Turbine engine having combustion section with fuel supply assembly

Abstract

A turbine engine has a compressor section, a combustion section, and a turbine section in a serial flow arrangement. The combustion section has a combustor liner and a domed wall that collectively form at least a portion of the combustion chamber. The dome wall has an opening. The combustion section has a fuel supply assembly extending through the opening. The fuel supply assembly includes a fuel nozzle and a series of air injectors.

Description

TECHNICAL FIELD

[0001] The present subject matter generally relates to turbine engines and, more particularly, to turbine engines having a combustor section that includes fuel nozzles. BACKGROUND OF THE INVENTION

[0002] A turbine engine is driven by a flow of combustion gases through the engine to rotate a plurality of turbine blades, which in turn rotates a compressor to supply compressed air to a combustor for combustion. The combustor may be disposed within the turbine engine and is fluidly coupled to the turbine into which the combustion gases flow.

[0003] It is known to use hydrocarbon fuels in the combustors of turbine engines. Generally, air and fuel are supplied to a combustion chamber, the air is mixed with the fuel, and then the fuel is burned in the presence of air to produce hot gases. The hot gases are then supplied to a turbine, where the hot gases are cooled and expanded to produce power. By-products of fuel combustion typically include environmentally undesirable by-products such as nitrogen oxides and nitrogen dioxide (collectively referred to as NO x x), carbon monoxide (CO), unburned hydrocarbons (UHC) (e.g., methane and volatile organic compounds that contribute to the formation of atmospheric ozone), and other oxides including oxides of sulfur (e.g., SO2 and SO3). BRIEF DESCRIPTION OF THE DRAWINGS

[0004] A complete and enabling disclosure of the present disclosure, including the best mode thereof, to one of ordinary skill in the art, is set forth in the specification, which makes reference to the accompanying drawings, in which:

[0005] Figure 1 is a schematic representation of a turbine engine that includes a compressor section, a combustor section, and a turbine section.

[0006] Figure 2 is a cross-sectional view of the combustor section along line II-II according to one aspect disclosed herein of Figure 1 .

[0007] Figure 3 is along Figure 2 a schematic cross-sectional view taken along line III-III, showing the combustor section.

[0008] Figure 4 is Figure 3 a further view of

[0009] Figure 5 in which some reference numerals have been removed for clarity and showing the combustor section in operation. Figure 1 is an enlarged schematic side cross-sectional view of a portion of a fuel supply assembly suitable for use in the combustor section of

[0010] Figure 6 is an enlarged schematic side cross-sectional view of a portion of a fuel supply assembly adapted for use in a combustion zone Figure 1 as disclosed herein in accordance with another aspect of the present disclosure.

[0011] Figure 7 is an enlarged schematic side cross-sectional view of a portion of a fuel supply assembly adapted for use in a combustion zone Figure 1 as disclosed herein in accordance with yet another aspect of the present disclosure.

[0012] Figure 8 is an enlarged schematic side cross-sectional view of a portion of a fuel supply assembly adapted for use in a combustion zone Figure 1 as disclosed herein in accordance with another aspect of the present disclosure.

[0013] Figure 9 is an enlarged schematic side cross-sectional view of a portion of a fuel supply assembly adapted for use in a combustion zone Figure 1 as disclosed herein in accordance with another aspect of the present disclosure, and shows the fuel supply assembly in operation.

[0014] Figure 10 is Figure 3 a further view showing the dimensions of the fuel supply assembly in accordance with the aspects disclosed herein. DETAILED DESCRIPTION

[0015] The disclosed aspects herein relate to a turbine engine that includes a combustion zone that includes a fuel supply assembly. The fuel supply assembly includes a fuel nozzle having a first body. The fuel supply assembly further includes a second body and a third body. The first body defines a fuel channel. A first channel is defined between the first body and the second body. A second channel is defined between the third body and the second body.

[0016] The fuel supply assembly is particularly suitable for using hydrogen fuel (hereinafter referred to as "H2 fuel"). Specifically, the fuel supply assembly is particularly suitable for supplying a gaseous H2 fuel stream to a combustion chamber. Compared with conventional fuels (e.g., carbon fuels, petroleum fuels, etc.), H2 fuel has a higher combustion temperature and speed. In addition, flashback may occur when using H2 fuel. As used herein, flashback refers to the unexpected flame propagation when H2 fuel burns. H2 fuel has a higher volatility, which means that once the H2 fuel is burned or ignited, the flame generated by the ignition of the H2 fuel may expand at an undesired location; in other words, flashback may occur. For example, the flame may expand into the fuel nozzle or igniter. As described herein, the fuel supply assembly ensures that flashback of the H2 fuel does not occur. If the H2 fuel overheats, autoignition of the H2 fuel may occur. Autoignition of the H2 fuel may be undesired at certain locations in the combustion section. The fuel supply assembly as described herein ensures that the temperature of the H2 fuel is below the autoignition temperature until at least when it is desired to ignite the H2 fuel.

[0017] In some aspects, the disclosed burner can be used with a gaseous fuel such as hydrogen. Gaseous fuels including hydrogen diffuse / disperse at a faster rate than atomized liquid fuels, which may involve less mixing time for the gaseous fuel, the fuel mixing tube length can be shorter, and the flame from the gaseous fuel can be more likely to spread further and faster, which increases the risk of blowout and increases the impact of controlling the flame and limiting flame spread by controlling the dispersion of the gaseous fuel. Flame shaping structures such as air tubes and flame shaping holes can help contain the gaseous fuel-air mixture, which has a lower density and a higher velocity compared to liquid fuel. For example, the flame shaping structure can contain the gaseous fuel-air mixture such that the flame speed matches the flow speed to provide a stable flame.

[0018] In some aspects, the gaseous fuel leaves the fuel nozzle at a given velocity and then mixes with air for combustion. When the fuel / air mixture burns, the flame propagates upstream. It may be desirable to control or maintain a constant flame in the burner to ignite subsequent fuel rather than continuously igniting the fuel with an igniter.

[0019] For illustrative purposes, the present disclosure will be described with respect to a turbine engine (gas turbine engine). However, it will be understood that the aspects of the disclosure described herein are not limited thereto, and the fuel supply assembly described herein can be implemented in engines including but not limited to turbojet engines, turboprop engines, turboshaft engines, and turbofan engines. The aspects of the disclosure discussed herein can have general applicability within non-aircraft engines having a burner, such as within other mobile applications and non-mobile industrial, commercial, and residential applications.

[0020] As used herein, the term "exemplary" means "serving as an example, instance, or illustration". Any embodiment described herein as "exemplary" is not necessarily to be construed as superior or advantageous to other embodiments. In addition, unless otherwise expressly stated, all examples described herein shall be considered exemplary.

[0021] As used herein, the terms "first" and "second" may be used interchangeably to distinguish one component from another and are not intended to denote the position or importance of the respective components.

[0022] The terms "front" and "rear" refer to relative positions within a turbomachine or vehicle and refer to the normal operating attitude of the turbomachine or vehicle. For example, for a turbomachine, front refers to a position closer to the engine inlet, and rear refers to a position closer to the engine nozzle or exhaust.

[0023] As used herein, the term "upstream" refers to the direction opposite to the fluid flow direction, while the term "downstream" refers to the direction the same as the fluid flow direction. The terms "forward" or "front" mean in front of something, and "backward" or "rear" mean behind something. For example, when used in relation to fluid flow, forward / front may represent upstream, and backward / rear may represent downstream.

[0024] The term "fluid" can be a gas or a liquid. The term "fluidly connected" means that fluid can establish a connection between specified regions.

[0025] In addition, as used herein, the terms "radial" or "radially" refer to the direction away from a common center. For example, in the overall context of a turbomachine, radial refers to the direction along a ray extending between the central longitudinal axis of the engine and the outer periphery of the engine.

[0026] All directional references (e.g., radial, axial, proximal, distal, up, down, upward, downward, left, right, lateral, front, rear, top, bottom, above, below, vertical, horizontal, clockwise, counterclockwise, upstream, downstream, forward, backward, etc.) are for identification purposes only to assist the reader in understanding the present disclosure and do not impose limitations, particularly with respect to the position, orientation, or use of aspects of the disclosure described herein. Connecting references (e.g., attached, coupled, connected, and joined) will be construed broadly and may include intermediate structural elements between assemblies of elements and relative movement between the elements, unless otherwise indicated. Thus, a connecting reference does not necessarily mean that two elements are directly connected and fixed relative to each other. Exemplary figures are for illustrative purposes only, and the dimensions, positions, sequences, and relative sizes reflected in the accompanying figures may vary.

[0027] Unless the context clearly indicates otherwise, the singular forms "a", "an", and "the" include plural references. Additionally, as used herein, the term "group" or "a group of" elements can be any number of elements, including only one.

[0028] Figure 1 is a schematic view of a turbine engine 10. As a non-limiting example, the turbine engine 10 can be used within an aircraft. The turbine engine 10 can at least include a compressor section 12, a combustion section 14, and a turbine section 16 in a serial flow arrangement. A drive shaft 18 is rotationally coupled to the compressor section 12 and the turbine section 16 such that the rotation of one affects the rotation of the other, and defines a rotational axis or engine centerline 20 of the turbine engine 10.

[0029] The compressor section 12 can include a low-pressure (LP) compressor 22 and a high-pressure (HP) compressor 24 that are serially fluidly coupled to each other. The turbine section 16 can include an LP turbine 26 and an HP turbine 28 that are serially fluidly coupled to each other. The drive shaft 18 can operably couple the LP compressor 22, the HP compressor 24, the LP turbine 26, and the HP turbine 28 together. Alternatively, the drive shaft 18 can include an LP drive shaft (not shown) and an HP drive shaft (not shown). The LP drive shaft can couple the LP compressor 22 to the LP turbine 26, and the HP drive shaft can couple the HP compressor 24 to the HP turbine 28. The LP spool can be defined as the combination of the LP compressor 22, the LP turbine 26, and the LP drive shaft such that the rotation of the LP turbine 26 can apply a driving force to the LP drive shaft, and the LP drive shaft can in turn cause the LP compressor 22 to rotate. The HP spool can be defined as the combination of the HP compressor 24, the HP turbine 28, and the HP drive shaft such that the rotation of the HP turbine 28 can apply a driving force to the HP drive shaft, and the HP drive shaft can in turn cause the HP compressor 24 to rotate.

[0030] The compressor section 12 can include a plurality of axially spaced stages. Each stage includes a group of circumferentially spaced rotating blades and a group of circumferentially spaced stationary vanes. The compressor blades for a stage of the compressor section 12 can be mounted to a disk, and the disk is mounted to the drive shaft 18. Each group of blades for a given stage can have its own disk. The vanes of the compressor section 12 can be mounted to a housing, and the housing can extend circumferentially around the turbine engine 10. It should be understood that the representation of the compressor section 12 is merely schematic and can have any number of stages. It is further contemplated that there can be any other number of components within the compressor section 12.

[0031] Similar to compressor section 12, turbine section 16 can include a plurality of axially spaced stages, where each stage has a set of circumferentially spaced rotating blades and a set of circumferentially spaced stationary vanes. The turbine blades for a stage of turbine section 16 can be mounted to a disk, and the disk is mounted to drive shaft 18. Each set of blades for a given stage can have its own disk. The vanes of turbine section 16 can be mounted to the housing in a circumferential manner. It should be noted that there can be any number of blades, vanes, and turbine stages, as the illustrated turbine section is merely a schematic representation. It is further contemplated that there can be any other number of components within turbine section 16.

[0032] Combustion section 14 can be serially disposed between compressor section 12 and turbine section 16. Combustion section 14 can be fluidly coupled to at least a portion of compressor section 12 and turbine section 16 such that combustion section 14 at least partially fluidly couples compressor section 12 to turbine section 16. As a non-limiting example, combustion section 14 can be fluidly coupled to HP compressor 24 at the upstream end of combustion section 14 and to HP turbine 28 at the downstream end of combustion section 14.

[0033] During operation of turbine engine 10, ambient or atmospheric air is drawn into compressor section 12 via a fan (not shown) upstream of compressor section 12, and the air is compressed at compressor section 12, defining pressurized air. Then, the pressurized air can flow into combustion section 14, where the pressurized air is mixed with fuel and ignited at combustion section 14, thereby generating combustion gases. HP turbine 28 extracts some work from these combustion gases, and HP turbine 28 drives HP compressor 24. The combustion gases are discharged into LP turbine 26, where LP turbine 26 extracts additional work to drive LP compressor 22, and the exhaust is ultimately discharged from turbine engine 10 via an exhaust section (not shown) downstream of turbine section 16. The driving of LP turbine 26 drives the LP spool to rotate the fan (not shown) and LP compressor 22. The pressurized air flow and the combustion gases can together define a working air flow that flows through the fan, compressor section 12, combustion section 14, and turbine section 16 of turbine engine 10.

[0034] Figure 2 Depicts a cross-sectional view of combustion section 14 along Figure 1 line II-II. Combustion section 14 can include a set of fuel supply assemblies 30 arranged annularly around burner centerline 29. Burner centerline 29 can be the engine centerline 20 ( Figure 1 ) of turbine engine 10 ( Figure 1 ). Additionally or alternatively, burner centerline 29 can be the centerline of combustion section 14, a single burner, or a set of burners arranged around burner centerline 29.

[0035] Each fuel supply assembly 32 in the set of fuel supply assemblies 30 includes a fuel nozzle 34, a set of fuel injectors 36, and a series of air injectors 38. The set of fuel supply assemblies 30 may include a rich cup, a lean cup, or a combination of a rich cup and a lean cup arranged annularly about the engine centerline 20. The set of fuel supply assemblies 30 is fluidly connected to a combustor 40. The combustor 40 is defined by a combustor liner 42. Depending on the type of engine in which the combustor 40 is located, the combustor 40 may have a can-shaped, can-annular, or annular arrangement. In a non-limiting example, the combustor 40 may have a combined arrangement located within a housing 41 of the engine as further described herein. As shown by way of example, the combustor liner 42 is annular. The combustor liner 42 may include an outer combustor liner 44 and an inner combustor liner 46 that are concentric with each other and annular about a combustor centerline 29. A dome wall 48 and the combustor liner 42 may together define a combustion chamber 50 that is annular about the combustor centerline 29. The set of fuel supply assemblies 30 is fluidly coupled to the combustion chamber 50. A compressed air passage 52 may be at least partially defined by both the combustor liner 42 and the housing 41.

[0036] Figure 3 A cross-sectional view taken along Figure 2 line III-III is depicted, showing a combustion section 14. At least one dilution opening may fluidly connect the compressed air passage 52 and the combustion chamber 50. As an example, at least one dilution opening is shown as a set of flame shaping openings 53 through the dome wall 48. At least one dilution opening may further include a set of downstream dilution openings 54 extending through the combustor liner 42.

[0037] The fuel supply assembly 32 may be coupled to and disposed within a dome assembly 56. The fuel supply assembly 32 includes a fuel nozzle 34, the set of fuel injectors 36, the series of air injectors 38, and at least one swirler 60. The fuel nozzle 34 defines a centerline axis 57. The fuel supply assembly 32 is defined by a single integral body 58 having concentric walls 71 that are arranged about the centerline axis 57 and spaced apart from each other to define the series of air injectors 38. In this way, the series of air injectors 38 are arranged concentrically about the fuel nozzle 34. The fuel nozzle 34 terminates at a first fuel outlet 62. The set of fuel injectors 36 terminates at a second fuel outlet 63. Both the first fuel outlet 62 and the second fuel outlet 63 are directly fluidly coupled to the combustion chamber 50. The fuel supply assembly 32 is fluidly coupled to a fuel inlet 64 via a passage 66.

[0038] At least one swirler 60 is any suitable component configured to impart a swirling motion to a fluid flow from an upstream edge of the swirler to a downstream edge of the swirler such that the fluid flow includes a helical flow or other swirling flow downstream of the at least one swirler 60. As a non-limiting example, the at least one swirler may be formed as a plurality of airfoils circumferentially spaced within the fuel nozzle 34 to define a fuel swirler and circumferentially spaced within each of the series of air injectors 38 to define an air swirler. The amount of swirl of the flow may be quantified by a "swirl number", which is the ratio of the axial flux of angular momentum to the axial flux of axial momentum. The swirl number may be between 0.2 and 1.2. At least one swirler 60 associated with the outermost set of fuel injectors 36 may have zero or low swirl. The swirl number associated with the outermost set of fuel injectors 36 may be in the range of 0 to 0.6.

[0039] The dome wall 48 includes an opening 74 through which the fuel supply assembly 32 is received. The fuel supply assembly 32 is separate from the dome wall 48. In other words, the fuel supply assembly 32 is coupled to the dome wall 48 but is not integrally formed with the dome wall 48.

[0040] Both the inner burner liner 46 and the outer burner liner 44 may have outer surfaces 68 and inner surfaces 70 that at least partially define the combustion chamber 50. The burner liner 42 may be made of one continuous integral part or may be a plurality of integral parts assembled together to define the inner burner liner 46 and the outer burner liner 44. As a non-limiting example, the outer surface 68 may define a first piece of the burner liner 42, while the inner surface 70 may define a second piece of the burner liner 42 that forms the burner liner 42 when assembled together. As described herein, the burner liner 42 includes the set of downstream dilution openings 54. It is further contemplated that the burner liner 42 may be any type of burner liner 42, including but not limited to a single-wall or double-wall liner or a tile liner. The igniter 72 may be disposed at the burner liner 42 and fluidly coupled to the combustion chamber 50 at any location (as a non-limiting example, upstream of the set of downstream dilution openings 54).

[0041] Turning to Figure 4 , for clarity, some reference numerals have been removed from the combustion section 14. During operation, from a compressed air supply (such as Figure 1The compressed air (designated as "C") from the LP compressor 22 or the HP compressor 24 can flow from the compressor section 12 to the burner 40. A portion of the compressed air C can flow through the dome assembly 56. The first portion of the compressed air C flowing through the dome assembly 56 can be supplied as a swirling air flow (designated as "S") to the fuel supply assembly 32 via the swirler 60. The fuel flow (designated as "F") is supplied to the fuel supply assembly 32 via the fuel inlet 64 and the passage 66. The swirling air flow S and the fuel flow F are mixed by the fuel supply assembly 32 and supplied as a fuel / air mixture to the combustion chamber 50. The igniter 72 can ignite the fuel / air mixture to define a flame within the combustion chamber 50, which generates combustion gases (designated as "G"). Although shown as starting axially downstream of the first fuel outlet 62, it should be understood that the fuel / air mixture can be ignited at or near the first fuel outlet 62.

[0042] The second portion of the compressed air C flowing through one or more parts of the dome assembly 56 can be supplied as a first dilution air flow (designated as "D1") to the set of flame shaping openings 53. That is, a portion of the compressed air C from the compressor section 12 can flow through the dome wall 48 and into the combustion chamber 50 by passing through the set of flame shaping openings 53.

[0043] Another portion of the compressed air C can flow through the compressed air passage 52 and can be supplied as a second dilution air flow (designated as "D2") to the set of downstream dilution openings 54. In other words, another portion of the compressed air C can flow axially through the dome assembly 56 and enter the combustion chamber 50 by passing through the set of downstream dilution openings 54. That is, the compressed air C can flow through the burner liner 42 and into the combustion chamber 50 by passing through the set of downstream dilution openings 54.

[0044] The first dilution air flow D1 can be used to direct the combustion gases G and shape the flame in the main region 59 of the combustion chamber 50 to maintain the dome wall 48 and the burner liner 42 at a relatively low temperature. The second dilution air flow D2 can be used to direct and shape the flame to achieve rapid mixing of the combustion gases from the main region 59. In other words, the set of flame shaping openings 53 extending through the dome wall 48 or the set of downstream dilution openings 54 extending through the burner liner 42 direct air into the combustion chamber 50, where the directed air is used to control, shape, cool, or otherwise contribute to the combustion process in the combustion chamber 50.

[0045] Figure 3The burner 40 shown is well-suited for using hydrogen-containing gas as fuel because it helps accommodate the faster-moving flame front associated with hydrogen fuel compared to conventional hydrocarbon fuels. A mixture of hydrogen fuel such as hydrogen and methane can be used as fuel. However, the burner 40 can be used with conventional hydrocarbon fuels.

[0046] Figure 5 is a magnified schematic side cross-sectional view of a part of a fuel supply assembly 132 suitable for use in Figure 1 the combustion section 14. The fuel supply assembly 132 is similar to the fuel supply assembly 32; thus, like parts will be identified with like names and numbers incremented by 100, and it should be understood that, unless otherwise stated, Figure 2 and Figure 3 the description of the fuel supply assembly 32 applies to the fuel supply assembly 132.

[0047] The fuel supply assembly 132 can be part of a set of fuel supply assemblies 130 circumferentially arranged around a burner centerline 29 as Figure 2 shown. The fuel supply assembly 132 is defined by a single integral body 158. The fuel supply assembly 132 includes a fuel nozzle 134, a set of fuel injectors 136, and a series of air injectors 138. The fuel supply assembly 132 is fluidly connected to the burner 140, and more specifically, to the combustion chamber 150 of the burner 140. A dome wall 148 at least partially defines the combustion chamber 150 and includes an opening 174 through which the fuel supply assembly 132 is received. A set of flame shaping openings 153 can extend through the dome wall 148.

[0048] The fuel nozzle 134 includes a first air supply conduit 180a that terminates at a first air outlet 181a and extends along a centerline axis 157. A first fuel supply conduit 182a can surround the first air supply conduit 180a. The first fuel supply conduit 182a can terminate at a tapered end 176. The tapered end 176 can be recessed within the fuel supply assembly 132, with successive fuel injectors and air injectors axially spaced further and further away from the tapered end 176. This enables control of the front stagnation point and thus the flame position downstream of the tapered end 176.

[0049] The first fuel supply conduit 182a terminates at a first fuel outlet 183a that is at least partially defined by a conical end 176. The first fuel outlet 183a can be annular about the first air outlet 181a. It is further contemplated that the first fuel outlet 183a provides a discontinuous fuel supply. As a non-limiting example, a number of small and / or discrete openings can define the first fuel outlet 183a. The first air outlet 181a and the first fuel outlet 183a together define a first fuel / air circuit (designated "F / A1") of the fuel supply assembly 132.

[0050] The series of air injectors 138 can be a plurality of air injectors 138 that surround the fuel nozzle 134. The series of air injectors 138 can include a first air injector 185a that surrounds the fuel nozzle 134. The first air injector 185a is defined by a second air supply conduit 180b that terminates at a second air outlet 181b. The second air outlet 181b can be annular about the fuel nozzle 134. It is further contemplated that the second air outlet 181b provides a discontinuous air supply. As a non-limiting example, a number of small and / or discrete openings can define the second air outlet 181b.

[0051] The set of fuel injectors 136 can be a plurality of fuel injectors 136 that surround the fuel nozzle 134. The set of fuel injectors 136 can include a first fuel injector 186a that is interposed within the series of air injectors 138 and is radially spaced from the fuel nozzle 134. The first fuel injector 186a is defined by a second fuel supply conduit 182b that terminates at a second fuel outlet 183b. The second fuel outlet 183b can be annular about the second air outlet 181b. It is further contemplated that the second fuel outlet 183b provides a discontinuous supply. As a non-limiting example, a number of small and / or discrete openings can define the second fuel outlet 183b. The second air outlet 181b and the second fuel outlet 183b together define a second fuel / air circuit (designated "F / A2") of the fuel supply assembly 132.

[0052] The series of air injectors 138 can include a second air injector 185b that surrounds the fuel nozzle 134. The second air injector 185b is defined by a third air supply conduit 180c that terminates at a third air outlet 181c. The third air outlet 181c can be annular about the second fuel outlet 183b. It is further contemplated that the third air outlet 181c provides a discontinuous air supply. As a non-limiting example, a number of small and / or discrete openings can define the third air outlet 181c.

[0053] The set of fuel injectors 136 can include a second fuel injector 186b that is radially spaced apart from the fuel nozzle 134. The second fuel injector 186b is defined by a third fuel supply conduit 182c that terminates at a third fuel outlet 183c. The third fuel outlet 183c can be annular about the third air outlet 181c. It is further contemplated that the third fuel outlet 183c provides a discontinuous supply, and as a non-limiting example, a number of small and / or discrete openings can define the third fuel outlet 183c. The third air outlet 181c and the third fuel outlet 183c together define a third fuel / air circuit (designated as "F / A3") of the fuel supply assembly 132.

[0054] The series of air injectors 138 can include a third air injector 185c that surrounds the fuel nozzle 134. The third air injector 185c is defined by a fourth air supply conduit 180d that terminates at a fourth air outlet 181d. The fourth air outlet 181d can be annular about the third fuel outlet 183c. It is further contemplated that the fourth air outlet 181d provides a discontinuous air supply, and as a non-limiting example, a number of small and / or discrete openings can define the fourth air outlet 181d. The fourth air outlet 181d can define a flame shaping stage 184 without fuel to control the shape of the flame.

[0055] The first, second, and third fuel supply conduits 182a, 182b, 182c can be fluidly coupled to a single passageway 166. The first, second, third, and fourth air supply conduits 180a, 180b, 180c, 180d and the first, second, and third fuel supply conduits 182a, 182b, 182c can extend any suitable distance or have any suitable cross-section. As a non-limiting example, the corresponding first, second, third, and fourth air outlets 181a, 181b, 181c, 181d and the first, second, and third fuel outlets 183a, 183b, 183c can be axially offset from each other. As shown, each successive outlet can be axially positioned further downstream from the immediately upstream outlet. In other words, the first air outlet 181a is upstream of the second air outlet 181b, and similarly, the first fuel outlet 183a is upstream of the second fuel outlet 183b, or these outlets are not axially aligned.

[0056] The set of fuel injectors 136 and the series of air injectors 138 are defined by a set of walls 190 that separate them into the individual fuel injectors 186a, 186b and air injectors 185a, 185b, 185c described herein. At least one of the set of walls 190 may terminate in a set of flow structures 191. The set of flow structures 191 may be angled inwardly toward the centerline axis 157 to define a first angled flow structure 192. As a non-limiting example, all of the set of walls 190 terminate in the first angled flow structure 192 angled inwardly as shown to define a nozzle fuel staging assembly 193. The nozzle fuel staging assembly 193 is further defined by a tapered end 176.

[0057] At least one swirler 160 may be disposed in the fuel nozzle 134. Additionally, at least one swirler 160 may be disposed in at least one of the air injectors 185a, 185b, 185c. As a non-limiting example, the swirler 160 is located in the fuel nozzle 134 and all of the air injectors 185a, 185b, 185c as shown.

[0058] In operation, the nozzle fuel staging assembly 193 introduces a fuel / air mixture to create a flame within the combustion chamber 150, which generates combustion gases G having an inward swirl pattern 194. Although shown as starting axially downstream of the first fuel outlet 183a, it should be understood that the fuel / air mixture may be ignited at or near the first fuel outlet 183a. The inward swirl pattern 194 results in a lower temperature flame and thus reduced NO x .

[0059] Figure 6 is a magnified schematic side cross-sectional view of a portion of a fuel supply assembly 232 suitable for use in Figure 1 the combustion section 14. The fuel supply assembly 232 is similar to the fuel supply assembly 132; accordingly, like parts will be identified with like names and numbers incremented by 100, it being understood that the description of the fuel supply assembly 132 applies to the fuel supply assembly 232 unless otherwise noted.

[0060] The fuel supply assembly 232 may be wound around as Figure 2A portion of a set of fuel supply assemblies 230 circumferentially arranged about the burner centerline 29 is shown. The fuel supply assembly 232 includes a fuel nozzle 234, a set of fuel injectors 236, and a series of air injectors 238. The fuel supply assembly 232 is fluidly connected to the burner 240 and, more specifically, to the combustion chamber 250 of the burner 240. The dome wall 248 at least partially defines the combustion chamber 250 and includes an opening 274 through which the fuel supply assembly 232 is received. A set of flame shaping openings 253 may extend through the dome wall 248.

[0061] The fuel nozzle 234 includes a first air supply conduit 280a that terminates at a first air outlet 281a and extends along the centerline axis 257. A first fuel supply conduit 282a may surround the first air supply conduit 280a. The first fuel supply conduit 282a may terminate at an enlarged end 278. The first fuel supply conduit 282a terminates at a first fuel outlet 283a that is at least partially defined by the enlarged end 278. The first fuel outlet 283a may be annular about the first air outlet 281a. Further contemplated is that the first fuel outlet 283a provides a discontinuous fuel supply, and as a non-limiting example, a number of small and / or discrete openings may define the first fuel outlet 283a. The first air outlet 281a and the first fuel outlet 283a together define a first fuel / air circuit F / A1 of the fuel supply assembly 232.

[0062] As previously described herein, the set of fuel injectors 236 and the series of air injectors 238 are defined by a set of walls 290 that separate them into individual fuel injectors 286a, 286b and air injectors 285a, 285b, 285c. At least one of the set of walls 290 may terminate at a set of flow structures 291. The set of flow structures 291 may be angled outwardly away from the centerline axis 257 to define a second angled flow structure 288. As a non-limiting example, all of the set of walls 290 terminate at a second angled flow structure 288 that is angled outwardly as shown to define a diffuser fuel staging assembly 295. The diffuser fuel staging assembly 295 is further defined by the enlarged end 278.

[0063] At least one swirler 260 may be disposed in the fuel nozzle 234. Additionally, as previously described herein, at least one swirler 260 may be disposed in at least one of the air injectors 285a, 285b, 285c. As a non-limiting example, the swirler 260 is located in the fuel nozzle 234 and all of the air injectors 285a, 285b, 285c as shown.

[0064] In operation, the diffuser fuel staging assembly 295 introduces a fuel / air mixture to create a flame within the combustor 250, which generates combustion gases G having a V-shaped swirl pattern 296. Although shown as starting axially downstream of the first fuel outlet 283a, it should be understood that the fuel / air mixture may be ignited at or near the first fuel outlet 283a. The V-shaped swirl pattern 296 results in a lower flame area and thus reduces NO x .

[0065] Figure 7 is an enlarged schematic side cross-sectional view of a portion of a fuel supply assembly 332 adapted for use in a combustion zone 14 of Figure 1 . The fuel supply assembly 332 is similar to the fuel supply assembly 132; thus, like parts will be identified by like names and numbers incremented by 200, it being understood that the description of the fuel supply assembly 132 applies to the fuel supply assembly 332 unless otherwise noted.

[0066] The fuel supply assembly 332 may be part of a set of fuel supply assemblies 330 circumferentially arranged about a burner centerline 29 as Figure 2 shown. The fuel supply assembly 332 includes a fuel nozzle 334, a set of fuel injectors 336, and a series of air injectors 338. The fuel supply assembly 332 is fluidly connected to the burner 340 and, more specifically, to the combustion chamber 350 of the burner 340. The dome wall 348 at least partially defines the combustion chamber 350 and includes an opening 374 through which the fuel supply assembly 332 is received. A set of flame shaping openings 353 may extend through the dome wall 348.

[0067] The fuel nozzle 334 includes a first air supply conduit 380a that terminates at a first air outlet 381a and extends along a centerline axis 357. A first fuel supply conduit 382a may surround the first air supply conduit 380a. The first fuel supply conduit 382a may terminate at a tapered end 376. The first fuel supply conduit 382a terminates at a first fuel outlet 383a that is at least partially defined by the tapered end 376. The first fuel outlet 383a may be annular about the first air outlet 381a. Further contemplated is that the first fuel outlet 383a provides a discontinuous fuel supply, and as a non-limiting example, a number of small and / or discrete openings may define the first fuel outlet 383a. The first air outlet 381a and the first fuel outlet 383a together define a first fuel / air circuit F / A1 of the fuel supply assembly 332.

[0068] As previously described herein, the set of fuel injectors 336 and the series of air injectors 338 are defined by a set of walls 390 that separate them into individual fuel injectors 386a, 386b and air injectors 385a, 385b, 385c. At least one wall of the set of walls 390 may terminate in a set of flow structures 391. The set of flow structures 391 may be angled inwardly toward the centerline axis 357 to define a first angled flow structure 392. The set of flow structures 391 may also be angled outwardly away from the centerline axis 357 to define a second angled flow structure 388. As a non-limiting example, the wall in the set of walls 390 that defines the first fuel injector 386a and the first air injector 385a terminates in the first angled flow structure 392. The walls in the set of walls 390 that define the remaining fuel injectors 386b and the remaining fuel air injectors 385b, 385c terminate in the second angled flow structure 388. This combination of flow structures 392, 388 defines a first variable fuel staging assembly 397. The first variable fuel staging assembly 397 is further defined by a tapered end 376.

[0069] At least one swirler 360 may be disposed in the fuel nozzle 334. Additionally, at least one swirler 360 may be disposed in at least one of the air injectors 385a, 385b, 385c. As a non-limiting example, the swirler 360 is located in the fuel nozzle 334 and all of the air injectors 385a, 385b, 385c, as shown.

[0070] In operation, the first variable fuel staging assembly 397 introduces a fuel / air mixture to create a flame within the combustion chamber 350, which generates combustion gases G having a combined swirl pattern 398. The combined swirl pattern 398 may include an inward swirl pattern 394 and a V-shaped swirl pattern 396. Although shown as starting axially downstream of the first fuel outlet 383a, it should be understood that the fuel / air mixture may be ignited at or near the first fuel outlet 383a.

[0071] Figure 8 is suitable for use in Figure 1 An enlarged schematic side cross-sectional view of a portion of a fuel supply assembly 432 that is part of the combustion section 14. The fuel supply assembly 432 is similar to the fuel supply assembly 332; thus, like parts will be identified with like names and numbers incremented by 100, it being understood that the description of the fuel supply assembly 332 applies to the fuel supply assembly 432 unless otherwise noted.

[0072] The fuel supply assembly 432 is similar to Figure 7is the same as the fuel supply assembly 332. The second and third air injectors 485b, 485c do not include a swirler. An air injector without a swirler produces an axial flow 499. It is also contemplated that the dome wall 448 does not include any dilution openings. Dilution openings in the dome wall provide control over the flame shape by providing an inward or axial flow momentum that keeps the flame centered in the burner and away from the dome wall and the burner liner wall. When the air injector does not have a swirler, the axial flow 499 controls the radial spread of the flame and shapes the flame so that the hot gases are away from the burner liner and the dome wall, thereby increasing the burner hot section life. Since this non-swirl feature can control the flame shape, the dilution openings in the dome wall can be eliminated.

[0073] In addition, the first, second, third, and fourth air supply ducts 480a, 480b, 480c, 480d and the first, second, and third fuel supply ducts 482a, 482b, 482c can extend any suitable distance or have any suitable cross-section. As a non-limiting example, the corresponding first, second, third, and fourth air outlets 481a, 481b, 481c, 481d and the first, second, and third fuel outlets 483a, 483b, 483c can be axially aligned. As shown, each successive outlet can be located at the same axial position as the immediately upstream outlet. The alignment can cause the flame to move downstream of the dome wall 448.

[0074] Similar to Figure 7 the fuel supply assembly 332, the combination of the flow structures 492, 488 defines a second variable fuel staging assembly 497. The second variable fuel staging assembly 497 is further defined by the tapered end 476.

[0075] In operation, the second variable fuel staging assembly 497 introduces a fuel / air mixture to produce a flame within the combustion chamber 450, which generates combustion gases G having a second combined swirl pattern 498. The second combined swirl pattern 498 can include an axial flow 499 and an inward swirl pattern 494.

[0076] Turning Figure 9 , Figure 9 is suitable for use in Figure 1An enlarged schematic side cross-sectional view of another portion of the fuel supply assembly 532 used in the combustion section 14. The fuel supply assembly 532 has features similar to all of the fuel supply assemblies 32, 132, 232, 332, 432 previously described herein. Similar parts will be identified by similar names and numbers, and it should be understood that the description of the fuel supply assemblies 32, 132, 232, 332, 432 applies to the fuel supply assembly 532 unless otherwise noted. Since the structural components of the fuel supply assembly 532 and the burners associated with the fuel supply assembly 532 have been described herein, Figure 9 illustrates the operation of the fuel supply assembly 532 that can be applied to any of the fuel supply assemblies 32, 132, 232, 332, 432 described herein.

[0077] During operation, a fuel flow (represented as "F") is supplied from the passage 566 to the fuel nozzle 534. The fuel flow F flows through the first fuel supply conduit 582a and through at least one swirler 560 to define a swirling fuel flow (represented as "Fs") that is discharged into the combustion chamber 550. In operation, the fuel supply assembly 532 introduces a fuel / air mixture to generate a flame within the combustion chamber 550, which generates combustion gases G having a swirling pattern (as a non-limiting example, an inward swirling pattern 594).

[0078] The swirling fuel flow Fs can be ignited within the combustion chamber 550 or the fuel nozzle 534 by an igniter (not shown) or by auto-ignition. The fuel flow F can comprise 100% hydrogen H2 fuel or other fuels such as methane. Alternatively, the fuel flow F can be a mixture of H2 fuel and compressed air from, for example, a compressor section (e.g., Figure 1 the compressor section 12).

[0079] The fuel flow F can be divided into multiple parts such that a first fuel flow (represented as "F1") is supplied to and flows through the first fuel supply conduit 582a, a second fuel flow (represented as "F2") is supplied to and flows through the second fuel supply conduit 582b, and a third fuel flow (represented as "F3") is supplied to and flows through the third fuel supply conduit 582c.

[0080] A compressed air flow (e.g., Figure 4The compressed air C) is supplied to various parts of the fuel supply assembly 532. As a non-limiting example, a first compressed air stream (designated as "Fc1") is supplied to and passes through a first air supply conduit 580a, a second compressed air stream (designated as "Fc2") is supplied to and passes through a second air supply conduit 580b, a third compressed air stream (designated as "Fc3") is supplied to and passes through a third air supply conduit 580c, and a fourth compressed air stream (designated as "Fc4") is supplied to and passes through a set of flame shaping openings 553 formed in the dome wall 548.

[0081] The first compressed air stream Fc1, the second compressed air stream Fc2, the third compressed air stream Fc3, the fourth compressed air stream Fc4, or a combination thereof can be from the same or different compressed air sources. As a non-limiting example, the first compressed air stream Fc1 can be from an HP compressor (e.g., Figure 1 the HP compressor 24 of Figure 1 ), while the second compressed air stream Fc2 can be from an LP compressor (e.g.,

[0082] the LP compressor 22 of

[0083] The first compressed air stream Fc1, the second compressed air stream Fc2, the third compressed air stream Fc3, and the fourth compressed air stream Fc4 are used to shape the flame (e.g., provide a desired footprint of the physical flame within the combustion chamber 550) and insulate various parts of the burner 540 from the flame. Flame shaping is accomplished by forming an annular compressed air curtain around the flame. As a non-limiting example, the first air supply conduit 580a is oriented such that the first compressed air stream Fc1 discharged therefrom forms an annular compressed air curtain around the swirling fuel stream Fs. The annular compressed air curtain in turn guides the flame or the swirling fuel stream Fs in a desired direction and holds the flame within a desired boundary at least partially defined by the annular compressed air curtain. The annular compressed air curtain further insulates various parts of the burner 540 from the heat of the flame by providing an insulating layer between the flame and the various parts (e.g., the dome wall 548, the burner liner, etc.) or otherwise cooling the various parts.

[0083] Although not shown, the controller module can be located in the engine 10 ( Figure 1) at any position within, and can be communicatively coupled to a set of valves to automatically control the fluid flow to or within corresponding portions of the fuel supply assembly 532. As a non-limiting example, the controller module can automatically control the supply of the fuel flow F to the passage 566. As a non-limiting example, the controller module can automatically control the supply of the first compressed air flow Fc1 to the first air supply conduit 580a. As a non-limiting example, the controller module can automatically control the supply of the second compressed air flow Fc2 to the second air supply conduit 580b. As a non-limiting example, the controller module can automatically control the supply of the third compressed air flow Fc3 to the third air supply conduit 580c. As a non-limiting example, the controller module can automatically control the supply of the fourth compressed air flow Fc4 to the set of flame shaping openings 553. The fuel flow F, the first compressed air flow Fc1, the second compressed air flow Fc2, the third compressed air flow Fc3, and the fourth compressed air flow Fc4 can be controlled independently of each other. As a non-limiting example, the compressed air flow C can be cut off to the set of flame shaping openings 553 but sent to the first air supply conduit 580a.

[0084] Compared with traditional fuels, when using gaseous H2 fuel, the shaping of the flame and the isolation between the flame and other parts of the burner 540 are particularly important. Compared with traditional fuels, gaseous H2 fuel has a higher combustion temperature and a tendency to flashback. Thus, at least one or a combination of the first compressed air flow Fc1, the second compressed air flow Fc2, the third compressed air flow Fc3, and the fourth compressed air flow Fc4 is used to push the flame away from the fuel supply assembly 532. Pushing the swirling fuel flow Fs away from the fuel supply assembly 532 helps ensure that the swirling fuel flow Fs does not flash back into the fuel nozzle 534 once ignited. At least one or a combination of the first compressed air flow Fc1, the second compressed air flow Fc2, the third compressed air flow Fc3, and the fourth compressed air flow Fc4 further ensures that a flame hotter than the flame generated by traditional fuels does not overheat sections of the burner 540. At least one or a combination of the first compressed air flow Fc1, the second compressed air flow Fc2, the third compressed air flow Fc3, and the fourth compressed air flow Fc4 can further be used to produce a uniform flame distribution at the burner outlet. It is envisioned that a uniform flame distribution or temperature distribution at the burner outlet results in higher efficiency of the turbine section.

[0085] The sequential fuel staging 600 as indicated by the arrows is achieved by the structure of the fuel supply assemblies 32, 132, 232, 332, 432, 532 described herein. The first fuel / air loop F / A1 of the sequential fuel staging 600 has a first equivalence ratio in the range of 0.5 to 2 (expressed as ). In one non-limiting example, the first equivalence ratio Less than 1.0. The second and third fuel / air circuits F / A2, F / A3 of the staged fuel injection 600 have corresponding second and third equivalence ratios (denoted as and ), both of which are less than the first equivalence ratio In a non-limiting example, the second equivalence ratio is greater than the third equivalence ratio In another non-limiting example, the second and third equivalence ratios are equal to each other. In yet another non-limiting example, the second equivalence ratio is less than the third equivalence ratio The second and third equivalence ratios are both in the range of 0.5 to 0.9. The flame shaping stage 584 can surround the fuel / air circuits (F / A1, F / A2, F / A3) without fuel to control the shape of the flame. The sequential reduction of fuel and air from the center of the fuel nozzle to the radially outward direction helps to sequentially reduce the flame temperature from a smaller area to a larger area, thereby reducing the high-temperature area and thus reducing NO x emissions.

[0086] Go to Figure 10 to show the Figure 7 fuel supply assembly 332. However, all the dimensions shown can be applied to any fuel supply assemblies 32, 132, 232, 332, 432, 532 described herein.

[0087] The diameter (denoted as "D") is defined as the outer diameter of the fuel nozzle 334 at the first fuel outlet 383a. The first length (denoted as "L1") is measured along the centerline axis 357 from the first distal end 387a of the first fuel / air circuit F / A1 defined by the fuel nozzle 334 to the front of the dome wall 348. The first length L1 is a function of the diameter D and is in the range of -4D to 4D. The second length (denoted as "L2") is measured along the centerline axis 357 from the second distal end 387b of the second fuel / air circuit F / A2 to the front of the dome wall 348. The second length L2 is a function of the diameter D and is in the range of -4D to 4D. The third length (denoted as "L3") is measured along the centerline axis 357 from the third distal end 387c of the third fuel / air circuit F / A3 to the front of the dome wall 348. The third length L3 is a function of the diameter D and is in the range of -3D to 3D. The fourth length (denoted as "L4") is measured along the centerline axis 357 from the fourth distal end 387d of the flame shaping stage 384 to the front of the dome wall 348. The fourth length L4 is a function of the diameter D and is in the range of -2D to 5D.

[0088] The fuel supply assembly 332 is allocated 10% to 45% of the total amount of compressed air C( Figure 3 ) supplied to the burner 340 to define a single air supply amount (denoted as "W"). Each of the series of air injectors 338 is allocated an amount of the single air supply amount W. The first air supply conduit 380a is allocated a first air supply (denoted as "W1") in the range of 0% to 5% of the single air supply amount W. The second air supply conduit 380b is allocated a second air supply (denoted as "W2") in the range of 10% to 45% of the single air supply amount W. The third air supply conduit 380c is allocated a third air supply (denoted as "W3") in the range of 15% to 55% of the single air supply amount W. The fourth air supply conduit 380d is allocated a fourth air supply (denoted as "W4") in the range of 0% to 65% of the single air supply amount W.

[0089] Figure 2 The group of fuel supply assemblies 30 shown in Figure 5 ) may include any combination of the fuel supply assemblies 32, 132, 232, 332, 432, 532 described herein. In one example, all of the fuel supply assemblies in the group of fuel supply assemblies include fuel nozzles having tapered ends 176( Figure 8 ). In another example, all of the supply assemblies in the group of fuel supply assemblies include fuel nozzles having enlarged ends 278( Figure 6 ). In yet another example, the group of fuel supply assemblies includes a combination of tapered ends 176, 476 and enlarged ends 278. As a non-limiting example, every other fuel supply assembly defines a stage having one of the tapered ends 176, 476 or enlarged end 278.

[0090] The sequential fuel staging with a first equivalence ratio higher than the remaining stages is beneficial for flame stability and achieves lower NO x emissions. In addition, the sequential decrease in the fuel / air ratio radially outward from the center of the fuel supply assembly helps to sequentially decrease the flame temperature from a smaller area to a larger area, thereby reducing the high-temperature area and thus also reducing NO x emissions.

[0091] The various fuel supply assemblies described herein are capable of achieving a flow pattern in which centrally supplied air creates an inward outflow direction (from the center towards the burner liner), and air supplied radially outward from the fuel nozzle creates an outward inflow structure that causes a higher level of fuel-air mixing across the radial span of the dome, resulting in a uniform temperature distribution and thus lower NO x emissions.

[0092] Benefits of the present disclosure include burners suitable for use with gaseous H2 fuel. As previously mentioned, gaseous H2 fuel has higher flame temperatures, a greater likelihood of flashback, and a greater likelihood of autoignition compared to conventional fuels (e.g., fuels without hydrogen). That is, gaseous H2 fuel has a wider flammable range and a faster combustion rate than conventional fuels such as petroleum-based fuels or mixtures of petroleum and synthetic fuels. These high combustion temperatures of gaseous H2 fuel translate to higher NO x . To reduce NO x emissions, various sequential stages as described herein are combined to rapidly mix fuel and air downstream of the fuel supply assembly by using a combination of converging or diverging channels. These features create a combination of converging or diverging flows to produce rapid mixing between the fuel and air, resulting in a uniform temperature and lower NO x emissions within the burner. An additional benefit of the sequential outer air circuit is to shape the flame structure by keeping the high-temperature region in a small central region of the burner, thereby protecting the dome wall and the liner wall. The fuel supply assembly further aids in flame shaping, which helps ensure that the liner wall temperature, dome wall temperature, burner exit temperature profile, and the pattern of the flame / gas leaving the burner can be controlled. This control or shaping can further ensure that the combustion section or other hot sections of a turbine engine do not fail or otherwise become ineffective due to being overheated, thereby increasing the lifespan of the turbine engine. That is, as described herein, the fuel supply assembly ensures uniform, consistent, or otherwise desired flame propagation within the burner.

[0093] Benefits associated with using hydrogen-containing fuels compared to conventional fuels include a more environmentally friendly engine because hydrogen-containing fuels produce fewer carbon pollutants when burned than burners using conventional fuels. For example, a burner including 100% hydrogen-containing fuel (e.g., the fuel is 100% H2) will have zero carbon pollutants. As described herein, the burner can be used in cases where 100% hydrogen-containing fuel is used.

[0094] Within the scope not yet described, the different features and structures of the various embodiments may be used in combination as needed or substituted for one another. That is, any dilution holes that connect compressed air to the combustion chamber may include one or more aspects described herein. As a non-limiting example, one or more dilution holes may include a channel or a single rounded inlet fluidly connected to one or more channels. As a further non-limiting example, one or more dilution holes may include a chamber portion or at least one orifice. The fact that a feature is not shown in all embodiments does not mean that it cannot be so shown, but rather is done for the sake of brevity of description. Thus, the various features of different embodiments may be mixed and matched as needed to form new embodiments, whether or not the new embodiments are explicitly described. Additionally, the rounded inlet connected to the passageway may be applied to any flow path that provides flow through one or more parts or components of a turbine engine. That is, aspects of the present disclosure are shown in the context of the dilution holes of a burner; however, other channels within a turbine engine are also contemplated. All combinations or permutations of the features described herein are covered by the present disclosure.

[0095] This written description uses examples to describe aspects of the disclosure described herein, including the best mode, and also enables any person skilled in the art to practice aspects of the disclosure, including making and using any device or system and performing any incorporated method. The patentable scope of the aspects of the present disclosure is defined by the claims and may include other examples that occur to those skilled in the art. Such other examples are intended to fall within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements that do not differ from the literal language of the claims in a substantial way.

[0096] A further aspect is provided by the subject matter of the following clauses:

[0097] A turbine engine comprising a compressor section, a combustion section, and a turbine section, the compressor section, the combustion section, and the turbine section being in a serial fluid arrangement, the combustion section including: a burner liner and a dome wall, the burner liner and the dome wall together forming at least a part of a combustion chamber, wherein the dome wall has an opening; and a fuel supply assembly, the fuel supply assembly being connected to the opening and extending through the opening, the fuel supply assembly including: a fuel nozzle extending along a centerline axis and defining a first fuel / air circuit (F / A1); a series of air injectors surrounding the fuel nozzle; and a first fuel injector radially spaced from the fuel nozzle and interspersed with the series of air injectors to define a second fuel / air circuit (F / A2); wherein a first equivalence ratio of the first fuel / air circuit (F / A1) Greater than the second equivalence ratio of the second fuel / air circuit (F / A2)

[0098] The turbine engine according to any of the preceding clauses, further comprising a second fuel injector that is radially spaced from the first fuel injector and interspersed with the series of air injectors to define a third fuel / air circuit (F / A3), wherein the third equivalence ratio of the third fuel / air circuit (F / A3) Is less than the first equivalence ratio

[0099] The turbine engine according to any of the preceding clauses, wherein the first fuel injector and the second fuel injector are part of a set of fuel injectors that are interspersed with the series of air injectors to define a series of fuel / air circuits (F / A1, F / A2…F / A n )

[0100] The turbine engine according to any of the preceding clauses, wherein the equivalence ratio of each fuel / air circuit in the series of fuel / air circuits decreases in order

[0101] The turbine engine according to any of the preceding clauses, wherein the first equivalence ratio Is less than 2

[0102] The turbine engine according to any of the preceding clauses, wherein the fuel nozzle includes a first air supply conduit and a first fuel supply conduit, the first air supply conduit terminates at a first air outlet and extends along the centerline axis, the first fuel supply conduit surrounds the first air supply conduit and terminates at a first fuel outlet around the first air outlet to define the first fuel / air circuit

[0103] The turbine engine according to any of the preceding clauses, wherein the first fuel injector includes a second fuel supply conduit that terminates at a second fuel outlet

[0104] The turbine engine according to any of the preceding clauses, wherein the series of air injectors are concentrically arranged around the fuel nozzle and include a second air supply conduit that terminates at a second air outlet, the second fuel outlet and the second air outlet together define the second fuel / air circuit

[0105] The turbine engine according to any of the preceding clauses, wherein the fuel nozzle includes a tapered end

[0106] The turbine engine according to any of the preceding clauses, wherein the fuel nozzle includes an enlarged end

[0107] The turbine engine according to any of the preceding clauses further includes a stage having a fuel nozzle, the fuel nozzle including a combination of a tapered end and an enlarged end.

[0108] The turbine engine according to any of the preceding clauses, wherein the fuel supply assembly includes an integral body.

[0109] The turbine engine according to any of the preceding clauses, wherein the series of air injectors includes at least one swirler.

[0110] The turbine engine according to any of the preceding clauses, wherein a fuel swirler is disposed within the fuel nozzle.

[0111] The turbine engine according to any of the preceding clauses, wherein the outlets associated with each of the fuel nozzle, the series of air injectors, and the first fuel injector are axially misaligned.

[0112] The turbine engine according to any of the preceding clauses, wherein at least one outlet associated with the series of air injectors or the first fuel injector is axially aligned with the fuel nozzle.

[0113] The turbine engine according to any of the preceding clauses further includes a flow structure angled inwardly towards the centerline axis and a flow structure angled outwardly away from the centerline axis to define a variable fuel staging assembly.

[0114] The turbine engine according to any of the preceding clauses further includes a flow structure angled inwardly towards the centerline axis to define a nozzle fuel staging assembly.

[0115] The turbine engine according to any of the preceding clauses further includes a flow structure angled outwardly away from the centerline axis to define a diffuser fuel staging assembly.

[0116] The turbine engine according to any of the preceding clauses, wherein the fuel nozzle defines a diameter, and the first fuel / air circuit terminates at a first distal end spaced a first length from the dome wall, the second fuel / air circuit terminates at a second distal end spaced a second length from the dome wall, the third fuel / air circuit terminates at a third distal end spaced a third length from the dome wall, and wherein the first length, the second length, and the third length are functions of the diameter.

[0117] The turbine engine according to any of the preceding clauses, wherein the series of air injectors is concentrically arranged around the fuel nozzle.

[0118] A turbine engine according to any of the preceding clauses, wherein at least one air injector of the series of air injectors does not have a swirler to define an axial flow.

[0119] A turbine engine according to any of the preceding clauses, wherein the dome wall further comprises a set of flame shaping openings.

[0120] A turbine engine according to any of the preceding clauses, further comprising at least one swirler disposed within the series of air injectors.

[0121] A turbine engine according to any of the preceding clauses, further comprising a third fuel injector, the third fuel injector including a third fuel supply conduit terminating in a third fuel outlet.

[0122] A turbine engine according to any of the preceding clauses, further comprising a third air supply conduit terminating in a third air outlet, the third fuel outlet and the third air outlet together defining a third fuel / air circuit.

[0123] A turbine engine according to any of the preceding clauses, further comprising a fourth air supply conduit terminating in a fourth air outlet.

[0124] A turbine engine according to any of the preceding clauses, wherein 10% to 45% of the total amount of compressed air is allocated to the burner to define a single air supply amount.

[0125] A turbine engine according to any of the preceding clauses, wherein each of the series of air injectors is allocated an amount of the single air supply amount.

[0126] A turbine engine according to any of the preceding clauses, wherein the first air supply conduit is allocated a first air supply, the first air supply being in the range of 0% to 5% of the single air supply amount.

[0127] A turbine engine according to any of the preceding clauses, wherein the second air supply conduit is allocated a second air supply, the second air supply being in the range of 10% to 45% of the single air supply amount.

[0128] A turbine engine according to any of the preceding clauses, wherein the third air supply conduit is allocated a third air supply, the third air supply being in the range of 15% to 55% of the single air supply amount.

[0129] A turbine engine according to any of the preceding clauses, wherein the fourth air supply conduit is allocated a fourth air supply, the fourth air supply being in the range of 0% to 65% of the single air supply amount.

[0130] A turbine engine according to any of the preceding clauses, wherein the nozzle fuel staging assembly generates combustion gases having an inward swirl pattern.

[0131] A turbine engine according to any of the preceding clauses, wherein the nozzle fuel staging assembly generates combustion gases having a combined swirl pattern.

[0132] A turbine engine according to any of the preceding clauses, wherein the nozzle fuel staging assembly generates combustion gases having a V-shaped swirl pattern.

Claims

1. A turbine engine, characterized in that, Comprising: A compressor section, a combustion section, and a turbine section, wherein the compressor section, the combustion section, and the turbine section are in a serial fluid arrangement, and the combustion section includes: A burner liner and a dome wall, the burner liner and the dome wall together forming at least a part of a combustion chamber, wherein the dome wall has an opening; and A fuel supply assembly, the fuel supply assembly being coupled to the opening and extending through the opening, the fuel supply assembly including: A fuel nozzle that extends along a centerline axis and defines a first fuel / air circuit (F / A1); A series of air injectors surrounding the fuel nozzle; and A first fuel injector that is radially spaced from the fuel nozzle and interspersed with the series of air injectors to define a second fuel / air circuit (F / A2); Wherein a first equivalence ratio (φ1) of the first fuel / air circuit (F / A1) is greater than a second equivalence ratio (φ2) of the second fuel / air circuit (F / A2): (φ1>φ2).

2. The turbine engine according to claim 1, wherein Further comprising a second fuel injector that is radially spaced from the first fuel injector and interspersed with the series of air injectors to define a third fuel / air circuit (F / A3), wherein a third equivalence ratio (φ3) of the third fuel / air circuit (F / A3) is less than the first equivalence ratio (φ1): (φ1>φ3).

3. The turbine engine according to claim 2, wherein, Wherein, The first fuel injector and the second fuel injector are part of a set of fuel injectors that are interspersed with the series of air injectors to define a series of fuel / air circuits (F / A1, F / A2... F / A n ).

4. The turbine engine according to claim 3, characterized in that, Wherein, The equivalence ratio of each fuel / air circuit in the series of fuel / air circuits decreases sequentially.

5. The turbine engine according to claim 3, characterized in that, Wherein, The first equivalence ratio (φ1) is less than 2.

6. The turbine engine according to claim 2, wherein Wherein, The fuel nozzle defines a diameter, and the first fuel / air circuit terminates at a distal end spaced a first length from the dome wall, the second fuel / air circuit terminates at a distal end spaced a second length from the dome wall, the third fuel / air circuit terminates at a distal end spaced a third length from the dome wall, and wherein the first length, the second length, and the third length are functions of the diameter.

7. The turbine engine according to claim 1, characterized in that, Wherein, The fuel nozzle includes a first air supply conduit and a first fuel supply conduit, the first air supply conduit terminating at a first air outlet and extending along the centerline axis, the first fuel supply conduit surrounding the first air supply conduit and terminating at a first fuel outlet around the first air outlet to define the first fuel / air circuit.

8. The turbine engine according to claim 7, characterized in that, Wherein, The first fuel injector includes a second fuel supply conduit terminating at a second fuel outlet.

9. The turbine engine according to claim 8, characterized in that, Wherein, The series of air injectors are concentrically arranged around the fuel nozzle and include a second air supply conduit terminating at a second air outlet, the second fuel outlet and the second air outlet together defining the second fuel / air circuit.

10. The turbine engine according to claim 1, wherein Wherein, The fuel nozzle includes a tapered end.

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