Gas turbine engine, fuel supply method, supply system and medium

Abstract

The present application provides a gas turbine engine, a fuel supply method, a system and a medium. The fuel supply method comprises: identifying that the gas turbine engine is in a steady state scenario, an acceleration scenario or a deceleration scenario, and the working condition of the gas turbine engine; for the steady state scenario, at a low working condition, fuel is entirely distributed to a pre-combustion stage, at a medium working condition, fuel is partially distributed to the pre-combustion stage and partially distributed to a main combustion stage, and at a large working condition, fuel is mostly distributed to the main combustion stage; for the acceleration scenario, when a combustor oil-gas ratio rises to a first threshold value, the main combustion stage is opened, so that fuel is partially distributed to the pre-combustion stage and partially distributed to the main combustion stage; for the deceleration scenario, before deceleration until an idle working condition, the main combustion stage is kept open, the proportion of fuel distributed to the pre-combustion stage is increased, and the proportion of fuel distributed to the main combustion stage is decreased, until the idle working condition, the main combustion stage is closed, and fuel is entirely distributed to the pre-combustion stage.

Description

TECHNICAL FIELD

[0001] The present application relates to a gas turbine engine, a fuel supply method, a supply system, and a medium. BACKGROUND

[0002] With the atmospheric environmental problems being paid more and more attention by the countries around the world, the pollutant emission requirements of the aero-engine are becoming more and more stringent. The market demand of the next generation of aero-engine products shows that the emission of nitrogen oxides (NOx) needs to be further reduced by about 15% to 30% than the current International Civil Aviation Organization (ICAO) standard CAEP8. The center-staged lean combustion chamber can effectively reduce the emission of NOx. The combustion chamber includes a pre-combustion stage and a main combustion stage, and the fuel nozzle inside the combustion chamber also includes a pre-combustion stage and a main combustion stage, each stage containing one or more oil paths. The engine control system will distribute the fuel into the pre-combustion stage and the main combustion stage of the fuel nozzle according to the set control logic in different operating conditions.

[0003] In the low operating conditions such as LTO slow speed, the fuel is distributed into the pre-combustion stage, which can improve the ignition performance and avoid lean-out extinction.

[0004] In the medium and high operating conditions such as LTO take-off, most of the fuel is distributed into the main combustion stage, which can improve the emission performance.

[0005] The above fuel distribution method can effectively balance the ignition, lean-out and emission performance of the engine in steady state operation, but when the engine enters the acceleration or emergency deceleration state, the oil-gas ratio in the combustion chamber is quite different from that in the steady state operation. When accelerating, the oil-gas ratio is significantly higher than that in the steady state, and the combustion chamber is prone to oscillatory combustion; when decelerating, the oil-gas ratio is significantly lower than that in the steady state, and the combustion chamber is prone to extinction, and since the fuel flow in the fuel nozzle is sharply reduced, but the metal wall of the nozzle is still high, if the main combustion stage is closed in a higher operating condition, it is easy to cause the coking of the residual fuel in the pipeline.

[0006] It is difficult to balance the steady state performance and the stable operation of acceleration and deceleration by using the above fuel distribution method, so in order to ensure the safe operation of the engine, some steady state performance needs to be sacrificed, resulting in poor emission. In addition, a set of fuel distribution control logic is used for acceleration and deceleration and steady state, and the main combustion stage is only opened in a fixed operating condition, which cannot avoid the low-frequency oscillatory combustion during acceleration in low operating conditions. SUMMARY

[0007] The purpose of the present application is to provide a fuel supply method.

[0008] Another purpose of the present application is to provide a fuel supply system.

[0009] Still another purpose of the present application is to provide a gas turbine engine.

[0010] Still another object of the present application is to provide a computer readable medium.

[0011] According to one aspect of the present application, a fuel supply method for a gas turbine engine, comprising: identifying that the gas turbine engine is in a steady state scenario, an acceleration scenario, or a deceleration scenario, and an operating condition of the gas turbine engine; for the steady state scenario, at a low operating condition, fuel is entirely distributed to a pre-combustion stage, at a medium operating condition, fuel is partially distributed to the pre-combustion stage and partially distributed to a main combustion stage, at a high operating condition, fuel is mostly distributed to the main combustion stage; for the acceleration scenario, when a combustor oil-gas ratio rises to a first threshold value, the main combustion stage is opened, so that fuel is partially distributed to the pre-combustion stage and partially distributed to the main combustion stage; for the deceleration scenario, before deceleration until an idle operating condition, the main combustion stage is kept open, a proportion of fuel distributed to the pre-combustion stage is increased, a proportion of fuel distributed to the main combustion stage is decreased, until the idle operating condition, the main combustion stage is closed, and fuel is entirely distributed to the pre-combustion stage.

[0012] The technical solution of the present application can take into account the engine performance in a steady state and the safe and stable operation in acceleration and deceleration by distributing fuel in different operating scenarios, and overcomes the difficulty in simultaneously taking into account the performance in a steady state and the stable operation in acceleration and deceleration in the prior art, so that in order to ensure the safe operation of the engine, some steady state performance is usually sacrificed, leading to poor emissions, and a set of fuel distribution control logic is used for acceleration and deceleration and a steady state, and the main combustion stage is only opened at a fixed operating condition, so that the defect of low frequency oscillation combustion during acceleration at a low operating condition cannot be avoided.

[0013] In one or more embodiments of the fuel supply method, for the steady state scenario, the low operating condition comprises ignition, idle, and approach operating conditions, the medium operating condition comprises operating conditions below cruising, and the high operating condition comprises cruising, climbing, and take-off operating conditions.

[0014] In one or more embodiments of the fuel supply method, for the acceleration scenario, during the process from low speed to high speed, the proportion of fuel distributed to the main combustion stage is increased, and when the proportion of fuel distributed to the main combustion stage reaches a second threshold value, the proportion of fuel distributed to the main combustion stage is no longer increased.

[0015] According to a second aspect of the present application, a computer readable medium having a computer program thereon, the program being executed by a processor to implement the steps of the fuel supply method according to the first aspect.

[0016] According to a third aspect of the present application, a fuel supply system of a gas turbine engine, comprising a fuel distributor, and further comprising: a memory for storing instructions executable by a processor; and the processor for executing the instructions and outputting a control signal to the fuel distributor to implement the fuel supply method according to the first aspect.

[0017] In one or more embodiments, the fuel supply system further comprises a display module for displaying the fuel distribution ratio outputted by the processor.

[0018] In one or more embodiments, the processor of the fuel supply system is integrated in a full authority digital engine controller.

[0019] A gas turbine engine according to a fourth aspect of the present application comprises a combustion chamber and a turbine downstream of the combustion chamber, the combustion chamber generating high temperature gas driving the turbine to output power, and a fuel supply system as described in the second aspect for supplying fuel to the combustion chamber. BRIEF DESCRIPTION OF DRAWINGS

[0020] The above mentioned and other features, properties and advantages of the application will become more apparent by referring to the following description in conjunction with the accompanying drawings, in which like reference notations are used to indicate identical, similar and / or corresponding components for the sake of clarity and explanation, it should be noted that these drawings are only meant to be exemplary and not according to a scale, and should not be used to construe the scope of the application, in which:

[0021] Figure 1 Structure diagram of a gas turbine engine according to an embodiment;

[0022] Figure 2 Structure diagram of a combustion chamber according to an embodiment;

[0023] Figure 3 Structure diagram of a fuel nozzle of a fuel supply system according to an embodiment;

[0024] Figure 4 Structure diagram of a fuel nozzle of a fuel supply system according to an embodiment from another perspective;

[0025] Figure 5 Structure diagram of a fuel supply system of a fuel supply system according to an embodiment;

[0026] Figure 6 Structure diagram of a fuel supply system of a fuel supply system according to another embodiment;

[0027] Figure 7 Flow diagram of a fuel supply method according to an embodiment.

[0028] Part of the reference signs:

[0029] 0 fan

[0030] 1 compressor

[0031] 2 combustion chamber

[0032] 3 turbine

[0033] 21 diffuser

[0034] 22 combustion chamber head

[0035] 23 flame tube

[0036] 24 combustion chamber casing

[0037] 25 fuel nozzle

[0038] 31 first oil inlet fitting

[0039] 32 second oil inlet fitting

[0040] 33 pre-combustion stage nozzle

[0041] 34 main combustion stage nozzle

[0042] 100 gas turbine engine

[0043] 101 fuel distributor

[0044] 200 fuel supply system

[0045] 201 memory

[0046] 202 processor

[0047] 203 display module. DETAILED DESCRIPTION

[0048] Reference will now be made in detail to various embodiments of the application, examples of which are illustrated in the accompanying drawings and described below. While the application will be described in conjunction with the exemplary embodiments, it will be understood that the application is not limited to the exemplary embodiments. On the contrary, the application is intended to cover alternatives, modifications, equivalents, and other embodiments, which can be included within the spirit and scope of the application as defined by the appended claims.

[0049] In the following description, the orientation or positional relationship indicated by "upstream", "downstream" or other orientation terms is based on the orientation or positional relationship shown in the drawings, only for the convenience of describing the application and simplifying the description, and does not indicate or imply that the device or component referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation of the application.

[0050] Meanwhile, specific terminology has been used in the present application for the purpose of providing a clear and concise description of the application. As used herein, "an embodiment" or "one embodiment" means, and is used synonymously herein with, "at least one embodiment" or "one or more embodiments," which refers to some but not necessarily all embodiments. As used herein, "exemplary" means "an example of." As used herein, "for example" means "serve(s) as an example, instance, or illustration, " and should not be interpreted as limiting.

[0051] At present, with the increasing requirement for the performance of the combustion chamber, it is necessary to further improve the fuel supply system.

[0052] The existing fuel distribution control method does not distinguish between engine steady state, acceleration and deceleration scenarios, and adopts a set of fuel distribution control logic. The inventors of the present application have found through in-depth research that the following problems exist:

[0053] 1. That at the same time, the performance of the steady state and the stable operation of the acceleration and deceleration are taken into account. In order to ensure the safe operation of the engine, some steady state performance is usually sacrificed, resulting in poor emissions;

[0054] 2. The main combustion stage is only opened at a fixed operating condition, and low-frequency oscillation combustion during acceleration at a low operating condition cannot be avoided;

[0055] 3. The main combustion stage is only closed at a fixed operating condition, and the main combustion stage is closed at a medium-high operating condition during deceleration, which is easy to cause the coking of residual fuel in the pipeline.

[0056] Based on the above considerations, the inventors have invented a fuel supply method through in-depth research, which can take into account the engine performance of the steady state and the safe and stable operation of the acceleration and deceleration by distributing fuel in different operating scenarios. It overcomes the defects that it is difficult to simultaneously consider the performance of the steady state and the stable operation of the acceleration and deceleration in the prior art, and in order to ensure the safe operation of the engine, some steady state performance is usually sacrificed, resulting in poor emissions, and a set of fuel distribution control logic is used for acceleration and steady state, and the main combustion stage is only opened at a fixed operating condition, and low-frequency oscillation combustion during acceleration at a low operating condition cannot be avoided.

[0057] Although the fuel supply system disclosed in the embodiments of the present application is suitable for aero-engines, it is not limited thereto and can also be applied to ground gas turbines and other scenarios.

[0058] As shown in Figure 1 , a gas turbine engine 100, such as a turbofan engine, includes a compressor 1, a combustion chamber 2, and a turbine 3, and other components, the compressor 1 compresses air, which is burned in the combustion chamber 2 to do work on the turbine 3, converting the chemical energy of the fuel into mechanical energy of the turbine, and the turbine discharges the gas and drives the fan 0 to generate thrust.

[0059] As shown in Figure 2As shown, in some embodiments, the combustion chamber 2 comprises a diffuser 21, a combustion chamber head 22, a flame tube 23, a combustion chamber casing 24, and fuel nozzles 25. The compressed airflow from the compressor 1 is decelerated and diffused by the diffuser 21 before entering the combustion chamber head 22 and flame tube 23, where it mixes with fuel injected by the fuel nozzles 25 and burns. The combustion chamber casing 24 surrounds the flame tube and is connected to the compressor 1 and turbine 3 before and after it passes through. In some embodiments, the combustion chamber heads 22 are uniformly arranged along the circumferential direction of the single-annular cavity structure of the combustion chamber 2; in some embodiments, the number of heads is 15 to 30. The combustion chamber heads 22 adopt a centrally graded structure. The number of fuel nozzles 25 is the same as the number of combustion chamber heads 22.

[0060] like Figure 3 The image shows a front view of the fuel nozzle 25 in the central staged combustion chamber. The combustion chamber described in this patent contains multiple such fuel nozzles, each with an identical structure. This nozzle is a central staged nozzle. The fuel nozzle 25 has a first fuel inlet connector 31 and a second fuel inlet connector 32. A first fuel line and a second fuel line are distributed from the fuel distributor 101. Fuel enters the fuel nozzle 25 through the first fuel inlet connector 31, passes through the first fuel line 310 to the pre-combustion stage nozzle 33, and then enters the fuel nozzle 25 through the second fuel inlet connector 32, passes through the second fuel line 320 to the main combustion stage nozzle 34.

[0061] like Figure 4 The diagram shows a side cross-sectional view of the fuel nozzle 25 in the central staged combustion chamber. The first fuel path enters the pre-combustion stage nozzle 33 of the fuel nozzle 25, which uses diffusion combustion to ensure atomization performance at low fuel volumes, thereby improving ignition performance and combustion efficiency under low operating conditions. The second fuel path enters the main combustion stage nozzle 34 of the fuel nozzle 25, which uses premixed combustion to reduce emissions.

[0062] like Figure 5 The diagram shows a fuel distribution control device. Fuel in the fuel tank of the gas turbine engine 100 is pumped to produce high-pressure fuel, which enters the fuel distributor 101. The engine electronic controller (EEC) identifies the engine's operating scenario, issues a command, and controls the distribution valve of the fuel distributor 101 to operate, supplying fuel according to the set ratio to the pre-combustion stage nozzle 33 through the first fuel line and to the main combustion stage nozzle 34 through the second fuel line.

[0063] The fuel distributor mentioned here, as the name suggests, is a device for distributing fuel. It can be implemented by components such as solenoid valves, electro-hydraulic servo valves, and linear displacement sensors. For example, it can be the fuel distributor disclosed in Chinese invention patent application document CN104696126A entitled "Fuel Distributor and Engine Applicable to the Fuel Distributor", but it is not limited to this.

[0064] like Figure 7A schematic diagram of a fuel distribution control method according to one or more embodiments is shown.

[0065] In some embodiments, the fuel supply method comprises:

[0066] S100. Identifying that the gas turbine engine is in a steady state scenario, an acceleration scenario, or a deceleration scenario, and an operating condition of the gas turbine engine; for example, the engine operating scenario can be identified by the EEC according to engine operating parameters, to determine whether the engine is in a steady state, an acceleration or a deceleration state.

[0067] S200. For the steady state scenario, at a low operating condition, fuel is entirely distributed to the pre-combustion stage, at a medium operating condition, fuel is partially distributed to the pre-combustion stage and partially distributed to the main combustion stage, and at a high operating condition, fuel is mostly distributed to the main combustion stage.

[0068] Specifically, for example, when the engine is in a steady state scenario, the EEC executes fuel distribution control logic 1, and issues instructions to make the fuel distributor work. The main logic of the fuel distribution control logic 1 is that, at a low operating condition such as ignition, idle, approach, etc., the fuel distributor 101 supplies all the fuel to the pre-combustion stage nozzle 33. The pre-combustion stage adopts diffusion combustion, and the nozzle flow rate is relatively small, which can improve the ignition performance and combustion efficiency, and avoid lean-out extinction. At a medium operating condition below cruise, the fuel distributor 101 opens the main combustion stage, and the fuel enters the pre-combustion stage nozzle 33 and the main combustion stage nozzle 34 respectively. At a cruise, climb, take-off operating condition, the fuel distributor distributes most of the fuel into the main combustion stage, which can improve the emission performance and improve the combustion efficiency.

[0069] S300. For the acceleration scenario, when the combustor oil-gas ratio rises to a first threshold value, the main combustion stage is opened, so that the fuel is partially distributed to the pre-combustion stage and partially distributed to the main combustion stage.

[0070] Specifically, for example, when the engine is in an acceleration scenario, the combustor oil-gas ratio is high, the EEC executes fuel distribution control logic 2, and issues instructions to make the fuel distributor 101 work. The main logic of the fuel distribution control logic 2 is that, for example, in the acceleration process from idle to take-off, when the combustor oil-gas ratio rises to a first threshold value, the main combustion stage is opened, which can avoid low-frequency oscillation combustion caused by local over-rich of the pre-combustion stage. During the acceleration process, the EEC controls the proportion of fuel distributed to the main combustion stage nozzle by the fuel distributor according to the combustor oil-gas ratio, for example, when the proportion of fuel distributed to the main combustion stage reaches a second threshold value, the proportion of fuel distributed to the main combustion stage is no longer increased, which avoids high-frequency oscillation combustion caused by excessive distribution of the main combustion stage.

[0071] S400. For the deceleration scenario, before decelerating to the idle speed, the main combustion stage is kept open, the proportion of fuel distributed to the pre-combustion stage is increased, and the proportion of fuel distributed to the main combustion stage is decreased, until the idle speed, the main combustion stage is closed, and all fuel is distributed to the pre-combustion stage.

[0072] Specifically, for example, when the engine is in the deceleration scenario, the oil-gas ratio of the combustion chamber is low, the EEC executes the fuel distribution control logic 3 to instruct the fuel distributor to work, and the main logic of the fuel distribution control logic 3 is as follows: during deceleration, in order to prevent the pre-combustion stage from being lean-out, the EEC controls the fuel distributor to reduce the proportion of fuel distributed to the main combustion stage and increase the proportion of fuel distributed to the pre-combustion stage, and in order to prevent the fuel in the main combustion stage from coking, the main combustion stage is kept open during deceleration to make the fuel flow in the nozzle to take away heat; when decelerating to the idle speed, the metal temperature of the fuel nozzle is relatively low, and the fuel distributor closes the main combustion stage.

[0073] According to another aspect of the present case, the present case also provides a computer readable medium. The above computer readable medium provided by the present disclosure has computer instructions thereon. When the computer instructions are executed by a processor, the steps performed by the program in the fuel supply method as introduced in the above embodiments can be implemented.

[0074] Reference Figure 6 As shown, in some embodiments, the diagnostic system 200 includes a memory 201 for storing instructions executable by a processor, and a processor 202 for executing the instructions to implement the steps performed by the program in the fuel supply method of the gas turbine engine as introduced in the above embodiments.

[0075] In addition, the diagnostic system 200 can also include a display module 203 for displaying the diagnostic results obtained by the processor 202, so that the test operator of the gas turbine engine can know the fuel distribution proportion in time, or the aircraft operator can provide the fuel distribution proportion to the aircraft operator, so as to help the aircraft operator to pay attention to the operation information of the engine in time. The display module 203 can have various forms of expression, for example, on the aircraft, the display module 203 can be an instrument panel or a display screen, or even a head-up display (HUD) of the pilot's helmet, and on the ground, the display module 203 can be a computer screen, a mobile terminal screen, etc. of the test operator.

[0076] It can be understood that the processor 202 in the foregoing embodiments, such as a system on chip (SOC), a microcontroller, a microprocessor (for example, a single-chip microcomputer), a reduced instruction set computer (RISC), an application-specific integrated circuit (ASIC), a programmable logic device (PLD) such as a programmable logic array (PLA), a programmable logic array (FPGA), or the like.

[0077] (SOC), a microcontroller, a microprocessor (for example, a single-chip microcomputer), a reduced instruction set computer (RISC), an application-specific integrated circuit (ASIC), a programmable logic device (PLD) such as a programmable logic array (PLA), a programmable logic array (FPGA), or the like.

[0078] The processor 202 can be a combination of one or more of a Reduced Instruction Set Computer (RISC), an Application-Specific Integrated Circuit (ASIC), an Application-Specific Instruction-Set Processor (ASIP), a Central Processing Unit (CPU), a Graphics Processing Unit (GPU), a Physics Processing Unit (PPU), a microcontroller unit, a Digital Signal Processor (DSP), a Field-Programmable Gate Array (FPGA), an Advanced RISC Machine (ARM), a Programmable Logic Device (PLD), any circuit or processor capable of executing one or more functions, etc. For example, in an aircraft, the processor 202 can be integrated into a Full Authority Digital Engine Control (FADEC), further improving the integration of the diagnostic system.

[0079] In summary, the gas turbine engine, fuel supply method, supply system and computer readable medium introduced in the above embodiments have the beneficial effects including but not limited to: by distributing fuel according to different operating scenarios, the engine performance in steady state and the safe and stable operation in acceleration and deceleration can be considered, which overcomes the difficulty in simultaneously considering the performance in steady state and the stable operation in acceleration and deceleration in the prior art, so as to ensure the safe operation of the engine, usually at the expense of some steady state performance, resulting in poor emissions, and a set of fuel distribution control logic is used for acceleration and deceleration and steady state, and the main combustion stage is only started at a fixed operating condition, which cannot avoid the defect of low-frequency oscillation combustion during low-speed acceleration.

[0080] The steps of a method described in connection with the embodiments disclosed herein can be embodied directly in hardware, in a software module executed by a processor, or in a combination of the two. A software module can reside in RAM memory, flash memory, ROM memory, EPROM memory, EEPROM memory, registers, hard disk, a removable disk, a CD-ROM, or any other form of storage medium known in the art. An example storage medium is coupled to the processor such that the processor can read information from, and write information to, the storage medium. In the alternative, the storage medium can be integral to the processor. The processor and the storage medium can reside in an ASIC. The ASIC can reside in a user terminal. In the alternative, the processor and the storage medium can reside as discrete components in a user terminal.

[0081] In one or more exemplary embodiments, the functions described can be implemented in hardware, software, firmware, or any combination thereof. If implemented in software as a computer program product, the functions can be stored on or transmitted over as one or more instructions or code on a computer-readable medium. Computer-readable media includes both computer storage media and communication media including any medium that facilitates transfer of a computer program from one place to another. A storage media can be any available media that can be accessed by a computer. By way of example, and not limitation, such computer-readable media can comprise RAM, ROM, EEPROM, CD-ROM or other optical disk storage, magnetic disk storage or other magnetic storage devices, or any other medium that can be used to carry or store desired program code in the form of instructions or data structures and that can be accessed by a computer. Also, any connection is properly termed a computer-readable medium. For example, if the software is transmitted from a website, server, or other remote source using a coaxial cable, fiber optic cable, twisted pair, digital subscriber line (DSL), or wireless technologies such as infrared, radio, and microwave, then the coaxial cable, fiber optic cable, twisted pair, DSL, or wireless technologies such as infrared, radio, and microwave are included in the definition of medium. Disk and disc, as used herein, includes compact disc (CD), laser disc, optical disc, digital versatile disc (DVD), floppy disk and Blu-ray® disc where disks usually reproduce data magnetically, while discs reproduce data optically with lasers. Combinations of the above should also be included within the scope of computer-readable media.

[0082]

[0083] The application disclosed above with preferred embodiments is not intended to limit the application, any person skilled in the art can make possible changes and modifications without departing from the spirit and scope of the application. Therefore, any modification, equivalent change and modification of the above embodiments according to the technical essence of the application, which does not deviate from the technical solution of the application, falls within the protection scope defined by the claims of the application.​

Claims

1. A method of fuel supply for a gas turbine engine (100), characterized by, The method comprises: identifying that the gas turbine engine is in a steady state scenario, an acceleration scenario, or a deceleration scenario, and a working condition of the gas turbine engine; for the steady state scenario, in a low working condition, fuel is entirely distributed to a pre-combustion stage, in a medium working condition, fuel is partially distributed to the pre-combustion stage and partially distributed to a main combustion stage, in a high working condition, fuel is mostly distributed to the main combustion stage; for the acceleration scenario, when a combustor oil-gas ratio rises to a first threshold value, the main combustion stage is opened, so that fuel is partially distributed to the pre-combustion stage and partially distributed to the main combustion stage; for the deceleration scenario, before deceleration to an idle working condition, the main combustion stage is kept open, a proportion of fuel distributed to the pre-combustion stage is increased, and a proportion of fuel distributed to the main combustion stage is decreased, until the idle working condition, the main combustion stage is closed, and fuel is entirely distributed to the pre-combustion stage.

2. The fuel supply method according to claim 1, characterized by, for the steady state scenario, the low working condition comprises an ignition, an idle, and an approach working condition, the medium working condition comprises a working condition below cruising, and the high working condition comprises a cruising, a climbing, and a take-off working condition.

3. The fuel supply method according to claim 1, characterized by, for the acceleration scenario, in a process from a low speed to a high speed, a proportion of fuel distributed to the main combustion stage is increased, and when the proportion of fuel distributed to the main combustion stage reaches a second threshold value, the proportion of fuel distributed to the main combustion stage is no longer increased.

4. A readable medium having a computer program thereon, characterized in that, The program is executed by the processor to implement the steps of the fuel supply method according to any one of claims 1-3.

5. A fuel supply system (200) for a gas turbine engine characterized by, The fuel supply system (200) comprises a fuel distributor (101), and further comprises: a memory (201) for storing instructions executable by the processor; a processor (202) for executing the instructions and outputting a control signal to the fuel distributor (101) to implement the fuel supply method according to any one of claims 1-3.

6. The fuel supply system (200) according to claim 5, characterized by The fuel supply system (200) further comprises a display module (203) for displaying a fuel distribution proportion output by the processor (202).

7. The fuel supply system (200) according to claim 5, characterized by The processor (202) of the fuel supply system (200) is integrated in a full authority digital engine control (FADEC).

8. A gas turbine engine (100) characterized by, The fuel supply system (200) according to any one of claims 5-7 is used for supplying fuel to the combustor (2).

9. The gas turbine engine (100) of claim 8, characterized by The combustor (2) comprises a plurality of combustor heads (22) uniformly arranged along a circumferential direction of a single-ring cavity structure of the combustor (2).

10. The gas turbine engine (100) of claim 8, characterized in that, The combustor (2) further comprises a plurality of fuel nozzles (25), each of which comprises: a first oil passage part comprising a first oil inlet joint (31), fuel entering the fuel nozzle (25) from the first oil inlet joint (31) and passing through a first oil passage (310) to a pre-combustion stage nozzle (33); a second oil passage part comprising a second oil inlet joint (32), fuel entering the fuel nozzle (25) from the second oil inlet joint (32) and passing through a second oil passage (320) to a main combustion stage nozzle (34); The fuel is distributed to the first fuel inlet joint (31) by the fuel distributor (101) according to the distribution ratio output by the processor (202), or the first fuel inlet joint (31) and the second fuel inlet joint (32).

11. The gas turbine engine (100) of claim 10, characterized by The plurality of combustion chamber heads (22) are center-staged structures, and the number of fuel nozzles (25) is the same as the number of combustion chamber heads (22).

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