between the ignition mixer 214 and the main mixer 216 to balance NO. x This results in reduced emissions, reduced NVPM emissions, reduced fuel combustion, and increased thermal efficiency. Furthermore, during high-power operation, the temperature in the combustion chamber 202 increases, leading to increased NO production. x Emissions and increased NVPM emissions. Therefore, in step 425, controller 304 controls fluid injection into combustion chamber 202 to inject fluid during high-power operation. For example, controller 304 controls fluid injector 296 to inject fluid into mixer assembly 212. In some embodiments, controller 304 controls pump 294 to pump fluid from fluid supply unit 292 through mixer assembly 212 and into combustion chamber 202 to inject fluid. The fluid lowers the temperature in combustion chamber 202 to reduce the temperature in turbine engine 10 ( Figure 1 Reduce NO during high-power operations (e.g., takeoff and / or climb conditions) x Reduce and decrease nvPM emissions.

[0051] In step 430, if the turbine engine 10 is not operating at high power (step 415: No), the controller 304 shuts off fluid injection. In step 435, the controller 304 determines the turbine engine 10 based on power, pressure, temperature, and / or fuel-air ratio. Figure 1 Is it operating at medium power? Medium power operation, medium pressure, medium temperature, and medium fuel-air ratio indicate the turbine engine 10 ( Figure 1 (The cruise conditions of the mission cycle.)

[0052] In step 440, if the turbine engine 10 ( Figure 1 If the system is in medium-power operation (step 435: Yes), then controller 304 operates ignition mixer 214 and main mixer 216. Under medium-power conditions, controller 304 controls the flow of fuel 67 into ignition mixer 214 and main mixer 216. For example, controller 304 controls the amount of ignition fuel flow 226 entering ignition mixer 214 and the amount of main fuel flow 234 entering main mixer 216. Controller 304 also controls the flow of compressed air 65 into ignition mixer 214 and main mixer 216 during medium-power operation. For example, controller 304 controls the amount of a first portion 228 of compressed air 65 entering ignition mixer 214 and the amount of a second portion 236 of compressed air 65 entering main mixer 216. During medium-power operation, controller 304 controls the fuel 67 and / or compressed air 65 diversion into ignition mixer 214 and main mixer 216 in a manner different from that during high-power operation. For example, during medium-power operation, controller 304 controls the percentage of fuel 67 and / or compressed air 65 diverted between ignition mixer 214 and main mixer 216 to a different percentage than that during high-power operation.

[0053] In step 445, if the turbine engine 10 ( Figure 1 If the turbine engine 10 is not operating at medium power (step 435: No), then controller 304 determines the turbine engine 10 based on power, pressure, temperature, and / or fuel-air ratio. Figure 1 Is it operating at low power? Low power operation, low pressure, low temperature and / or low fuel-air ratio indicate the engine starting conditions, idling conditions, coasting conditions and / or descent conditions of the mission cycle.

[0054] In step 450, if the turbine engine 10 ( Figure 1 If the engine is in low-power operation (step 445: Yes), then controller 304 shuts off the flow of fuel 67 to the main mixer 216 and operates only the ignition mixer 214. For example, in turbine engine 10 ( Figure 1 During engine starting, idling, coasting, and / or deceleration conditions, fluid injection is not required to reduce NO due to the lower temperatures associated with using only the ignition mixer 214. xThis reduces NOx emissions. For example, when both ignition mixer 214 and main mixer 216 are operating, the small, fuel-rich ignition flame 230 operates with a smaller amount of fuel 67 than is used during high-power operation. Due to the smaller amount of fuel 67 used, and due to the lower temperatures associated with using only ignition mixer 214, operating only ignition mixer 214 during low-power operation reduces NOx emissions. x It reduced emissions and decreased nvPM emissions.

[0055] If the turbo engine 10 ( Figure 1 If the turbine engine 10 is not operating at low power, then method 400 repeats from step 405. Therefore, controller 304 determines that the turbine engine 10 ( Figure 1 Whether the operation is at high power, medium power, or low power, the controller 304 operates the ignition mixer 214 and the main mixer 216, as well as the fluid injector 296, accordingly. In this way, the controller 304 operates the ignition mixer 214 and the main mixer 216, as well as the fluid injector 296, during high power operation (e.g., takeoff and climb). During medium power operation (e.g., cruise), the controller 304 shuts off the fluid injector 296 and operates the ignition mixer 214 and the main mixer 216. During low power operation (e.g., engine start, idling, coasting, descent), the controller 304 shuts off the fluid injector 296 and the main mixer 216, and operates only the ignition mixer 214. Therefore, the fluid injection system 290 injects fluid during high power operation and does not inject fluid during medium power or low power operation. Thus, even during high power conditions (where the temperature in the combustion chamber 202 is typically higher due to the additional fuel 67 during such conditions), method 400 provides a more efficient and safer operation of the turbine engine 10 ( Figure 1 NO throughout the entire task cycle x Reduction of emissions and nvPM emissions.

[0056] In some embodiments, the controller 304 controls the fuel 67 split between the ignition mixer 214 and the main mixer 216 (e.g., the percentage of fuel 67 entering the ignition mixer 214 and the main mixer 216) based on the operating conditions of the combustion gas 66. For example, during high-power operation, the controller 304 receives one or more second sensor signals 314 from one or more second sensors 280 and controls the fuel 67 split between the ignition mixer 214 and the main mixer 216 while injecting fluid into the burner 200 to maintain the operating conditions of the combustion gas 66 at predetermined operating conditions. In this way, the controller 304 controls the amount of fuel 67 entering the ignition mixer 214 and the amount of fuel 67 entering the main mixer 216. In one embodiment, the operating conditions of the combustion gas 66 include the temperature of the combustion gas 66. For example, the controller 304 receives a signal indicating the temperature of the combustion gas 66 from a second temperature sensor 284. In this way, fluid injection allows controller 304 to control the diversion of fuel 67 between ignition mixer 214 and main mixer 216 during high-power operation to reduce fuel combustion, while maintaining the temperature of combustion gas 66 and reducing NO. x Emissions and nvPM emissions.

[0057] In some embodiments, the controller 304 controls the splitting of compressed air 65 between the ignition mixer 214 and the main mixer 216 (e.g., the percentage of compressed air 65 entering the ignition mixer 214 and the main mixer 216) based on the operating conditions of the combustion gas 66. For example, the controller 304 controls the splitting of compressed air 65 between the ignition mixer 214 and the main mixer 216 during high-power operation while injecting fluid into the burner 200 to maintain the operating conditions of the combustion gas 66 at predetermined operating conditions. In this way, the controller 304 controls the amount of compressed air 65 entering the ignition mixer 214 and the amount of compressed air 65 entering the main mixer 216. In some embodiments, the operating conditions of the combustion gas 66 include the temperature of the combustion gas 66. In this way, fluid injection allows the controller 304 to control the splitting of compressed air 65 between the ignition mixer 214 and the main mixer 216 during high-power operation to reduce fuel combustion while maintaining the temperature of the combustion gas 66 and reducing NO. x Emissions and nvPM emissions.

[0058] Embodiments of this disclosure provide systems and methods to balance the requirements of low fuel combustion and CO2 emissions in turbine engines achieved through high total pressure ratios and combustor fuel-air ratios, as well as other pollutant emissions (e.g., NOx emissions) that increase with rising temperature and pressure. Embodiments of this disclosure utilize fluid injection into the combustor during high-power operation to reduce NOx emissions. xEmissions are reduced while also utilizing a lean-burn staged combustion system during low-power or medium-power operation, which provides low fuel combustion and low emissions throughout the turbine engine's mission cycle. Fluid injection reduces NO near the ground. x Emissions, and fuel grading (e.g., fuel and / or air splitting between the ignition mixer and the main mixer) reduces NO during cruise and other low-power operations. x Emissions and NVPM emissions. Furthermore, the embodiments disclosed herein provide methods for improving airflow and fuel flow separation between the main mixer and the ignition mixer when injecting fluid, while allowing for reduced fuel combustion and reduced NO. x Reduce emissions, decrease NVPM emissions, and operate with higher OPR and fuel-air ratio throughout the entire mission cycle of the turbine engine.

[0059] Further aspects are provided by the following items.

[0060] A combustor for a turbine engine includes: a fuel injector having a mixer assembly with an ignition mixer and a main mixer, the ignition mixer and the main mixer operating during high-power operation of the turbine engine; and a fluid injection system in fluid communication with the combustor, the fluid injection system injecting fluid into the combustor during the high-power operation of the turbine engine, the fluid being shut off during low-power operation and medium-power operation of the turbine engine.

[0061] According to the combustor described in the foregoing clause, the main mixer is shut off during the low-power operation of the turbine engine.

[0062] According to any one of the preceding clauses, the fluid injection system of the burner includes a fluid supply unit and a pump, the pump being operated to pump the fluid from the fluid supply unit to the burner.

[0063] According to any one of the preceding clauses, the high-power operation is during the takeoff or climb conditions of the turbine engine, the medium-power operation is during the cruise conditions of the turbine engine, and the low-power operation is during the engine start conditions, idling conditions, coasting conditions, or descent conditions of the turbine engine.

[0064] The burner according to any one of the preceding clauses further includes an igniter that ignites a rich fuel-air mixture from the ignition mixer to produce an ignition flame in the burner and ignites a lean fuel-air mixture from the main mixer to produce a main flame in the burner.

[0065] The burner according to any one of the preceding clauses further includes one or more first sensors that sense operating conditions of compressed air entering the mixer assembly, the ignition mixer and the main mixer being operated based on the operating conditions of the compressed air.

[0066] The burner according to any one of the preceding clauses further includes one or more second sensors that sense operating conditions of combustion gases leaving the burner, and the mixer assembly controls fuel splitting between the ignition mixer and the main mixer based on the operating conditions of the combustion gases.

[0067] The burner according to any one of the preceding clauses further includes one or more second sensors that sense operating conditions of combustion gases leaving the burner, and the mixer assembly controls the compressed air split between the ignition mixer and the main mixer based on the operating conditions of the combustion gases.

[0068] The combustor according to any one of the preceding clauses, wherein the ignition mixer and the main mixer operate during the medium-power operation of the turbine engine.

[0069] In any of the preceding clauses, the fluid in the burner is water or steam.

[0070] According to any one of the preceding clauses, the fluid injection system injects fluid upstream of the burner.

[0071] According to any one of the preceding clauses, the fluid injection system injects fluid upstream of the annular dome of the burner.

[0072] According to any one of the preceding clauses, the fluid injection system injects fluid into the mixer assembly.

[0073] According to any one of the preceding clauses, the fluid injection system injects fluid into the swirler channel of the mixer assembly.

[0074] According to any one of the preceding clauses, the fluid injection system further includes a fluid injector for injecting the fluid into the burner.

[0075] The burner according to any one of the preceding clauses, the fluid injector includes at least one of a spray bar or a manifold for injecting the fluid.

[0076] According to any one of the preceding clauses, the fluid injector is positioned to inject the fluid upstream of the annular dome of the burner.

[0077] According to any one of the preceding clauses, the fluid injector is located within the swirler channel of the ignition mixer or the swirler channel of the main mixer.

[0078] The burner according to any one of the preceding clauses further includes a controller that controls the ignition mixer, the main mixer, and the fluid injection system.

[0079] According to any one of the preceding clauses, the fuel flow to the ignition mixer is reduced during the low-power operation of the burner.

[0080] According to any one of the preceding clauses, the rich fuel-air mixture has a larger fuel-air ratio than the lean fuel-air mixture.

[0081] According to any one of the preceding clauses, the fluid supply unit of the burner originates from at least one of environmental capture, exhaust gas capture, a tank for storing the fluid, or a fluid supply unit from the aircraft.

[0082] According to any one of the preceding clauses, the burner contains nitrogen oxides (NOx). x Emissions of non-volatile particulate matter (NVPM) are reduced throughout the high-power and low-power operations.

[0083] The burner according to any one of the preceding clauses is a lean-burn burner.

[0084] According to any one of the preceding clauses, the ignition mixer mixes the ignition fuel stream and a first portion of compressed air to produce the fuel-rich air mixture.

[0085] According to any one of the preceding clauses, the main mixer mixes the main fuel stream and a second portion of the compressed air to produce the lean fuel-air mixture.

[0086] According to any one of the preceding clauses, the controller controls the amount of the ignition fuel flow entering the ignition mixer and the amount of the first portion of the compressed air.

[0087] According to any one of the preceding clauses, the controller controls the amount of the main fuel flow entering the main mixer and the amount of the second portion of compressed air.

[0088] According to any one of the preceding clauses, the high-power operation of the combustor is greater than 85% of the maximum rated thrust of the turbine engine at sea level static (SLS).

[0089] According to any one of the preceding clauses, the medium power operation of the combustor is between 30% and 85% of the maximum engine rated thrust of the SLS of the turbine engine.

[0090] According to any one of the preceding clauses, the low-power operation of the combustor is less than 30% of the maximum SLS engine rated thrust of the turbine engine.

[0091] A method of operating a combustor for a turbine engine includes: operating an ignition mixer and a main mixer of a mixer assembly of the combustor during high-power operation of the turbine engine; injecting fluid into the combustor during the high-power operation; and shutting off the fluid during low-power operation and medium-power operation of the turbine engine.

[0092] According to the method described in the foregoing clauses, operating the ignition mixer includes generating an ignition flame with a rich fuel-air mixture, and operating the main mixer includes generating a main flame with a lean fuel-air mixture.

[0093] The method according to any one of the foregoing clauses further includes shutting down the main mixer and operating only the ignition mixer during the low-power operation of the turbine engine.

[0094] The method according to any one of the preceding clauses further includes controlling the fuel split between the ignition mixer and the main mixer during high-power operation, while injecting the fluid into the burner to maintain the operating conditions of the combustion gases at predetermined operating conditions.

[0095] The method according to any one of the preceding clauses further includes controlling the compressed air split between the ignition mixer and the main mixer during the high-power operation, while injecting the fluid into the burner to maintain the operating conditions of the combustion gases at predetermined operating conditions.

[0096] The method according to any one of the preceding clauses further includes determining whether the turbine engine is operating under the high-power operation based on the operating conditions of the compressed air entering the mixer assembly.

[0097] The method according to any one of the preceding clauses, injecting fluid into the burner, includes pumping the fluid from a fluid supply unit into the burner.

[0098] The method according to any one of the foregoing clauses further includes operating the ignition mixer and the main mixer during the medium-power operation of the turbine engine.

[0099] According to any one of the preceding clauses, the high-power operation is during the takeoff or climb conditions of the turbine engine, the medium-power operation is during the cruise conditions of the turbine engine, and the low-power operation is during the engine start conditions, idling conditions, taxiing conditions, or descent conditions of the turbine engine.

[0100] In any of the preceding clauses, the fluid is water or steam.

[0101] The method according to any one of the foregoing clauses further includes injecting fluid upstream of the burner.

[0102] The method according to any one of the preceding clauses further includes injecting the fluid upstream of the annular dome of the burner.

[0103] The method according to any one of the preceding clauses further includes injecting fluid into the mixer assembly.

[0104] The method according to any one of the preceding clauses further includes injecting fluid into the cyclone channel of the mixer assembly.

[0105] The method according to any one of the preceding clauses further includes injecting the fluid into the burner via a fluid injector.

[0106] According to any one of the preceding clauses, the fluid ejector includes at least one of a spray bar or a manifold for spraying the fluid.

[0107] According to any one of the preceding clauses, the fluid injector is positioned to inject the fluid upstream of the annular dome of the burner.

[0108] According to any one of the preceding clauses, the fluid injector is located within the swirler channel of the ignition mixer or within the swirler channel of the main mixer.

[0109] The method according to any one of the foregoing clauses further includes reducing the fuel flow to the ignition mixer during the low-power operation.

[0110] According to any one of the preceding clauses, the rich fuel-air mixture has a greater fuel-air ratio than the lean fuel-air mixture.

[0111] According to any one of the preceding clauses, the fluid supply unit originates from at least one of environmental capture, exhaust gas capture, a tank storing the fluid, or a fluid supply unit from the aircraft.

[0112] The method according to any one of the foregoing clauses further includes injecting the fluid during the high-power operation to reduce nitrogen oxides (NOx). x Emissions of non-volatile particulate matter (NVPM).

[0113] The method according to any one of the foregoing clauses further includes operating the ignition mixer during the low-power operation to reduce the NO during the low-power operation. x Emissions and the aforementioned nvPM emissions.

[0114] The burner according to any one of the preceding clauses is a lean-burn burner.

[0115] The method according to any one of the preceding clauses further includes mixing an ignition fuel stream and a first portion of compressed air in the ignition mixer to produce the fuel-rich air mixture.

[0116] The method according to any one of the preceding clauses further includes mixing the main fuel stream and a second portion of the compressed air in the main mixer to produce the lean fuel-air mixture.

[0117] The method according to any one of the foregoing clauses further includes controlling the amount of the ignition fuel flow entering the ignition mixer and the amount of the first portion of the compressed air.

[0118] The method according to any one of the preceding clauses further includes controlling the amount of the main fuel flow entering the main mixer and the amount of the second portion of compressed air.

[0119] According to any one of the preceding clauses, the high-power operation is greater than 85% of the maximum rated thrust of the turbine engine at sea level static (SLS).

[0120] According to any one of the preceding clauses, the medium power operation is between 30% and 85% of the maximum engine rated thrust of the SLS of the turbine engine.

[0121] According to any one of the preceding clauses, the low-power operation is less than 30% of the maximum SLS engine rated thrust of the turbine engine.

[0122] A turbine engine includes: a combustor comprising a fuel injector having a mixer assembly having an ignition mixer and a main mixer, the ignition mixer and the main mixer operating during high-power operation of the turbine engine; and a fluid injection system in fluid communication with the combustor, the fluid injection system injecting fluid into the combustor during the high-power operation of the turbine engine, the fluid being shut off during low-power operation and medium-power operation of the turbine engine.

[0123] According to the turbine engine described in the foregoing clause, the main mixer is shut down during the low-power operation of the turbine engine.

[0124] According to any one of the preceding clauses, the fluid injection system of the turbine engine includes a fluid supply unit and a pump, the pump being operated to pump the fluid from the fluid supply unit into the combustor.

[0125] The turbine engine according to any one of the preceding clauses further includes an igniter that ignites a rich fuel-air mixture from the ignition mixer to produce an ignition flame in the combustor and ignites a lean fuel-air mixture from the main mixer to produce a main flame in the combustor.

[0126] The turbine engine according to any one of the preceding clauses further includes one or more first sensors that sense operating conditions of compressed air entering the mixer assembly, the ignition mixer and the main mixer operating based on the operating conditions of the compressed air.

[0127] The turbine engine according to any one of the preceding clauses further includes one or more second sensors that sense operating conditions of combustion gases exiting the combustor, and the mixer assembly controls fuel splitting between the ignition mixer and the main mixer based on the operating conditions of the combustion gases.

[0128] The turbine engine according to any one of the preceding clauses, wherein the ignition mixer and the main mixer operate during the medium-power operation of the turbine engine.

[0129] The turbine engine according to any one of the preceding clauses further includes one or more second sensors that sense operating conditions of combustion gases exiting the combustor, and the mixer assembly controls the compressed air splitting between the ignition mixer and the main mixer based on the operating conditions of the combustion gases.

[0130] According to any one of the preceding clauses, the high-power operation of the turbine engine is during takeoff or climb conditions, the medium-power operation is during cruise conditions, and the low-power operation is during engine start conditions, idling conditions, taxiing conditions, or descent conditions.

[0131] In any one of the preceding clauses of the turbine engine, the fluid is water or steam.

[0132] In the turbine engine according to any one of the preceding clauses, the fluid injection system injects fluid upstream of the combustor.

[0133] According to any one of the preceding clauses, in the turbine engine, the fluid injection system injects fluid upstream of the annular dome of the burner.

[0134] According to any one of the preceding clauses, the fluid injection system injects fluid into the mixer assembly.

[0135] According to any one of the preceding clauses, in the turbine engine, the fluid injection system injects fluid into the cyclone passage of the mixer assembly.

[0136] The turbine engine according to any one of the preceding clauses, the fluid injection system further includes a fluid injector for injecting the fluid into the combustor.

[0137] The turbine engine according to any one of the preceding clauses, the fluid injector includes at least one of a spray bar or a manifold for spraying the fluid.

[0138] According to any one of the preceding clauses, in the turbine engine, the fluid injector is positioned to inject the fluid upstream of the annular dome of the burner.

[0139] In any of the preceding clauses, the fluid injector of the turbine engine is located within the swirler passage of the ignition mixer or the swirler passage of the main mixer.

[0140] The turbine engine according to any one of the preceding clauses further includes a controller for controlling the ignition mixer, the main mixer, and the fluid injection system.

[0141] The turbine engine according to any one of the foregoing clauses has a reduced fuel flow to the ignition mixer during the low-power operation.

[0142] The turbine engine according to any one of the preceding clauses has a higher fuel-air ratio than the lean fuel-air mixture.

[0143] The turbine engine according to any one of the preceding clauses, wherein the fluid supply unit originates from at least one of environmental capture, exhaust gas capture, a tank for storing the fluid, or a fluid supply unit from the aircraft.

[0144] According to any one of the preceding clauses, the turbine engine contains nitrogen oxides (NOx). x Emissions of non-volatile particulate matter (NVPM) are reduced throughout the high-power and low-power operations.

[0145] In any of the preceding clauses, the combustor of the turbine engine is a lean-burn combustor.

[0146] According to any one of the preceding clauses, in the turbine engine, the ignition mixer mixes the ignition fuel stream and a first portion of compressed air to produce the fuel-rich air mixture.

[0147] According to any one of the preceding clauses, in the turbine engine, the main mixer mixes the main fuel stream and a second portion of the compressed air to produce the lean fuel-air mixture.

[0148] According to any one of the preceding clauses, the controller controls the amount of the ignition fuel flow entering the ignition mixer and the amount of the first portion of the compressed air in the turbine engine.

[0149] According to any one of the preceding clauses, the controller controls the amount of the main fuel flow entering the main mixer and the amount of the second portion of compressed air in the turbine engine.

[0150] According to any one of the preceding clauses, the high-power operation of the turbine engine is greater than 85% of the maximum rated thrust at sea level static (SLS) of the turbine engine. According to any one of the preceding clauses, the medium-power operation of the turbine engine is between 30% and 85% of the maximum rated thrust at SLS of the turbine engine.

[0151] According to any one of the preceding clauses, the low-power operation of the turbine engine is less than 30% of the maximum engine rated thrust of the SLS of the turbine engine.

[0152] A fluid injection control system for a turbine engine includes a combustor, a fluid injection system in fluid communication with the combustor, and a controller. The combustor includes a fuel injector with a mixer assembly having an ignition mixer and a main mixer. The controller operates the ignition mixer and the main mixer during high-power operation of the turbine engine, controls the fluid injection system to inject fluid into the combustor during high-power operation, and controls the fluid injection system to shut off the fluid during low-power and medium-power operation of the turbine engine.

[0153] According to the fluid injection control system described in the foregoing clause, the controller shuts down the main mixer during the low-power operation of the turbine engine.

[0154] According to any one of the preceding clauses, the fluid injection control system, the controller operates the ignition mixer and the main mixer during the medium-power operation of the turbine engine.

[0155] According to any one of the preceding clauses, the operation of the ignition mixer includes the controller generating an ignition flame with a fuel-rich air mixture.

[0156] According to any one of the preceding clauses, the operation of the main mixer includes the controller generating a main flame with a lean fuel-air mixture.

[0157] According to any one of the preceding clauses, the fluid injection control system further controls the fuel splitting between the ignition mixer and the main mixer during high-power operation, while injecting the fluid into the burner to maintain the operating conditions of the combustion gases at predetermined operating conditions.

[0158] According to any one of the preceding clauses, the fluid injection control system further controls the compressed air split between the ignition mixer and the main mixer during high-power operation, while injecting the fluid into the burner to maintain the operating conditions of the combustion gases at predetermined operating conditions.

[0159] According to any one of the preceding clauses, the fluid injection control system further determines whether the turbine engine is operating at high power based on the operating conditions of the compressed air entering the mixer assembly.

[0160] The fluid injection control system according to any one of the preceding clauses further includes a fluid supply unit and a pump, the controller controlling the pump to pump the fluid from the fluid supply unit into the burner.

[0161] According to any one of the preceding clauses, the high-power operation of the fluid injection control system is during the takeoff or climb conditions of the turbine engine, the medium-power operation is during the cruise conditions of the turbine engine, and the low-power operation is during the engine start conditions, idling conditions, coasting conditions, or descent conditions of the turbine engine.

[0162] In any one of the preceding clauses, the fluid in the fluid jet control system is water or steam.

[0163] The fluid injection control system according to any one of the preceding clauses further includes the controller controlling the fluid injection system to inject the fluid upstream of the burner.

[0164] The burner according to any one of the preceding clauses further includes the controller controlling the fluid injection system to inject fluid upstream of the annular dome of the burner.

[0165] The fluid jet control system according to any one of the preceding clauses further includes the controller controlling the fluid jet system to jet fluid into the mixer assembly.

[0166] The fluid jet control system according to any one of the preceding clauses further includes the controller controlling the fluid jet system to jet fluid into the cyclone channel of the mixer assembly.

[0167] The fluid injection control system according to any one of the preceding clauses further includes a fluid injector for injecting the fluid into the burner.

[0168] According to any one of the preceding clauses, the fluid jet control system includes at least one of a spray bar or a manifold for spraying the fluid.

[0169] According to any one of the preceding clauses, the fluid injector is positioned to inject the fluid upstream of the annular dome of the burner.

[0170] According to any one of the preceding clauses, the fluid jet control system is located within the swirler channel of the ignition mixer or the swirler channel of the main mixer.

[0171] The fluid injection control system according to any one of the preceding clauses further includes the controller reducing the fuel flow to the ignition mixer during the low-power operation.

[0172] According to any one of the preceding clauses, the fluid injection control system has a higher fuel-air ratio than the lean fuel-air mixture.

[0173] According to any one of the preceding clauses, the fluid supply unit of the fluid injection control system originates from at least one of environmental capture, exhaust capture, a tank storing the fluid, or a fluid supply unit from the aircraft.

[0174] According to any one of the preceding clauses, the fluid injection control system injects the fluid during the high-power operation to reduce nitrogen oxides (NOx). x Emissions of non-volatile particulate matter (NVPM).

[0175] According to any one of the preceding clauses, in the fluid injection control system, during the low-power operation, the controller operates the ignition mixer to reduce the NO during the low-power operation. x Emissions and the aforementioned nvPM emissions.

[0176] According to any one of the preceding clauses, the fluid injection control system, the burner is a lean-burn burner.

[0177] The fluid injection control system according to any one of the preceding clauses further includes the controller mixing the ignition fuel stream and a first portion of compressed air in the ignition mixer to produce the fuel-rich air mixture.

[0178] The fluid injection control system according to any one of the preceding clauses further includes the controller mixing the main fuel stream and a second portion of the compressed air in the main mixer to produce the lean fuel-air mixture.

[0179] The fluid injection control system according to any one of the preceding clauses further includes the controller controlling the amount of the ignition fuel flow entering the ignition mixer and the amount of the first portion of compressed air.

[0180] The fluid injection control system according to any one of the preceding clauses further includes the controller controlling the amount of the main fuel flow entering the main mixer and the amount of the second portion of compressed air.

[0181] According to any one of the preceding clauses, the high-power operation of the fluid injection control system is greater than 85% of the maximum rated thrust of the turbine engine at sea level static (SLS).

[0182] According to any one of the preceding clauses, the fluid injection control system, the medium power operation is between 30% and 85% of the maximum engine rated thrust of the turbine engine's SLS.

[0183] According to any one of the preceding clauses, the low-power operation of the fluid injection control system is less than 30% of the maximum rated thrust of the SLS engine of the turbine engine.

[0184] While the foregoing description is directed to preferred embodiments of the present disclosure, other variations and modifications will be apparent to those skilled in the art and can be made without departing from the spirit or scope of the present disclosure. Furthermore, features described in connection with one embodiment of the present disclosure may be used in conjunction with other embodiments, even if not explicitly stated above.

Claims

1. A combustor for a turbine engine, characterized in that, The burner includes: A fuel injector having a mixer assembly with an ignition mixer and a main mixer, the fuel injector injecting fuel through the ignition mixer to generate an ignition fuel stream and injecting fuel through the main mixer to generate a main fuel stream; A fluid injection system, which is in fluid communication with the burner, injects cooling fluid into the burner. A controller, communicatively connected to the fuel injector and the fluid injection system, wherein the controller: The fuel injector is controlled to inject the ignition fuel stream through the ignition mixer and the main fuel stream through the main mixer during high-power operation of the turbine engine; During the high-power operation, the fluid injection system is controlled to inject the cooling fluid into the burner; and During the entire low-power operation and the entire medium-power operation of the turbine engine, the fluid injection system is controlled to shut off the cooling fluid entering the combustor. The low-power operation is less than 30% of the maximum rated thrust of the turbine engine, the medium-power operation is 30% to 85% of the maximum rated thrust of the turbine engine, and the high-power operation is more than 85% of the maximum rated thrust of the turbine engine.

2. The burner according to claim 1, characterized in that, The controller controls the fuel injector to shut off the main fuel flow through the main mixer during the low-power operation of the turbine engine.

3. The burner according to claim 1, characterized in that, The fluid injection system includes a fluid supply unit and a pump, and the controller controls the pump to pump the cooling fluid from the fluid supply unit into the burner.

4. The burner according to claim 1, characterized in that, The high-power operation is during the takeoff or climb conditions of the turbine engine, the medium-power operation is during the cruise conditions of the turbine engine, and the low-power operation is during the engine start conditions, idling conditions, taxiing conditions, or descent conditions of the turbine engine.

5. The burner according to claim 1, characterized in that, It further includes an igniter that ignites a rich fuel-air mixture from the ignition mixer to produce an ignition flame in the burner and ignites a lean fuel-air mixture from the main mixer to produce a main flame in the burner.

6. The burner according to claim 1, characterized in that, The system further includes one or more first sensors that sense operating conditions of compressed air entering the mixer assembly, and the controller controls the fuel injector to inject the ignition fuel stream through the ignition mixer and the main fuel stream through the main mixer based on the operating conditions of the compressed air.

7. The burner according to claim 6, characterized in that, The system further includes one or more second sensors that sense operating conditions of combustion gases leaving the burner, wherein the controller controls fuel splitting between the ignition mixer and the main mixer based on the operating conditions of the combustion gases.

8. The burner according to claim 6, characterized in that, The device further includes one or more second sensors that sense operating conditions of combustion gases leaving the burner, wherein the controller controls the compressed air split between the ignition mixer and the main mixer based on the operating conditions of the combustion gases.

9. A method of operating a burner according to claim 1, characterized in that, The method includes: The ignition mixer and main mixer of the combustor assembly operate during high-power operation of the turbine engine; Cooling fluid is injected into the burner during the high-power operation; and The cooling fluid is shut off during low-power operation and medium-power operation of the turbine engine.

10. The method according to claim 9, characterized in that, Operating the ignition mixer includes generating an ignition flame using a rich fuel-air mixture, and operating the main mixer includes generating a main flame using a lean fuel-air mixture.

11. The method according to claim 9, characterized in that, This further includes shutting down the main mixer and operating only the ignition mixer during the low-power operation of the turbine engine.

12. The method according to claim 9, characterized in that, It further includes controlling the fuel split between the ignition mixer and the main mixer during high-power operation, while injecting the cooling fluid into the burner to maintain the operating conditions of the combustion gases at predetermined operating conditions.

13. The method according to claim 9, characterized in that, The method further includes controlling the compressed air split between the ignition mixer and the main mixer during the high-power operation, while simultaneously injecting the cooling fluid into the burner to maintain the operating conditions of the combustion gases at predetermined operating conditions.

14. The method according to claim 9, characterized in that, This further includes determining whether the turbine engine is operating under the high-power operation based on the operating conditions of the compressed air entering the mixer assembly.

15. The method according to claim 9, characterized in that, Injecting the cooling fluid into the burner includes pumping the cooling fluid from the fluid supply unit into the burner.

16. A turbine engine, characterized in that, include: A burner comprising a fuel injector having a mixer assembly having an ignition mixer and a main mixer, the fuel injector injecting fuel through the ignition mixer to generate an ignition fuel stream and through the main mixer to generate a main fuel stream; A fluid injection system, which is in fluid communication with the burner, injects cooling fluid into the burner; as well as A controller, communicatively connected to the fuel injector and the fluid injection system, wherein the controller: The fuel injector is controlled to inject the ignition fuel stream through the ignition mixer and the main fuel stream through the main mixer during high-power operation of the turbine engine; During the high-power operation, the fluid injection system is controlled to inject the cooling fluid into the burner; and During the entire low-power operation and the entire medium-power operation of the turbine engine, the fluid injection system is controlled to shut off the cooling fluid entering the combustor. The low-power operation is less than 30% of the maximum rated thrust of the turbine engine, the medium-power operation is 30% to 85% of the maximum rated thrust of the turbine engine, and the high-power operation is more than 85% of the maximum rated thrust of the turbine engine.

17. The turbine engine according to claim 16, characterized in that, The controller controls the fuel injector to shut off the main fuel flow through the main mixer during the low-power operation of the turbine engine.

18. The turbine engine according to claim 16, characterized in that, The fluid injection system includes a fluid supply unit and a pump, and the controller controls the pump to pump the cooling fluid from the fluid supply unit into the burner.

19. The turbine engine according to claim 16, characterized in that, It further includes an igniter that ignites a rich fuel-air mixture from the ignition mixer to produce an ignition flame in the burner and ignites a lean fuel-air mixture from the main mixer to produce a main flame in the burner.

20. The turbine engine according to claim 16, characterized in that, The system further includes one or more first sensors that sense operating conditions of compressed air entering the mixer assembly, and the controller controls the fuel injector to inject the ignition fuel stream through the ignition mixer and the main fuel stream through the main mixer based on the operating conditions of the compressed air.

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