Turbine engine comprising a steam system

Abstract

The turbine engine includes a compressor section for providing a compressed air flow, a fuel system for providing a primary combustor fuel supply, and a secondary combustor fuel supply. A primary combustor downstream of the compressor section combusts the compressed airflow and a primary combustor fuel supply to produce a primary combustion product. A turbine section downstream of the primary combustor includes a turbine and a secondary combustor that further combusts the primary combustion product and fuel from the secondary combustor fuel supply. The steam system provides a steam supply to the secondary combustor. The secondary combustor further combusts the primary combustion product and the secondary combustor fuel supply to produce a secondary combustion product, and the turbine section is rotated by the secondary combustor steam supply and the inter-turbine combustion product.

Description

Technical Field

[0001] The present disclosure generally relates to turbine engines including steam systems. Background Art

[0002] A turbine engine generally comprises a fan and a core section arranged in flow communication with each other. A combustor is arranged in the core section to generate combustion gases for driving a turbine in the core section of the turbine engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0003] The foregoing and other features and advantages will be apparent from the following more particular description of various exemplary embodiments as illustrated in the accompanying drawings, wherein like reference numbers generally indicate identical, functionally similar, and / or structurally similar elements.

[0004] Figure 1 is a schematic cross-sectional view of a turbine engine having a steam system according to an embodiment of the present disclosure, taken along a longitudinal centerline axis of the turbine engine.

[0005] Figure 2 is a schematic diagram of a portion of a turbine engine according to an embodiment of the present disclosure, including a steam system, a fuel system, and a control system.

[0006] Figure 3 is a schematic diagram of a portion of a turbine engine according to an embodiment of the present disclosure, including a steam system, a fuel system, and a control system.

[0007] Figure 4 is a schematic diagram of a portion of a turbine engine according to an embodiment of the present disclosure, including a steam system, a fuel system, and a control system.

[0008] Figure 5 is a schematic cross-sectional view of a turbine section of a turbine engine according to an embodiment of the present disclosure, taken along a longitudinal centerline axis of the turbine engine, the turbine section including a steam system and a fuel system.

[0009] Figure 6 is a schematic diagram of a tangential radial flow combustor according to an embodiment of the present disclosure.

[0010] Figure 7 is a schematic diagram of a trapped vortex cavity combustor according to an embodiment of the present disclosure. DETAILED DESCRIPTION

[0011] Features, advantages and embodiments of the present disclosure are set forth or apparent by considering the following detailed description, drawings and claims.In addition, the following detailed description is exemplary and is intended to provide further explanation without limiting the scope of the present disclosure as claimed.

[0012] Various embodiments are discussed in detail below. Although specific embodiments are discussed, this is for illustrative purposes only. Those skilled in the relevant art will recognize that other components and configurations may be used without departing from the spirit and scope of the present disclosure.

[0013] As used herein, the terms “first,” “second,” “third,” and “fourth” may be used interchangeably to distinguish one component from another, and are not intended to indicate the position or importance of each component.

[0014] The terms "upstream" and "downstream" refer to relative directions relative to the flow of a fluid in a fluid path. For example, "upstream" refers to the direction from which the fluid is flowing, while "downstream" refers to the direction toward which the fluid is flowing.

[0015] The terms "front" and "rear" refer to relative positions within a turbine engine or vehicle and refer to the normal operating attitude of the turbine engine or vehicle. For example, for a turbine engine, front refers to a position closer to the engine inlet, while rear refers to a position closer to the engine nozzle or exhaust.

[0016] Unless otherwise specified herein, the terms "coupled," "fixed," "attached," and the like refer to both direct coupling, fixing, or attachment as well as indirect coupling, fixing, or attachment via one or more intermediate components or features.

[0017] As used herein, the terms "low," "medium" (or "medium level"), and "high," or their respective comparative degrees (e.g., "lower" and "higher," where applicable), when used with a compressor, turbine, shaft, fan, or turbine engine component, refer to relative pressures, relative speeds, relative temperatures, and / or relative power outputs within an engine, unless otherwise specified. For example, a "low power" setting defines an engine configured to operate at a power output lower than a "high power" setting for the engine, while a "medium level power" setting defines an engine configured to operate at a power output higher than the "low power" setting and lower than the "high power" setting. The terms "low," "medium" (or "medium level"), or "high" in the above terms may additionally or alternatively be understood as relative to a minimum allowable speed, pressure, or temperature, or relative to a minimum or maximum allowable speed, pressure, or temperature for normal, desired, steady state, etc., operation of the engine.

[0018] The various power levels of the turbine engines detailed herein are defined as percentages of the sea level static (SLS) maximum engine rated thrust. Low power operation includes, for example, less than thirty percent (30%) of the SLS maximum engine rated thrust of the turbine engine. Medium level power operation includes, for example, thirty percent (30%) to eighty-five percent (85%) of the SLS maximum engine rated thrust of the turbine engine. High power operation includes, for example, greater than eighty-five percent (85%) of the SLS maximum engine rated thrust of the turbine engine. The thrust values ​​of the low power operation, medium level power operation, and high power operation of the turbine engine are exemplary only, and other thrust values ​​can be used to define low power operation, medium level power operation, and high power operation.

[0019] Here and throughout the specification and claims, range limitations are combinable and interchangeable. Unless the context or language indicates otherwise, such ranges are definite and include all subranges contained therein. For example, all ranges disclosed herein include the endpoints, and the endpoints can be independently combined with each other.

[0020] The singular forms "a," "an," and "the" include plural referents unless the context clearly dictates otherwise.

[0021] As used herein, the terms "axial" and "axially" refer to directions and orientations extending substantially parallel to the centerline of the turbine engine. Additionally, the terms "radial" and "radially" refer to directions and orientations extending substantially perpendicular to the centerline of the turbine engine. Additionally, as used herein, the terms "circumferential" and "circumferentially" refer to directions and orientations extending in an arc around the centerline of the turbine engine.

[0022] The term "combustion products" refers to all products exiting a combustor in a turbine engine, including all effluent products such as, but not limited to, gaseous products resulting from the combustion chemical reaction, such as O2, N2, CO2, CO, NO x , water vapor, soot, unconsumed fuel in fuel-rich combustion conditions, or unburned air in fuel-lean combustion conditions.

[0023] In order to minimize fuel consumption and CO2 emissions, turbine engines use high bypass ratios and high total pressure ratios. As a result, turbine engines have higher operating pressures and temperatures, which in turn produce more pollutant emissions, including nitrogen oxides (NO x ) emissions. Additional emissions from turbine engines used in aircraft include water vapor, which condenses as it leaves the turbine engine, forming condensation trails, also known as contrails. The creation of contrails can be undesirable.

[0024] Therefore, the present disclosure provides a turbine engine having one or more secondary combustors for introducing fuel and steam therein. The one or more secondary combustors may employ a reheat cycle to reduce the overall maximum temperature of the turbine engine, thereby reducing NO x The one or more secondary combustors of the present disclosure may include an inter-turbine combustor, an inter-stage combustor, or both an inter-turbine combustor and an inter-stage combustor.

[0025] Injecting steam at one or more secondary burners can reduce the operating temperature of the turbine engine, thereby further reducing pollutant emissions. In addition, injecting steam will increase the mass flow rate, thereby increasing thrust. In addition to reducing pollutants, lower engine temperatures can also improve the durability of the engine by reducing the damage caused by high-temperature gases flowing through various engine components (including, for example, burner liners and high-pressure turbines and low-pressure turbines). Injecting steam at one or more secondary burners can allow the steam addition in the main burner to be reduced to improve combustion flameout or blowout. Blowout is defined as a state in which the burner can no longer maintain combustion. Steam can be introduced into one or more secondary burners at any ratio from zero (no steam) to the blowout point. The preferred steam ratio in one or more secondary burners can be 0.1 to 0.5 of the steam-to-fuel ratio.

[0026] The present disclosure also includes injecting fuel into one or more secondary burners. In the event of steam loss to one or more secondary burners, injecting fuel into the primary burner or one or more secondary burners, or both, can help maintain engine operation by changing the amount of fuel and therefore the heat added to the engine. In some examples, the amount of steam injected is 0.1 to 0.5 of the steam to fuel ratio.

[0027] Now referring to the accompanying drawings, Figure 1 is a schematic cross-sectional view of a turbine engine 10 including a steam system 92 according to an embodiment of the present disclosure, the cross-sectional view being taken along a longitudinal centerline axis 12 (provided for reference) of the turbine engine 10. Figure 1 As shown, the turbine engine 10 has an axial direction A (extending parallel to the longitudinal centerline axis 12 ) and a radial direction R perpendicular to the axial direction A. Generally, the turbine engine 10 includes a fan section 14 and a core turbine engine 16 located downstream of the fan section 14 .

[0028] The core turbine engine 16 includes a casing 18 that is generally tubular and defines an annular core inlet 20. Figure 1As schematically shown in FIG. 1 , the casing 18 surrounds a compressor section 21 in series flow relationship, the compressor section 21 including a supercharger or low pressure compressor (LPC) 22 followed immediately downstream by a high pressure compressor (HPC) 24; a primary combustor 26; a turbine section 27 including a high pressure turbine (HPT) 28 followed immediately downstream by a low pressure turbine (LPT) 30; and one or more core exhaust nozzles 32. A high pressure (HP) shaft 34 or spool drivingly connects the HPT 28 to the HPC 24 so that the HPT 28 and the HPC 24 rotate synchronously. The HPT 28 is drivingly coupled to the HP shaft 34 so that the HP shaft 34 rotates when the HPT 28 rotates. A low pressure (LP) shaft 36 drivingly connects the LPT 30 to the LPC 22 so that the LPT 30 and the LPC 22 rotate synchronously. The LPT 30 is drivingly coupled to the LP shaft 36 so that the LP shaft 36 rotates when the LPT 30 rotates. The compressor section 21 , the primary combustor 26 , the turbine section 27 , and one or more core exhaust nozzles 32 collectively define a core air flow path 33 .

[0029] for Figure 1 In the embodiment shown in FIG. 1 , fan section 14 includes a fan 38 (eg, a variable pitch fan) having a plurality of fan blades 40 coupled to a disk 42 in a spaced-apart manner. Figure 1 As shown, fan blades 40 extend outwardly from disk 42 generally in radial direction R. Each fan blade 40 is capable of rotating about pitch axis P relative to disk 42 because fan blade 40 is operably coupled to actuator 44, which is configured to change the pitch of fan blade 40 in unison. Fan blade 40, disk 42, and actuator 44 together are capable of rotating about longitudinal centerline axis 12 via fan shaft 45, which is driven by LP shaft 36 across power gearbox (also referred to as gearbox assembly 46). Gearbox assembly 46 is Figure 1 The gearbox assembly 46 includes a plurality of gears for adjusting the rotational speed of the fan shaft 45 , thereby adjusting the rotational speed of the fan 38 relative to the LP shaft 36 .

[0030] Still refer to Figure 1In an exemplary embodiment of the present invention, the disk 42 is covered by a rotatable fan hub 48 having an aerodynamic profile to facilitate airflow through the plurality of fan blades 40. In addition, the fan section 14 includes an annular fan casing or nacelle 50 that circumferentially surrounds the fan 38, at least a portion of the core turbine engine 16, or both. The nacelle 50 is supported relative to the core turbine engine 16 by a plurality of circumferentially spaced outlet guide vanes 52. In addition, a downstream section 54 of the nacelle 50 extends over an outer portion of the core turbine engine 16 to define a bypass airflow passage 56 therebetween. One or more core exhaust nozzles 32 may extend through the nacelle 50 and be formed therein. In this example, the one or more core exhaust nozzles 32 include one or more discrete nozzles that are spaced apart in a circumferential direction around the nacelle 50. The one or more core exhaust nozzles 32 may also be arranged in other ways, including, for example, a single core exhaust nozzle that is annular or partially annular around the nacelle 50.

[0031] During operation of the turbine engine 10, a certain amount of air 58 enters the turbine engine 10 through the inlet 60 of the nacelle 50 or the fan section 14. When the certain amount of air 58 passes through the fan blades 40, a first portion 62 of the air (also referred to as bypass air 62) is directed or routed into the bypass airflow passage 56, while a second portion 64 of the core air (also referred to as core air 64) is directed or routed into the upstream section of the core air flow path 33, or more specifically, into the annular core inlet 20. The ratio between the first portion 62 of air and the second portion 64 of core air is referred to as the bypass ratio. In some embodiments, the bypass ratio can be greater than 18:1, which can be achieved by the steam system 92, as further described below. The pressure of the core air 64 is increased by the LPC 22, thereby producing compressed air 65, which is directed through the HPC 24 and further compressed, and then directed to the primary combustor 26, in which the compressed air 65 is mixed with the fuel 67 and combusted to produce the primary combustion product 66, also referred to as the primary combustion gas 66.

[0032] The LPC 22, the HPC 24, or both the LPC 22 and the HPC 24 may include one or more stages, wherein each subsequent stage further compresses the compressed air 65. The HPC 24 may have a compression ratio greater than 20:1, preferably in the range of 20:1 to 40:1. The compression ratio is the ratio of the pressure of the last stage of the HPC 24 to the pressure of the first stage of the HPC 24. Compression ratios greater than 20:1 can be achieved by the steam system 92, as described in further detail below.

[0033] The primary combustion products 66 are directed into and expanded through the HPT 28, wherein a portion of heat or kinetic energy from the primary combustion products 66 is extracted via successive stages of HPT stator vanes 68 coupled to the casing 18 and a plurality of HPT rotor blades 70 coupled to the HP shaft 34, thereby rotating the HP shaft 34 to support operation of the HPC 24. The primary combustion products 66 are then directed into and expanded through the LPT 30. Here, a second portion of heat or kinetic energy is extracted from the primary combustion products 66 via successive stages of LPT stator vanes 72 coupled to the casing 18 and a plurality of LPT rotor blades 74 coupled to the LP shaft 36, thereby rotating the LP shaft 36 to support operation of the LPC 22 and rotation of the fan 38 via the gearbox assembly 46. The HPT 28, the LPT 30, or both the HPT 28 and the LPT 30 may have one or more stages. The compression ratio of the HPC 24 is in the range of 20:1 to 40:1, which results in a pressure expansion ratio of the HPT 28 in the range of 1.5:1 to 4:1, and a pressure expansion ratio of the LPT 30 in the range of 4.5:1 to 28:1.

[0034] The primary combustion products 66 are then directed through one or more core exhaust nozzles 32 of the core turbine engine 16 to provide propulsive thrust. While the core air 64 flows through the core air flow path 33, the bypass air 62 is directed through the bypass airflow passage 56 and then discharged from the fan bypass nozzle 76 of the turbine engine 10, also providing propulsive thrust. The primary combustor 26, the HPT 28, the LPT 30, and the one or more core exhaust nozzles 32 at least partially define a hot gas path 78 for directing the primary combustion products 66 through the core turbine engine 16.

[0035] As described above, the compressed air 65 (i.e., core air 64) is mixed with the fuel 67 in the primary combustor 26 to produce a fuel and air mixture, and burns to produce a primary combustion product 66 (i.e., combustion product). The fuel 67 may include any type of fuel for a turbine engine, such as sustainable aviation fuel (SAF), including biofuel, JetA or other hydrocarbon fuels. The fuel 67 may also be a hydrogen-based fuel (H2), which may include a mixture with a hydrocarbon fuel. In some embodiments, the hydrogen fuel may include substantially pure hydrogen molecules (i.e., diatomic hydrogen). The fuel 67 may be a cryogenic fuel. For example, in an example with hydrogen fuel, the hydrogen fuel may be stored in a liquid phase at low temperatures.

[0036] Turbine engine 10 includes a fuel system 80 for providing fuel 67 to primary combustor 26. Fuel system 80 includes a fuel tank 82 for storing fuel 67 therein, a fuel manifold 90, and a primary combustor fuel supply 84. Fuel tank 82 may be located on an aircraft (not shown) to which turbine engine 10 is attached. Figure 1 8, but the fuel system 80 may include any number of fuel tanks 82. A fuel manifold 90 distributes the flow of fuel 67 from the fuel tank 82 to the primary burner 26. A primary burner fuel supply 84 provides the fuel 67 from the fuel manifold 90 to the primary burner 26. The primary burner fuel supply 84 includes one or more lines, conduits, pipes, tubes, etc. configured to deliver the fuel 67 from the fuel tank 82 to the primary burner 26. The primary burner fuel supply 84 also includes a pump 86 to direct the fuel 67 to flow through the primary burner fuel supply 84 to the primary burner 26. In this way, the pump 86 causes the fuel 67 to flow from the fuel tank 82, through the primary burner fuel supply 84, and into the primary burner 26. Alternatively, the pump 86 may be integrated into the fuel manifold 90. The fuel system 80, and more specifically, the fuel tank 82 and the primary burner fuel supply 84, may serve as a fuel source for the primary burner 26 together or individually.

[0037] In some embodiments, for example, when the fuel 67 is a hydrogen fuel, the fuel system 80 includes one or more vaporizers 88 (indicated as optional in dashed lines) and a fuel manifold 90 in fluid communication with the primary burner fuel supply 84. In such an example, the hydrogen fuel is stored in the fuel tank 82 as a liquid hydrogen fuel. One or more vaporizers 88 heat the liquid hydrogen fuel. One or more vaporizers 88 may be located in the flow path of the fuel 67 between the fuel tank 82 and the fuel manifold 90, and may be located downstream of the pump 86. Alternatively, the vaporizer may be incorporated into the structure of the fuel manifold 90. One or more vaporizers 88 are thermally connected to at least one heat source (e.g., waste heat from the turbine engine 10 and / or from one or more systems (not shown) of the aircraft). One or more vaporizers 88 heat the liquid hydrogen fuel, and the liquid hydrogen fuel is converted into gaseous hydrogen fuel in one or more vaporizers 88. The primary burner fuel supply 84 guides the gaseous hydrogen fuel to the primary burner 26.

[0038] In some embodiments, for example, a fuel manifold 90 is located downstream of one or more vaporizers 88 and pump 86. The fuel manifold 90 receives hydrogen fuel that is substantially completely in a gas phase or substantially completely in a supercritical phase. The fuel manifold 90 provides a fuel flow to the primary burner 26 in a desired manner. More specifically, the fuel manifold 90 provides a desired volume of hydrogen fuel at, for example, a desired flow rate to one or more fuel injectors, which inject the hydrogen fuel into the primary burner 26. The fuel system 80 may include additional components for supplying the fuel 67 from the fuel tank 82 to the primary burner 26, such as additional pumps, valves, fuel lines, etc.

[0039] Turbine engine 10 includes a steam system 92. Steam system 92 provides steam to components of turbine engine 10 in order to improve or optimize one or more parameters of engine performance.

[0040] although Figure 1 Not shown, turbine engine 10 may include a control system, such as will be described in greater detail below.

[0041] Figure 1 The turbine engine 10 shown in is only by way of 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 also be supported using any other suitable fan frame configuration. In addition, 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 the present disclosure may be incorporated into any other suitable turbine engine, such as a turbofan engine, a propeller fan engine, and / or a turboprop engine.

[0042] Figure 2 A schematic partial view of a turbine engine 100 is shown. The turbine engine 100 and the Figure 1 The turbine engine 10 described is basically similar, but with the addition of a secondary combustor 194, also referred to herein as an inter-turbine combustor 194. Therefore, the same reference numerals will be used for components of the turbine engine 100 that are the same or similar to the components of the above-described turbine engine 10. The above description of these components also applies to the present embodiment, and a detailed description of these components is omitted here.

[0043] Turbine engine 100 includes secondary combustor 194, steam system 200, fuel system 300, and control system 400. Figure 2 In the turbine engine 100 , the secondary combustor 194 is an inter-turbine combustor 194 , also referred to as an inter-turbine combustor (ITB) 194 .

[0044] To support combustion in turbine engine 100 , fuel system 300 includes a fuel supply 302 , a fuel manifold 304 , a primary combustor fuel supply 306 , and a secondary combustor fuel supply 308 . Figure 2 The secondary combustor fuel supply 308 is the inter-turbine combustor fuel supply 308. The primary combustor fuel supply 306 provides fuel from the fuel supply 302 to the primary combustor 26, while the inter-turbine combustor fuel supply 308 provides fuel from the fuel supply 302 to the inter-turbine combustor 194. The fuel manifold 304 distributes the fuel flow from the fuel supply 302 between the primary combustor fuel supply 306 and the inter-turbine combustor fuel supply 308. The fuel supply 302, the fuel manifold 304, or both may include the components discussed previously, such as a fuel tank, a pump, a vaporizer, or a combination thereof.

[0045] Steam system 200 includes a steam supply 202 , a steam manifold 204 , a primary burner steam supply 206 , and a secondary burner steam supply 208 . Figure 2 The secondary combustor steam supply 208 in FIG. 2 is the inter-turbine combustor steam supply 208. The primary combustor steam supply 206 provides steam from the steam supply 202 to the primary combustor 26, while the inter-turbine combustor steam supply 208 provides steam from the steam supply 202 to the inter-turbine combustor 194. The steam manifold 204 distributes the steam flow received from the steam supply 202 between the primary combustor steam supply 206 and the inter-turbine combustor steam supply 208.

[0046] The steam supply 202 provides steam to the steam system 200 from one or more sources, such as, but not limited to, a condensing waste heat recovery system, an onboard water supply, an onboard steam supply, or other suitable supply of liquid water, gaseous water, or a combination thereof. The steam supply 202 provides steam to a steam manifold 204, which distributes steam flow between the primary combustor 26 and the inter-turbine combustor 194 via a primary combustor steam supply 206 and an inter-turbine combustor steam supply 208, respectively.

[0047] In some examples, a turbine engine having a primary combustor 26 and an inter-turbine combustor 194 may alternatively have an inter-turbine combustor steam supply 208 without a primary combustor steam supply 206. In this case, the inter-turbine combustor steam supply 208 provides the benefit of increasing the energy at and downstream of the inter-turbine combustor steam supply 208 and reducing the temperature at or near the outlet of the inter-turbine combustor 194.

[0048] As previously described, air is progressively compressed through the LPC 22 and HPC 24 of the turbine engine 100 and then flows to the primary combustor 26 where it is mixed with fuel from the primary combustor fuel supply 306 and steam from the primary combustor steam supply 206. The steam, fuel, and air mixture is combusted to produce primary combustion products 66. The primary combustion products 66 flow into the HPT 28 where the HPT 28 extracts heat or kinetic energy from the primary combustion products 66 to support rotation of the HP shaft 34 and the HPC 24.

[0049] At the outlet of the HPT 28, the temperature of the primary combustion products 66 is relatively low relative to the temperature at the outlet of the primary combustor 26. After the HPT 28, the primary combustion products 66 flow into the inter-turbine combustor 194. In the inter-turbine combustor 194, the primary combustion products 66 are mixed with fuel from the inter-turbine combustor fuel supply 308 and steam from the inter-turbine combustor steam supply 208. The temperature of the mixture of the primary combustion products 66, steam, and fuel is lower than the temperature of the primary combustion products 66 alone. The mixture is combusted in the inter-turbine combustor 194 to produce secondary combustion products 167, also referred to herein as inter-turbine combustion products 167. The inter-turbine combustion products 167 flow into the LPT 30, where the LPT 30 extracts a portion of the thermal energy, kinetic energy, or both thermal energy and kinetic energy from the inter-turbine combustion products 167. The flow of the inter-turbine combustion products 167 through the LPT 30 assists in the rotation of the LPT 30, the LPC 22, and the LP shaft 36. After the LPT 30, the inter-turbine combustion products 167 are restored as Figure 1 The flow path.

[0050] In addition to the primary combustion process of the primary combustor 26, the inter-turbine combustor 194 provides a secondary combustion process. This secondary combustion process is also called a reheat cycle. The total combustion is divided into a plurality of separate combustion processes by carrying out a portion of the total combustion in the primary combustor 26 and the inter-turbine combustor 194, respectively, wherein an intermediate temperature reduction of the primary combustion products 66 occurs by energy extraction in the first turbine (in this case, the HPT 28, which is located between the primary combustor 26 and the inter-turbine combustor 194).

[0051] This split combustion can reduce the maximum temperature at the primary combustor 26 relative to a turbine engine of substantially similar capacity without a secondary combustor (e.g., the inter-turbine combustor 194). The lower maximum temperature can be used to increase the durability of the turbine engine 100, extend the life of the turbine engine 100, extend the life of components in the turbine engine 100 that are susceptible to high temperatures, or any combination thereof. Examples of components that are susceptible to high temperatures can include surfaces and components of the primary combustor 26, surfaces and components of the HPT 28, or both. The surface can be, for example, but not limited to, an inner surface, a liner, a surface coating, etc. The component can include, for example, but not limited to, a bearing. Additionally or alternatively, the lower maximum temperature of the primary combustor can be used to reduce pollutants, such as nitrogen oxides.

[0052] The maximum temperature of the inter-turbine combustion products 167 occurs at or near the outlet of the inter-turbine combustor 194. As previously described, the HPT 28 reduces the temperature of the primary combustion products 66 prior to combustion in the inter-turbine combustor 194. This results in a reduction in the overall maximum temperature of the turbine engine 100, including a reduction in the temperature of the fluid flowing through the turbine engine 100, which may occur at or near the outlet of the primary combustor 26, at or near the outlet of the inter-turbine combustor 194, or both, relative to a turbine engine of substantially similar capacity without a secondary combustor (e.g., the inter-turbine combustor 194).

[0053] Figure 2 The control system 400 includes a controller 402 that is communicatively and operably coupled to the fuel system 300, the steam system 200, the primary combustor 26, and the secondary combustor 194. For example, the controller 402 may send, receive, or simultaneously send and receive a primary combustor data signal 406 from the primary combustor 26, a secondary combustor data signal 408 (also referred to herein as an inter-turbine combustor data signal 408) from the secondary combustor 194, a fuel manifold control signal 412 to the fuel system 300, and a steam manifold control signal 414 to the steam system 200. The controller 402 relies on the primary combustor data signal 406 and the inter-turbine combustor data signal 408 to determine an appropriate fuel manifold control signal 412 and to determine an appropriate steam manifold control signal 414. The primary combustor data signal 406 and the inter-turbine combustor data signal 408 may provide information about the operating status of the primary combustor 26 and the inter-turbine combustor 194, respectively.

[0054] Such signals may include temperature, pressure, mass flow rate, moisture content, NO xThe controller 402 may include information related to emissions, measurable values ​​related to the performance of the turbine engine 100, or measurable values ​​related to the state of the turbine engine at a measurement location within the turbine engine 100, or a combination thereof. Although not shown, the signal may reflect data collected from other locations in the turbine engine 100, such as directly behind the primary combustor 26 or directly behind the HPT 28, to provide an indirect measurement of the state or condition of the primary combustor 26 or the secondary combustor 194. For example, the primary combustor data signal 406 may include temperature data obtained within the primary combustor 26. The temperature information may allow the fuel system 300, the steam system 200, the combustor, or a combination thereof to be controlled to ensure that the temperature remains within a predetermined range or below a high temperature threshold. The controller 402 may process the signals received from the primary combustor data signal 406, the inter-turbine combustor data signal 408, or both to determine appropriate fuel manifold control signals 412 and steam manifold control signals 414 to be sent to the fuel manifold 304 and the steam manifold 204, respectively. The appropriate fuel manifold control signal 412 and the appropriate steam manifold control signal 414 may depend on operating conditions of turbine engine 100 and information (eg, data signals) collected from the combustors, as described in greater detail below.

[0055] Controller 402 may be an engine controller. Controller 402 is configured to operate various aspects of turbine engine 100, including fuel system 300, steam system 200, primary burner 26, and secondary burner 194 in the embodiments discussed herein. Controller 402 may be a full authority digital engine control (FADEC). In this embodiment, controller 402 is a computing device having one or more processors 404 and one or more memories 405. Processor 404 may be any suitable processing device, including, but not limited to, a microprocessor, a microcontroller, an integrated circuit, a logic device, a programmable logic controller (PLC), an application specific integrated circuit (ASIC), and / or a field programmable gate array (FPGA). Memory 405 may include one or more computer-readable media, including, but not limited to, non-transient computer-readable media, computer-readable non-volatile media (e.g., flash memory), RAM, ROM, hard disk drives, flash drives, and / or other storage devices.

[0056] Memory 405 can store information accessible to processor 404, including computer-readable instructions executable by processor 404. Instructions can be any set of instructions or sequence of instructions that, when executed by processor 404, cause processor 404 and controller 402 to perform operations. In some embodiments, instructions can be executed by processor 404 to cause processor 404 to complete any operations and functions configured by controller 402, as described herein. Instructions can be software written in any suitable programming language or can be implemented in hardware. Additionally or alternatively, instructions can be executed in logical and / or virtual independent threads on processor 404. Memory 405 can also store data accessible to processor 404. Memory 405 can apply certain rules or control logic to control the distribution of fuel and steam. These rules may apply to engine power, emission targets, engine safety parameters, engine efficiency, or any other relevant measurable output.

[0057] The technology discussed herein relates to computer-based systems and actions taken by computer-based systems, as well as information sent to and from computer-based systems. Those of ordinary skill in the art will recognize that the inherent flexibility of computer-based systems allows for various possible configurations, combinations, and division of tasks and functions between and among components. For example, the processes discussed herein can be implemented using a single computing device or multiple computing devices working in combination. Databases, memories, instructions, and applications can be implemented on a single system or distributed on multiple systems. Distributed components can run sequentially or in parallel.

[0058] The control system 400 allows the turbine engine 100 to be controlled during different power requirements and operating requirements during different operating phases. For example, when the turbine engine 100 is included in an aircraft, different flight phases have different thrust requirements for the turbine engine 100. Therefore, the primary burner 26 and the inter-turbine burner 194 can be independently activated by the control system 400 according to the turbine engine input control parameters. Such turbine engine input control parameters may include turbine engine thrust, temperature at a certain location in the turbine engine, temperature of the turbine engine exhaust, pressure at a certain location in the turbine engine, fuel consumption rate, exhaust moisture content, or steam consumption rate. This allows the combustion amount of the turbine engine 100 and the resulting total thrust to be adjusted to provide greater thrust or less thrust at a specific flight phase. For example, during the takeoff phase, the control system 400 may supply fuel from the fuel system 300 and steam from the steam system 200 to the primary burner 26 and the inter-turbine burner 194 so that the two burners operate at full capacity or close to full capacity, thereby generating maximum thrust from the turbine engine 100. In another example, during the descent phase, the control system may reduce or eliminate fuel, steam, or fuel and steam supplied to the primary combustor 26, the inter-turbine combustor 194, or both. Reducing or eliminating fuel reduces the overall thrust of the turbine engine 100. During intermediate phases of flight (e.g., level flight or cruise), the control system may adjust the fuel, steam, or fuel and steam to the primary combustor 26, the inter-turbine combustor 194, or both to a level between the takeoff level and the descent level to achieve the appropriate amount of thrust to maintain altitude and speed.

[0059] Thus, the present disclosure provides for adjusting the distribution of steam through the steam manifold 204 to the primary combustor steam supply 206 and the secondary combustor steam supply 208, which may allow for manipulation of the effect of the steam on the turbine engine 100. Thus, the present disclosure provides for adjusting the distribution of fuel from the fuel manifold 304 to the primary combustor fuel supply 306 and the inter-turbine combustor fuel supply 308, and thus the distribution of fuel to the primary combustor 26 and the inter-turbine combustor 194, respectively. Thus, the control system 400 controls the distribution of steam from the steam manifold 204 to the primary combustor 26 and the inter-turbine combustor 194 and the distribution of fuel from the fuel manifold 304 to the primary combustor 26 and the inter-turbine combustor 194.

[0060] As previously described, the introduction of steam into the primary combustor 26 increases the mass flow rate of the primary combustion products 66, resulting in a net increase in energy introduced into the HPT 28. Thus, the introduction of steam (e.g., from the primary combustor steam supply 206) into the primary combustor 26 increases the net power output of the HPT 28. This net increase in energy, and the resulting net increase in power produced by the HPT 28, may allow for an overall smaller turbine engine 100 relative to turbine engines of substantially similar power capacity, or a larger capacity turbine engine 100 relative to a turbine engine of substantially similar size without the primary combustor steam supply 206.

[0061] Additionally, introducing steam into the primary combustor 26 may be used to cool the primary combustion products 66, thereby cooling elements of the primary combustor 26 and reducing the maximum temperature at or near the exit of the primary combustor 26 (beyond the already reduced temperature that occurs by moving some combustion to the inter-turbine combustor 194). As previously described, reducing the primary combustor 26 maximum temperature may reduce emissions, increase the durability of the turbine engine 100, or both.

[0062] The introduction of steam into the inter-turbine combustor 194 increases the mass flow rate of the inter-turbine combustion products 167 flowing through the LPT 30 and reduces the maximum temperature in the inter-turbine combustor 194. Increasing the mass flow rate of the inter-turbine combustion products 167 results in a net increase in energy introduced into the LPT 30, thereby increasing the net power output of the LPT 30. This net increase in energy, and the resulting net increase in power produced by the LPT 30, can allow for an overall smaller turbine engine 100 relative to a turbine engine of substantially similar power capacity, or a larger capacity turbine engine 100 relative to a turbine engine of substantially similar size without the inter-turbine combustor 194 having the inter-turbine combustor steam supply 208. Reducing the maximum temperature in the inter-turbine combustor 194 further reduces NO x emissions, and reduces the risk of temperature-induced degradation of the inter-turbine combustor 194 , LPT 30 , and other downstream components.

[0063] Thus, a turbine engine 100 having a primary combustor 26 and an inter-turbine combustor 194, each combustor having a steam introduction and a fuel introduction, allows the control system 400 to independently allocate and apportion each of the fuel and steam as needed to optimize various output parameters of the turbine engine 100 according to the operating conditions of the turbine engine 100.

[0064] review Figure 2In the control system 400 of FIG. 4 , the fuel manifold control signal 412 provides input data to the fuel manifold 304 to distribute the amount, rate, or amount and rate of fuel flowing from the fuel supply 302 to the primary combustor fuel supply 306 and the inter-turbine combustor fuel supply 308. Therefore, the fuel manifold control signal 412 can provide input data to valves, pumps, or other components of the fuel manifold 304, thereby allowing the amount or rate of flow through the primary combustor fuel supply 306 and the inter-turbine combustor fuel supply 308 to be controlled. Similarly, the steam manifold control signal 414 provides input data to the steam manifold 204 to distribute the amount, rate, or amount and rate of steam flowing from the steam supply 202 to the primary combustor steam supply 206 and the inter-turbine combustor steam supply 208. Therefore, the steam manifold control signal 414 can provide input data to valves, pumps, or other components of the steam manifold 204, thereby allowing the amount or rate of flow through the primary combustor steam supply 206 and the inter-turbine combustor steam supply 208 to be controlled. Additionally, depending on the operating requirements of turbine engine 100 , the supply of fuel, steam, or both fuel and steam from fuel manifold 304 and steam manifold 204 , respectively, to one or both of primary combustor 26 or inter-turbine combustor 194 may be completely shut off, as described above.

[0065] In some examples, the steam supply 202 may be limited or the steam supply 202 may be eliminated. This may be referred to as a limited steam condition and may occur when less steam is generated in the heat recovery system than is required for the power setting, when there is a limited or limited steam source capacity, or when the steam supply is unavailable. In such a condition of limited steam supply 202, if the temperature at certain locations of the turbine engine 100 approaches a high temperature threshold (measured by one or more sensors provided within the turbine engine 100), the controller 402 may allocate additional steam from the limited steam supply 202 to the relevant locations, such as the primary combustor 26 or the inter-turbine combustor 194, to avoid degradation of engine components due to high temperatures. Reallocating steam may reduce overall engine performance, such as total thrust, or may increase emissions in favor of a higher priority to protect the overall safety of the turbine engine 100. In this example, the limited steam supply 202 condition may cause the controller 402 to provide sufficient steam from the primary combustor steam supply 206 to keep the maximum temperature of the primary combustor 26 or the HPT 28 (as shown by the primary combustor data signal 406) below a predetermined temperature threshold. The controller 402 issues a signal via the steam manifold control signal 414 to allocate sufficient steam to the primary combustor 26 in preference to other locations to address the high temperature condition via an increased primary combustor steam supply 206. After allocating sufficient steam to the primary combustor 26, there may not be sufficient available steam supply 202 remaining to support the inter-turbine combustor 194. In this case, the inter-turbine combustor steam supply 208 must be reduced due to the limited total steam supply 202, so the controller 402 may reduce the inter-turbine combustor fuel supply 308 in relation to the available remaining steam supply 202 of the inter-turbine combustor steam supply 208 so as not to exceed the high temperature threshold of the inter-turbine combustor 194 or the LPT 30. Similar control functions may occur in the event of a high temperature condition occurring in the inter-turbine combustor 194.

[0066] Additionally or alternatively, the distribution of the steam supply 202 may be optimized to minimize NO x emissions, minimize overall fuel consumption, or both. If the steam supply 202 includes extracting water vapor from the exhaust flow of the turbine engine 100, the resulting reduction in water vapor in the exhaust can reduce the generation of wakes. Therefore, increasing the steam flow can reduce the generation of wakes.

[0067] In some examples, the control system 400 may prioritize providing steam, fuel, or both steam and fuel to the primary combustor 26 or the inter-turbine combustor 194 relative to the other. For example, a given amount of steam introduced at the primary combustor 26 may have a greater net effect on the overall thrust of the turbine engine 100 than the same amount of steam introduced at the inter-turbine combustor 194. During a phase of flight such as takeoff, when maximum thrust is required and the available steam supply 202 is limited, the controller may prioritize providing steam from the steam supply 202 to the primary combustor 26 without causing a blowout of the primary combustor 26 to achieve the maximum thrust benefit while allocating a relatively small amount of steam or allocating the remaining available steam to the inter-turbine combustor 194.

[0068] In some examples, there may be an excess steam condition where the steam supply 202 is greater than the total amount of steam that the controller 402 determines to allocate to the primary combustor 26 and the inter-turbine combustor 194, or greater than the total amount of steam that the combustor can accommodate. For example, an idle condition, a descent phase, a cruise phase, precipitation, or an overly humid environment may cause an excess steam condition. This occurs when the amount of steam generated exceeds the amount of steam required to operate the primary combustor 26 and the inter-turbine combustor 194 under the current operating conditions. In this case, the controller 402 allocates a predetermined amount of steam to the primary combustor steam supply 206 and the inter-turbine combustor steam supply 208. The predetermined amount of steam is limited by the amount that each combustor can safely accommodate without causing blowout to avoid a total energy loss or thrust loss. In this case, when the steam supply 202 is greater than the amount that can be accommodated, the additional steam will be exhausted from the turbine engine 100 without passing through the combustor. The above is exemplary, and the control system 400 can selectively and independently control each of the fuel and steam to the primary combustor 26 and the secondary combustor 194 based on signals received from the combustors (e.g., from sensors or from the primary combustor data signal 406 and the inter-turbine combustor data signal 408), based on the operating conditions of the turbine engine 100, based on the expected operating conditions of the turbine engine 100, or any combination thereof.

[0069] Figure 3 A schematic partial view of a turbine engine 500 is shown. The turbine engine 500 is shown with respect to Figure 2 The turbine engine 100 described is substantially similar, except for the orientation of the secondary combustor, as described below. Therefore, for the components of the turbine engine 500 that are the same or similar to the components of the turbine engine 100 and the turbine engine 10 described above, the same reference numerals will be used. The above description of these components also applies to the present embodiment, and a detailed description of these components is omitted here.

[0070] The turbine engine 500 includes a fuel system 700, a steam system 600, and a control system 800. The turbine engine 500 includes a primary combustor 26, a secondary combustor 596, and a tertiary combustor 598. The secondary combustor 596 may be a high pressure turbine (HPT) interstage combustor 596, and the tertiary combustor 598 may be a low pressure turbine (LPT) interstage combustor 598. Although both the HPT interstage combustor 596 and the LPT interstage combustor 598 are depicted in the figure, only one (HPT interstage combustor 596 or LPT interstage combustor 598) may be provided.

[0071] In the turbine engine 500, both the HPT 28 and the LPT 30 are multi-stage turbines, as described above. The HPT interstage burner 596 is disposed between consecutive stages of the HPT 28. That is, the HPT interstage burner 596 is disposed between the HPT first stage 527 of the HPT 28 and the HPT second stage 529 of the HPT 28, wherein the HPT first stage 527 and the HPT second stage 529 are adjacent and have no intermediate stages. The LPT interstage burner 598 is disposed between the stages of the LPT 30. That is, the LPT interstage burner 598 is disposed between the LPT first stage 531 of the LPT 30 and the LPT second stage 533 of the LPT 30, wherein the LPT first stage 531 and the LPT second stage 533 are adjacent and have no intermediate stages.

[0072] Steam system 600 includes steam supply 202, steam manifold 204, and primary combustor steam supply 206, as described with respect to Figure 2 The steam system 600 also includes a secondary combustor steam supply 608 (also referred to herein as an HPT interstage combustor steam supply 608 ) and a tertiary combustor steam supply 610 (also referred to herein as an LPT interstage combustor steam supply 610 ).

[0073] The fuel system 700 includes a fuel supply 302, a fuel manifold 304, and a primary combustor fuel supply 306, as described with reference to FIG. Figure 2 The fuel system 700 also includes a secondary combustor fuel supply 708 (also referred to herein as an HPT interstage combustor fuel supply 708 ) and a tertiary combustor fuel supply 710 (also referred to herein as an LPT interstage combustor fuel supply 710 ).

[0074] The control system 800 is substantially the same as the control system 400, except that the control system 800 includes a secondary burner data signal 808 between the controller 402 and the HPT interstage burner 596 and a tertiary burner data signal 810 between the controller 402 and the LPT interstage burner 598 instead of the interturbine burner data signal 408. The secondary burner data signal 808 (also referred to herein as the HPT interstage burner data signal 808) and the tertiary burner data signal 810 (also referred to herein as the LPT interstage burner data signal 810) are similar to the control system 400 described above. Figure 2 The data signals described are basically the same, except that Figure 3 The data signals provide data from the HPT interstage combustor 596 and the LPT interstage combustor 598, respectively.

[0075] Operation and Related Information of Turbine Engine 500 Figure 2 The operation of the described turbine engine 100 is essentially the same.

[0076] As described above, the primary combustion products 66 flow into the HPT 28. More specifically, the primary combustion products 66 flow into the HPT first stage 527, where heat or kinetic energy is extracted from the primary combustion products 66, thereby facilitating the rotation of the HP shaft 34 and the HPC 24. After leaving the HPT first stage 527, the primary combustion products 66 enter the HPT interstage combustor 596 and mix with fuel (from the HPT interstage combustor fuel supply 708) and steam (from the HPT interstage combustor steam supply 608). The mixture is combusted to produce secondary interstage combustion products 568 (also referred to herein as HPT interstage combustion products 568), which flow into the HPT second stage 529. At or near the HPT interstage combustor 596, the HPT interstage combustor steam supply 608 introduces steam. The HPT second stage 529 extracts a portion of the heat or kinetic energy from the HPT interstage combustion products 568, additionally facilitating the rotation of the HP shaft 34 and the HPC 24. The HPT interstage combustion products 568 flow from the HPT 28 and flow into the LPT first stage 531 to further extract heat or kinetic energy to support the rotation of the LP shaft 36 and the LPC 22. After leaving the LPT first stage 531, the HPT interstage combustion products 568 flow into the LPT interstage combustor 598 before flowing into the LPT second stage 533. The HPT interstage combustion products 568 are mixed with fuel (from the LPT interstage combustor fuel supply 710) and steam (from the LPT interstage combustor steam supply 610), and the mixture is combusted to produce LPT interstage combustion products 570. The LPT interstage combustion products 570 then flow through the LPT second stage 533, where further heat or kinetic energy is extracted to additionally support the rotation of the LP shaft 36 and the LPC 22.

[0077] By performing a portion of the total combustion in the primary combustor 26, a portion of the combustion in the HPT interstage combustor 596, and a portion of the combustion in the LPT interstage combustor 598, the total combustion is divided into a plurality of separate combustion processes, thereby reducing the maximum temperature at the primary combustor 26 relative to a turbine engine of substantially similar capacity having a single combustor. The maximum temperature of the HPT interstage combustion products 568 occurs at or near the exit of the HPT interstage combustor 596, while the maximum temperature of the LPT interstage combustion products 570 occurs at or near the exit of the LPT interstage combustor 598. As previously described, reducing the temperature of the primary combustion products 66 passing through the HPT first stage 527 prior to combustion in the HPT interstage combustor 596 and reducing the temperature of the HPT interstage combustion products 568 prior to combustion in the LPT interstage combustor 598 reduces the overall maximum temperature of the turbine engine 500, which may occur at or near the exit of the primary combustor 26, the HPT interstage combustor 596, or the LPT interstage combustor 598, relative to a turbine engine of substantially similar capacity having a single combustor. As a result, the turbine engine 500 increases mass flow rate and reduces temperature, as described with respect to the turbine engine 100. Likewise, the control system 800 may control steam flow and fuel flow to each of the HPT interstage combustor 596 and the LPT interstage combustor 598, as described with respect to the control system 400 of the turbine engine 100.

[0078] Although a single interstage combustor is shown in both the HPT 28 and the LPT 30, more or fewer interstage combustors may be provided. For example, there may be two or more interstage combustors in the HPT 28 or the LPT 30 or both. In another example, only one of the HPT 28 or the LPT 30 may have one or more interstage combustors. Thus, any number or combination that may be advantageous for the size, shape, layout, manufacture, operation, or performance of the engine may be provided. In addition, a turbine engine having one, three, or any other number of turbines may similarly employ any number of interstage combustors. The total number of interstage combustors available for each turbine of the turbine engine is equal to one less than the number of stages present in the turbine.

[0079] Figure 4 A schematic partial view of a turbine engine 900 is shown. The turbine engine 900 is shown with respect to Figure 3The turbine engine 500 described is substantially similar except that the fuel and steam flows are introduced into each combustor in a different manner, as described below. Therefore, the same reference numerals will be used for components of the turbine engine 900 that are the same as or similar to the components of the turbine engine 500, turbine engine 100, and turbine engine 10 described above. The description of these components described above also applies to the present embodiment, and a detailed description of these components is omitted here. Similarly, the operation of the turbine engine 900 is similar to that described with respect to Figure 3 The operation of the described turbine engine 500 is essentially the same.

[0080] Figure 4 The fuel flow from the fuel manifold 304 and the steam flow from the steam manifold 204 are shown mixed before entering the combustor. For example, the primary combustor fuel supply 306 and the primary combustor steam supply 206 are combined in the primary combustor fuel and steam supply 906 and introduced into the primary combustor 26 as a combined fuel-steam flow. The HPT interstage combustor fuel supply 708 and the HPT interstage combustor steam supply 608 are combined in the HPT interstage combustor fuel and steam supply 908 (also referred to herein as the secondary interstage combustor fuel and steam supply 908) and introduced into the HPT interstage combustor 596. The LPT interstage combustor fuel supply 710 and the LPT interstage combustor steam supply 610 are combined in the LPT interstage combustor fuel and steam supply 910 (also referred to herein as the tertiary interstage combustor fuel and steam supply 910) and introduced into the LPT interstage combustor 598.

[0081] As described above, connecting the fuel and steam supplies can enhance the mixing of the fuel and steam before being introduced into the primary combustor 26, the HPT interstage combustor 596, and the LPT interstage combustor 598, respectively. The enhanced mixing can make the fuel burn more evenly, can prevent partial blowout, or both. Additionally or alternatively, such a connection can make full use of the limited space within the turbine engine 900.

[0082] Although described for each combustor, the fuel and steam connections may be partial or complete. In other words, one or more fuel and steam supplies for the primary combustor 26, the HPT interstage combustor 596, or the LPT interstage combustor 598 may have a connected fuel and steam supply, while one or more may not have a connected fuel and steam supply.

[0083] Figures 2 to 4 The examples shown in are exemplary and various features therein may be combined in the examples. Figure 3 In the example shown, however, the turbine engine 100 ( Figure 2)'s fuel supply and steam supply may optionally be connected to the primary combustor fuel supply 306 and primary combustor steam supply 206 of the primary combustor 26, to the inter-turbine combustor fuel supply 308 and inter-turbine combustor steam supply 208, or to both.

[0084] Figure 5 A multi-stage turbine 1000 is shown, which may be either or both of the HHPT 28 or the LPT 30, having Figure 4 The interstage burner. Figure 4 Either or both of the HPT interstage combustor 596 or LPT interstage combustor 598 may include multiple different interstage combustors between multiple stages of the turbine, as described in more detail below. Multistage turbine 1000 includes rotor blades 1028 and stator vanes 1030 corresponding to the stages of multistage turbine 1000 . Figure 5 The exemplary multi-stage turbine 1000 has four stages. However, more or fewer stages may be provided. The multi-stage turbine 1000 may include one or more interstage combustors, such as a first interstage combustor 1012, a second interstage combustor 1014, and a third interstage combustor 1016. Although three interstage combustors are illustrated and described, more or fewer interstage combustors may be provided. For example, an n-stage turbine may include up to n-1 interstage combustors. Although illustrated as being located between the first, second, and third stages of the multi-stage turbine 1000, one or more interstage combustors may be omitted, or the interstage combustors may start at the second or third stage of the multi-stage turbine 1000, and so on, or both.

[0085] The first interstage combustor 1012 , the second interstage combustor 1014 , and the third interstage combustor 1016 may be disposed between consecutive rotor blades of consecutive stages, between consecutive stator vanes of consecutive stages, or between rotor blades of one of the consecutive stages and stator vanes of another of the consecutive stages.

[0086] The first interstage burner 1012 receives the first combustion product 1066 from the upstream of the first interstage burner 1012. Figure 3 ) in the example after, the first combustion product 1066 is the primary combustion product 66 ( Figure 3 In an example where the multi-stage turbine 1000 is located after another turbine, such as an example where the multi-stage turbine 1000 is the LPT 30, the first combustion product 1066 is the secondary interstage combustion product 568 ( Figure 3). The first interstage combustor 1012 receives the first combustion product 1066, the first interstage combustor fuel supply 1006 from the fuel manifold 1004, and the first interstage combustor steam supply 1022 from the steam manifold 1020, which are mixed and combusted in the first interstage combustor 1012 to produce the first interstage combustion product 1068. The second interstage combustor 1014 receives the first interstage combustion product 1068 from the first interstage combustor 1012, the second interstage combustor fuel supply 1008 from the fuel manifold 1004, and the second interstage combustor steam supply 1024 from the steam manifold 1020, which are mixed and combusted in the second interstage combustor 1014 to produce the second interstage combustion product 1070.

[0087] Third interstage combustor 1016 receives second interstage combustion products 1070 from second interstage combustor 1014 , third interstage combustor fuel supply 1010 from fuel manifold 1004 , and third interstage combustor steam supply 1026 from steam manifold 1020 , which are then combusted in third interstage combustor 1016 to produce third interstage combustion products 1072 .

[0088] The fuel manifold 1004 and the steam manifold 1020 may be included in respective fuel systems and steam systems, as previously described. Thus, the fuel manifold 1004 may provide fuel from the fuel supply 1002 , and the steam manifold 1020 may provide steam from the steam supply 1018 .

[0089] Operation and Related Information of Multi-stage Turbine 1000 Figures 1 to 4 The turbine described above is substantially the same as described above. In a multi-stage turbine 1000 having multiple interstage burners, the interstage burners may be located in consecutive or non-consecutive stages of the turbine. In other words, a three-stage turbine may employ interstage burners in the first, second, and third stages, or may employ burners at the first and third stages, or may employ interstage burners and interstage burner steam supply in any other combination, which may be beneficial to the size, shape, layout, manufacture, operation, or performance of the engine. This is merely exemplary, and other interstage burner arrangements may be envisioned. In some examples, a multi-stage turbine 1000 may employ multiple interstage burners, but may employ steam supply for only a portion of the interstage burners.

[0090] In some examples, a turbine engine may also employ an inter-turbine combustor (e.g., Figure 2 inter-turbine combustor 194) and one or more inter-stage combustors (e.g., Figures 3 to 5 The interstage combustor described in ), as described herein, and supplies steam to one or more inter-turbine combustors or interstage combustors.

[0091] Figure 6 and Figure 7 An exemplary combustor is shown that can be used as a primary combustor, one or more inter-turbine combustors, one or more inter-stage combustors, or a combination thereof, as described with respect to Figures 1 to 5 described.

[0092] For example, Figure 6 A tangential-radial inflow (TRI) combustor 1100 is shown. The TRI combustor 1100 may be a primary combustor, an inter-turbine combustor, or an inter-stage combustor. The TRI combustor 1100 generally defines an axial direction A extending along an axial centerline 1102, a radial direction R, and a circumferential direction C (i.e., a direction extending about the axial direction A). The axial centerline 1102 may be aligned with a centerline of a turbine engine (e.g., Figure 1 The longitudinal centerline axis 12 of the turbine engine 10 is aligned.

[0093] The TRI combustor 1100 includes an inner combustion liner 1104 and an outer combustion liner 1106. The inner combustion liner 1104 and the outer combustion liner 1106 define a combustion chamber 1108 having a combustor outlet 1110. The TRI combustor 1100 includes an inlet assembly 1112 that directs an airflow 1114 (e.g., compressed air) from a compressor section (in the case of a primary combustor) or an upstream turbine or upstream turbine stage (in the case of an inter-turbine combustor or an inter-stage combustor) of a turbine engine into the combustion chamber 1108. The inlet assembly 1112 directs the airflow 1114 in a manner that causes the airflow 1114 to have a desired swirl.

[0094] In addition, the inner combustion liner 1104 includes a plurality of dilution holes 1116 to provide a dilution gas flow 1118 to the combustion chamber 1108. The exemplary dilution holes 1116 are configured such that the dilution gas flow 1118 discharged therefrom flows in a spiral relative to the axial centerline 1102 of the TRI combustor 1100, such that the angular momentum of the gas flow 1114 is preserved when the dilution gas flow 1118 mixes with the gas flow 1114. Each dilution hole 1116 may include a chute 1120 to facilitate directing the gas flow from a source (not shown) through the dilution hole 1116.

[0095] As described above, the embodiments of the primary combustor, inter-turbine combustor, or inter-stage combustor described herein relate to the TRI combustor 1100. In the TRI combustor 1100, the inner combustion liner 1104 and the outer combustion liner 1106 are protruded relative to the axial centerline 1102 of the TRI combustor 1100, so that the combustion chamber 1108 is defined in the radially outermost region of the TRI combustor 1100. To facilitate inducing a large amount of swirl in the airflow 1114, the inlet assembly 1112 is oriented to discharge the airflow 1114 circumferentially and radially into the combustion chamber 1108.

[0096] One or more inlet assemblies 1112 may introduce steam from a steam supply, fuel from a fuel supply, or both, as previously described herein. Additionally or alternatively, the steam supply or the fuel supply may be introduced at other locations along the length of the TRI burner 1100, upstream of the TRI burner 1100, downstream of the TRI burner 1100, or any combination thereof.

[0097] Figure 7 A schematic diagram of an exemplary trapped vortex (TV) combustor 1200 that may be used in a gas turbine engine is shown. For example, Figure 7 The exemplary TV burner 1200 can be configured in a manner similar to any burner, any combination of burners, or all of the burners described herein, for example, Figure 1 The primary combustor 26 incorporated in the turbine engine 10, Figure 2 The primary combustor 26 or the inter-turbine combustor 194 incorporated in the turbine engine 100, Figure 3 and Figure 4 The primary combustor 26, the HPT interstage combustor 596 or the LPT interstage combustor 598 incorporated in the turbine engine 500, or Figure 5 The first inter-stage combustor 1012 , the second inter-stage combustor 1014 , or the third inter-stage combustor 1016 incorporated in the multi-stage turbine 1000 .

[0098] Figure 7 A TV combustor 1200 is shown and may be included in a gas turbine engine as disclosed herein. TV combustor 1200 includes a TV combustion zone 1212 and a combustor outlet 1218 .

[0099] To simplify the illustration and description, Figure 7 Only the upper half of the TV combustor 1200 is numbered and described in detail with reference numerals. Therefore, since the TV combustor 1200 is substantially symmetrical about the longitudinal centerline axis 12 of the gas turbine, the lower half can be understood entirely with reference to the illustration and description of the upper half.

[0100] Alternatively, the TV combustor used in the inter-turbine combustor or the inter-stage combustor may be single-sided. That is, the combustor may not be completely annular, but may be an annular segment.

[0101] The TV combustor 1200 comprises an annular combustor that is generally annular in shape about the longitudinal centerline axis 12 of the gas turbine, so that the TV combustion zone 1212 can be annular. In various embodiments, the TV combustion zone 1212 can be formed or shaped as a trapped vortex (TV) combustion chamber. A combustor casing (not shown) can be located around the combustor to provide support or protection, etc.

[0102] like Figure 7 As shown, the upper and lower halves of the TV combustion zone 1212 each include a side wall 1214, at least one pilot fuel nozzle 1220 disposed at one side end (front end) of the side wall 1214, and an igniter 1222 disposed at the radially outer end of the side wall 1214 for ignition. The plurality of pilot fuel nozzles 1220 may be symmetrically disposed around the longitudinal centerline axis 12, for example, circumferentially disposed around the longitudinal centerline axis 12.

[0103] As described above, the TV combustion zone 1212 may have Figures 1 to 3 The generally circular longitudinal cross-sectional shape is shown. In other exemplary embodiments, the TV combustion zone may be configured with a generally arcuate longitudinal cross-section or a generally rectangular longitudinal cross-section.

[0104] One or more pilot fuel nozzles 1220 are operable to inject fuel (or reactants) into the TV combustion zone 1212. The pilot fuel nozzle 1220 can be a blast nozzle, a pressure atomizing nozzle, a common jet hole nozzle, or any other type of nozzle that can be thought of by a person skilled in the art. The fuel includes a liquid fuel, a gas fuel, or a combination thereof, which can be selected from common fuels, such as jet fuel and any other type of fuel that can be thought of by a person skilled in the art. The air 1224 is compressed air provided by a compressor (not shown) located upstream of the TV burner 1200, and the air 1224 is introduced into the TV combustion zone 1212 via a plurality of air holes (not shown) formed through the side wall 1214 along the periphery of the TV combustion zone 1212 and flows in an annular manner, thereby enhancing the mixing effect with the fuel.

[0105] Fuel and air 1224 are received and mixed in TV combustion zone 1212. Ignitor 1222 initiates combustion via a spark to produce combustion products P that flow annularly therein.

[0106] The steam supply may be introduced into the TV burner 1200 through one or more steam inlets 1226. Additionally or alternatively, the steam supply may be combined with air and fuel upstream or downstream of the TV burner 1200.

[0107] Although not shown, further embodiments of the TV combustor 1200 may include secondary, tertiary, or more combustion zones downstream of the TV combustion zone 1212 .

[0108] A turbine engine having multiple combustors (e.g., a primary combustor, an inter-turbine combustor, and an inter-stage combustor) may employ TRI combustors, TV combustors combined in any combination, or a combination of TRI combustors and TV combustors, which may be advantageous in terms of engine size, shape, layout, manufacturing, operation, or performance. In addition, a turbine engine may include combustor types not contemplated herein, as this may be highly advantageous.

[0109] As described herein, the introduction of steam into various locations of a turbine engine can occur within, near, or outside of a high temperature location of the turbine engine, which may be advantageous for the size, shape, layout, manufacture, operation, or performance of the engine. For example, steam may be introduced into the core air flow path upstream or downstream of the combustor, or steam may be injected through passages in the stator blades of the turbine. When introduced in this manner near or outside of a high temperature location, steam injection may increase the temperature of the injection point while still helping to reduce the temperature of more critical high temperature locations of the turbine engine.

[0110] Turbine engines have high maximum internal temperatures because they are designed to reduce fuel consumption and CO2 emissions. Higher internal temperatures lead to the emission of other pollutants, including nitrogen oxides (NO x Emissions), these pollutants are known to cause damage to the atmosphere and are believed to contribute to global warming and / or climate change. By introducing steam into a turbine engine at high internal pressures and temperatures and secondary inter-turbine or interstage combustors (ITB's), harmful emissions can be reduced and thrust can be increased relative to a turbine engine of similar capacity having a single combustor or without steam in one or more ITB's.

[0111] The foregoing description describes a lean combustion condition, where all of the fuel is consumed in the respective burners, and the unconsumed air in the combustion products is mixed with the fuel and further combusted downstream. Further embodiments are contemplated that have similar functionality but with a rich combustion condition. In a rich combustion condition, the foregoing fuel system is replaced with a similar air system.

[0112] Further aspects of the disclosure are provided by the subject matter of the following clauses.

[0113] A turbine engine comprises: a compressor section, the compressor section providing a compressed air flow; a fuel system, the fuel system providing fuel to a primary burner fuel supply and a secondary burner fuel supply; a primary burner, the primary burner being located downstream of the compressor section, the primary burner receiving the compressed air flow and the primary burner fuel supply, and combusting the compressed air flow and the primary burner fuel supply to generate a primary combustion product; a turbine section, the turbine section being located downstream of the primary burner, the turbine section comprising: a turbine, the turbine being caused to rotate by the primary combustion product; and a secondary burner, the secondary burner combusting a mixture of the primary combustion product and the secondary burner fuel supply to generate a secondary combustion product; and a steam system, the steam system comprising a steam supply to the secondary burner to increase the total mass flow in the turbine section.

[0114] A turbine engine according to the preceding clause, wherein the turbine is a first turbine, the turbine section further comprising a second turbine, wherein the secondary combustor is an inter-turbine combustor located between the first turbine and the second turbine, the secondary combustor fuel supply is an inter-turbine combustor fuel supply, the steam supply is an inter-turbine combustor steam supply, and the secondary combustion products are inter-turbine combustion products, and the inter-turbine combustion products and the inter-turbine combustor steam supply rotate the second turbine.

[0115] A turbine engine as claimed in any preceding clause, wherein the steam supply is a secondary combustor steam supply and the steam system further comprises a primary combustor steam supply providing steam to the primary combustor.

[0116] A turbine engine according to the preceding clause, wherein the fuel system further includes a fuel manifold, which distributes the fuel flow to the primary burner fuel supply and the secondary burner fuel supply, the steam system further includes a steam manifold, which distributes the steam flow to the primary burner steam supply and the secondary burner steam supply, and the turbine engine further includes a controller, which receives a primary burner data signal indicating the state of the primary burner and a secondary burner data signal indicating the state of the secondary burner, processes the primary burner data signal and the secondary burner data signal, and generates a fuel manifold control signal for controlling the fuel manifold and a steam manifold control signal for controlling the steam manifold.

[0117] A turbine engine according to the preceding clause, wherein the primary combustor data signal or the secondary combustor data signal is indicative of at least one of a temperature, a pressure or a mass flow rate.

[0118] A turbine engine according to any of the preceding clauses, wherein the secondary combustor fuel supply is an interstage combustor fuel supply, the steam supply is an interstage combustor steam supply, the turbine is a multi-stage turbine, and the secondary combustor is an interstage combustor located between adjacent stages, so that the secondary combustion products are interstage combustion products, and the interstage combustion products and the interstage combustor steam supply cause the multi-stage turbine to rotate.

[0119] A turbine engine according to the preceding clause, wherein the multi-stage turbine is a first multi-stage turbine and the interstage combustion products are first interstage combustion products, and the turbine section further comprises a second multi-stage turbine, the second multi-stage turbine comprising a second interstage combustor located between adjacent stages of the second multi-stage turbine, the second interstage combustor combusting the first interstage combustion products and a second interstage combustor fuel supply to produce second interstage combustion products.

[0120] A turbine engine according to any of the preceding clauses, wherein the interstage combustor is a first interstage combustor, the interstage combustor fuel supply is a first interstage combustor fuel supply, the interstage combustor steam supply is a first interstage combustor steam supply, and the interstage combustion product is a first interstage combustion product, the multi-stage turbine includes a second interstage combustor between adjacent stages, the fuel system includes a second interstage combustor fuel supply that provides fuel to the second interstage combustor, and the steam system includes a second interstage combustor steam supply that provides steam to the second interstage combustor to increase the total mass flow in the turbine section, wherein the second interstage combustor further combusts the first interstage combustion product and the second interstage combustor fuel supply to generate a second interstage combustion product.

[0121] A turbine engine according to any of the preceding clauses, wherein the turbine section includes: a second turbine; and an inter-turbine combustor, wherein the inter-turbine combustor is located between the multi-stage turbine and the second turbine, wherein the fuel system includes an inter-turbine combustor fuel supply that provides fuel to the inter-turbine combustor, the steam system includes an inter-turbine combustor steam supply that provides steam to the inter-turbine combustor, and the inter-turbine combustor further combusts the inter-stage combustion products and the inter-turbine combustor fuel supply to produce inter-turbine combustion products.

[0122] A method of operating a turbine engine according to any of the preceding clauses, the method comprising allocating a fuel flow to the primary burner fuel supply; allocating a fuel flow to the secondary burner fuel supply; and allocating a steam flow to the steam supply, wherein the allocation of the fuel flow and the allocation of the steam flow are based on at least one of a turbine engine input control parameter, a primary burner data signal, or a secondary burner data signal.

[0123] A method according to the preceding clause, wherein the primary burner data signal or the secondary burner data signal is indicative of at least one of a temperature, a pressure or a mass flow rate.

[0124] A method as described in any preceding clause wherein, under excess steam conditions, the method exhausts steam from the turbine engine.

[0125] A method according to any of the preceding clauses, wherein the steam supply is a secondary burner steam supply, the steam system further comprises a primary burner steam supply providing steam to the primary burner, and the method further comprises distributing the steam flow to the primary burner steam supply.

[0126] A method as in the preceding clause, wherein during high power conditions, the method increases the steam flow to the primary combustor steam supply, the steam flow to the secondary combustor steam supply, or both.

[0127] The method of any of the preceding clauses, further comprising allocating the primary combustor steam supply, the secondary combustor steam supply, the primary combustor fuel supply, and the secondary combustor fuel supply to reduce fuel consumption for a given turbine engine input control parameter.

[0128] A method as described in any preceding clause, further comprising controlling the primary burner steam supply or the secondary burner steam supply to prevent blowout.

[0129] The method of any preceding clause, further comprising allocating the primary burner steam supply, the secondary burner steam supply, the primary burner fuel supply and the secondary burner fuel supply to reduce the generation of wakes.

[0130] The method of any of the preceding clauses, further comprising allocating the primary burner steam supply, the secondary burner steam supply, the primary burner fuel supply, and the secondary burner fuel supply to reduce NO x emission.

[0131] A method according to any of the preceding clauses, wherein when the primary burner data signal or the secondary burner data signal reaches a predetermined threshold, the method further includes increasing the primary burner steam supply, the secondary burner steam supply, or both the primary burner steam supply and the secondary burner steam supply.

[0132] The method of the preceding clause, wherein, under limited steam conditions, the method further comprises reducing the primary burner fuel supply, the secondary burner fuel supply, or both the primary burner fuel supply and the secondary burner fuel supply.

[0133] A turbine engine according to any of the preceding clauses, further comprising a core turbine engine casing containing a core air supply, wherein the secondary combustor steam supply is fluidly coupled to the core turbine engine casing so as to introduce steam into the core air upstream of the secondary combustor.

[0134] A turbine engine as claimed in any preceding clause, wherein the secondary combustor steam supply fluid is coupled to the secondary combustor.

[0135] A turbine engine according to any preceding clause, wherein the secondary combustor steam supply and the secondary combustor fuel supply are fluidly coupled to a secondary combustor fuel and steam supply, the secondary combustor fuel and steam supply being fluidly coupled to the secondary combustor.

[0136] A turbine engine according to any of the preceding clauses, the turbine section further comprising at least one stator vane, and at least one passage in the at least one stator vane, wherein the secondary combustor steam supply is introduced through the at least one passage in the at least one stator vane.

[0137] A turbine engine as in any preceding clause, wherein at least one of the primary combustor or the secondary combustor is a tangential-radial flow combustor.

[0138] A turbine engine according to any of the preceding clauses, wherein at least one of the primary combustor or the secondary combustor is a trapped vortex combustor.

[0139] A method of operating a turbine engine according to any of the preceding clauses, the method comprising allocating the primary burner fuel supply and the secondary burner fuel supply and allocating the primary burner steam supply and the secondary burner steam supply based on turbine engine input control parameters, primary burner data signals and secondary burner data signals.

[0140] A turbine engine according to any of the preceding clauses, wherein the fuel system further includes a fuel manifold that distributes the fuel flow to the primary burner fuel supply and the secondary burner fuel supply, the steam system further includes a steam manifold that distributes the steam flow to the secondary burner, and the turbine engine further includes a control system that generates a primary burner data signal that conveys a status signal of the primary burner, a secondary burner data signal that conveys a status signal of the secondary burner, a fuel manifold control signal that controls the fuel manifold, a steam manifold control signal that controls the steam manifold, and a controller that determines and generates the fuel manifold control signal and the steam manifold control signal.

[0141] Although the above description is directed to the preferred embodiment of the present disclosure, it will be clear to those skilled in the art that other changes and modifications may be made without departing from the spirit or scope of the present disclosure. In addition, even if not explicitly stated above, the features described in connection with one embodiment of the present disclosure may also be used in combination with other embodiments.

Claims

1. A turbine engine, characterized in that: include: a compressor section providing a compressed air flow; a fuel system providing fuel to a primary burner fuel supply and a secondary burner fuel supply; a primary combustor located downstream of the compressor section, the primary combustor receiving the compressed air flow and the primary combustor fuel supply and combusting the compressed air flow and the primary combustor fuel supply to generate primary combustion products; a turbine section, the turbine section being located downstream of the primary combustor, the turbine section comprising: a turbine caused to rotate by the primary combustion products; as well as a secondary burner that combusts a mixture of the primary combustion products and the secondary burner fuel supply to produce secondary combustion products; and A steam system includes a steam supply to the secondary combustor to increase the total mass flow in the turbine section.

2. The turbine engine according to claim 1, characterized in that in, The turbine is a first turbine, The turbine section further comprises a second turbine, wherein the secondary combustor is an inter-turbine combustor located between the first turbine and the second turbine, the secondary combustor fuel supply is an inter-turbine combustor fuel supply, the steam supply is an inter-turbine combustor steam supply, and The secondary combustion products are inter-turbine combustion products, and the inter-turbine combustion products and the inter-turbine combustor steam supply rotate the second turbine.

3. The turbine engine according to claim 1, characterized in that: in, The steam supply is a secondary burner steam supply, and the steam system further includes a primary burner steam supply providing steam to the primary burner.

4. The turbine engine according to claim 3, characterized in that in, The fuel system further includes a fuel manifold that distributes fuel flow to the primary burner fuel supply and the secondary burner fuel supply, The steam system further includes a steam manifold that distributes steam flow to the primary burner steam supply and the secondary burner steam supply, and The turbine engine further includes a controller, which receives a primary burner data signal indicating a state of the primary burner and a secondary burner data signal indicating a state of the secondary burner, processes the primary burner data signal and the secondary burner data signal, and generates a fuel manifold control signal for controlling the fuel manifold and a steam manifold control signal for controlling the steam manifold.

5. The turbine engine according to claim 4, characterized in that in, The primary burner data signal or the secondary burner data signal indicates at least one of a temperature, a pressure, or a mass flow rate.

6. The turbine engine according to claim 1, characterized in that in, The secondary burner fuel supply is an interstage burner fuel supply, The steam supply is the interstage burner steam supply, The turbine is a multi-stage turbine, and the secondary combustor is an interstage combustor located between adjacent stages, so that the secondary combustion products are interstage combustion products, and The interstage combustion products and the interstage combustor steam supply rotate the multi-stage turbine.

7. The turbine engine according to claim 6, characterized in that in, The multi-stage turbine is a first multi-stage turbine, and the inter-stage combustion product is a first inter-stage combustion product, and The turbine section further includes a second multi-stage turbine including a second interstage combustor located between adjacent stages of the second multi-stage turbine, the second interstage combustor combusting the first interstage combustion product and a second interstage combustor fuel supply to produce a second interstage combustion product.

8. The turbine engine according to claim 6, characterized in that in, the interstage combustor is a first interstage combustor, the interstage combustor fuel supply is a first interstage combustor fuel supply, the interstage combustor steam supply is a first interstage combustor steam supply, and the interstage combustion product is a first interstage combustion product, The multi-stage turbine includes a second interstage combustor between adjacent stages, The fuel system includes a second interstage combustor fuel supply providing fuel to the second interstage combustor, and The steam system includes a second interstage combustor steam supply providing steam to the second interstage combustor to increase the total mass flow in the turbine section, The second interstage combustor further combusts the first interstage combustion product and the second interstage combustor fuel supply to generate a second interstage combustion product.

9. The turbine engine according to claim 6, characterized in that in, The turbine section comprises: a second turbine; and an inter-turbine combustor, the inter-turbine combustor being located between the multi-stage turbine and the second turbine, wherein the fuel system includes an inter-turbine combustor fuel supply for providing fuel to the inter-turbine combustor, the steam system includes an inter-turbine combustor steam supply for providing steam to the inter-turbine combustor, and the inter-turbine combustor further combusts the inter-stage combustion product and the inter-turbine combustor fuel supply to produce an inter-turbine combustion product.

10. A method of operating a turbine engine according to claim 1, characterized in that: The method comprises: distributing a fuel flow to said primary burner fuel supply; distributing a fuel flow to the secondary burner fuel supply; and distributing a steam flow to said steam supply, The allocation of the fuel flow and the allocation of the steam flow are based on at least one of a turbine engine input control parameter, a primary burner data signal, or a secondary burner data signal.

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