Cooling fluid control system and method of operating cooling fluid system of turbine engine

Abstract

A cooling fluid control system for a turbine engine having one or more fuel nozzles. A cooling fluid control system includes a cooling fluid system and a controller. A cooling fluid system is in fluid communication with the one or more fuel nozzles for supplying a cooling fluid to the one or more fuel nozzles. When the turbine engine is shut down, the controller controls the cooling fluid system to supply cooling fluid through the one or more fuel nozzles. In one aspect, a controller controls a cooling fluid system to supply cooling fluid through one or more fuel nozzles when a fuel nozzle temperature of the one or more fuel nozzles is greater than a fuel nozzle temperature threshold during at least one of medium power operation or low power operation of the turbine engine.

Description

Technical Field

[0001] The present disclosure generally relates to a cooling fluid control system and a method of operating a cooling fluid system (particularly a cooling fluid system in a turbine engine of an aircraft) of a turbine engine. Background Art

[0002] A turbine engine generally includes a fan and a turbo-engine arranged in fluid communication with each other. A combustor is arranged in the turbo-engine to generate combustion gases for driving a turbine of the turbine engine. Brief Description of the Drawings

[0003] The above and other features and advantages will become apparent from the following more particular description of various exemplary embodiments, as illustrated in the accompanying drawings, in which like reference numerals generally represent the same, functionally similar, or structurally similar elements.

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

[0005] Figure 2 is according to the present disclosure Figure 1 of a turbo-engine and a cooling fluid system of a turbine engine.

[0006] Figure 3 is according to the present disclosure at Figure 1 at detail 3 taken Figure 1 of a combustor of a turbine engine.

[0007] Figure 4 is a schematic internal view of a fuel nozzle assembly of a combustor that can be used for Figure 3 according to the present disclosure.

[0008] Figure 5 is a schematic internal view of a fuel nozzle assembly of a combustor that can be used for Figure 3 according to another embodiment.

[0009] Figure 6 is a schematic diagram of a cooling fluid control system for a turbine engine for Figure 1 according to the present disclosure.

[0010] Figure 7 is a flowchart of a method of operating a cooling fluid system of a turbine engine for Figures 1 to 3 according to the present disclosure.

[0011] Figure 8 is a flowchart of a method of operating a cooling fluid system of a turbine engine for Figures 1 to 3 according to another embodiment. Detailed Implementation Modes

[0012] The features, advantages, and embodiments of the present disclosure will be set forth or will be apparent by considering the following detailed description, the accompanying drawings, and the claims. In addition, the following detailed description is exemplary and is intended to provide further explanation without limiting the scope of the claimed present disclosure.

[0013] Various embodiments of the present disclosure 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 can be used without departing from the present disclosure.

[0014] As used herein, the terms "first" and "second" may be used interchangeably to distinguish one component from another and are not intended to indicate the position or importance of the respective components.

[0015] The terms "upstream" and "downstream" refer to the relative direction with respect to the fluid flow in a fluid path. For example, "upstream" refers to the direction from which the fluid flows, and "downstream" refers to the direction towards which the fluid flows.

[0016] The terms "front" and "rear" refer to the relative positions within a turbomachine or a vehicle and refer to the normal operating attitude of the turbomachine or the vehicle. For example, with respect to a high-bypass turbomachine, the front refers to the position closer to the engine inlet, and the rear refers to the position closer to the engine nozzle or exhaust outlet. In one example, in a contra-rotating turbomachine, the front refers to the position closer to the engine nozzle or exhaust outlet, and the rear refers to the position closer to the engine inlet.

[0017] Unless otherwise specified herein, the terms "coupled", "fixed", "attached", "connected", etc. refer to both direct coupling, fixing, attaching, or connecting and indirect coupling, fixing, attaching, or connecting through one or more intermediate components or features.

[0018] Unless the context clearly dictates otherwise, the singular forms "a", "an", and "the" include plural references.

[0019] As used herein, the terms "axial" and "axially" refer to the direction and orientation extending substantially parallel to the centerline of the turbomachine. In addition, the terms "radial" and "radially" refer to the direction and orientation extending substantially perpendicular to the centerline of the turbomachine. Further, as used herein, the terms "circumferential" and "circumferentially" refer to the direction and orientation extending in an arc around the centerline of the turbomachine.

[0020] As used herein, when used in connection with a compressor, turbine, shaft, fan, or turbine engine component, the terms "low," "medium" (or "mid"), and "high," or their respective comparatives (e.g., "lower" and "higher," if applicable), refer to relative pressure, relative speed, relative temperature, and / or relative power output within the engine, unless otherwise specified. For example, a "low power" setting defines an engine configured to operate at a power output below the "high power" setting of the engine, while a "medium power" setting defines an engine configured to operate at a power output greater than the "low power" setting and less than the "high power" setting of the engine. The terms "low," "medium" (or "mid"), or "high" in such terms above may additionally or alternatively be understood relative to a minimum allowable speed, pressure, or temperature, or relative to the minimum or maximum allowable speed, pressure, or temperature of normal, desired, steady-state, etc. operation of the engine.

[0021] The various power levels of a turbine engine are defined as a percentage of the sea level static (SLS) maximum engine rated thrust. Low power operation includes, for example, less than or equal to thirty percent (30%) of the SLS maximum engine rated thrust of the turbine engine. Medium power operation includes, for example, greater than thirty percent (30%) to less than eighty-five percent (85%) of the SLS maximum engine rated thrust of the turbine engine. High power operation includes, for example, greater than or equal to eighty-five percent (85%) of the SLS maximum engine rated thrust of the turbine engine.

[0022] As used throughout this specification and the claims, approximating language is applied to modify any quantitative representation that could permissibly vary without resulting in a change in the basic function associated therewith. Accordingly, values modified by terms such as "about," "approximate," "substantially," and "essentially" are not limited to the precise values specified. In at least some instances, the approximating language may correspond to the precision of the instrument used to measure the value, or the precision of the method or machine used to fabricate or construct the component or system. For example, the approximating language may refer to within 1%, 2%, 4%, 10%, 15%, or 20% of a single value, a range of values, or an endpoint defining a range of values.

[0023] Herein, as well as throughout the specification and the claims, range limitations are combined and interchanged. Such ranges are identified and include all subranges subsumed therein unless the context or language indicates otherwise. For example, all ranges disclosed herein include the endpoints, and the endpoints may be combined independently of one another.

[0024] A combustor of a turbine engine, such as a turbine engine of an aircraft, ignites a fuel and air mixture to produce combustion gases, which in turn drive one or more turbines of the turbine engine, thereby rotating one or more loads (e.g., a fan, a propeller, etc.). Concerns about air pollution have led to more stringent combustion emission standards. These standards regulate the emissions of nitrogen oxides (NO x ) from the turbine engine and other types of exhaust emissions. Generally, due to the high flame temperature in the combustor, NO x is formed during the combustion process. In turbine engine design, it is difficult to balance reducing NO x emissions while achieving improved engine performance. For example, design changes to the combustor made to achieve lower emissions must not affect the ability of the combustion system to meet performance and certification requirements throughout the operating cycle of the aircraft.

[0025] In addition to balancing reducing emissions while achieving improved engine performance, another trade-off is reducing the specific fuel consumption (SFC) of the turbine engine. Specific fuel consumption is the amount of fuel consumed by the turbine engine per unit of power output. Thus, a lower SFC means consuming less fuel to achieve a specific power output of the turbine engine. However, a lower SFC requires a higher thermal efficiency of the engine. Therefore, the operating pressure and temperature of the turbine engine increase significantly to achieve a lower SFC. The increased temperature in the combustor heats the fuel nozzle. This causes the fuel temperature of the fuel in the fuel nozzle to rise above a temperature threshold (e.g., 350°F), and the fuel can start to cook within the fuel nozzle and fuel system valves, and carbonaceous deposits (also known as coke) may form in the fuel. This process is also called coking, and the coke can clog the fuel circuit in the fuel nozzle, thereby reducing the durability and thermal efficiency of the turbine engine. During some operating conditions (such as during medium power operation (e.g., cruise, descent, or approach) of the turbine engine), less fuel is injected through the fuel nozzle (compared to high power operation), and thus less fuel is available to absorb heat from the fuel nozzle surface to cool the fuel nozzle surface. Therefore, during such operating conditions, the risk of coking increases. Some turbine engines utilize a coke barrier coating in the fuel nozzle or utilize fuel additives to prevent coking. However, it is difficult to implement a coke barrier coating on the metal surface of the fuel nozzle. Fuel additives change the chemical properties of the fuel coking reaction and can also change other aspects of the chemical properties of the fuel. Additionally, considering aircraft operations, adding fuel additives to the fuel is not a preferred method because fuel additives require additional costs and handling by the fuel producer or the airliner to add the fuel additives.

[0026] In addition, when the turbine engine shuts down after operation, the hot air (e.g., 500°F to 1250°F) in the combustion chamber continues to heat the fuel nozzle before the heat dissipates. This process is called soakback heating. In particular, due to the natural convection heating of the hot air, the hot air rises, and the temperature of the fuel nozzle in the top part of the burner increases. Therefore, at the soakback temperature, the temperature of the fuel in the fuel nozzle rises above the temperature threshold, and coke forms in the fuel even after the turbine engine shuts down. Some turbine engines utilize a blower (e.g., a fan) to blow cooling air through the burner during shutdown to cool the fuel nozzle and prevent soakback coking. However, such a blower increases the weight of the turbine engine, thereby reducing the propulsion efficiency.

[0027] Accordingly, the present disclosure provides a cooling fluid system and a system and method for operating the cooling fluid system. The cooling fluid system supplies a cooling fluid (e.g., water or steam) through one or more fuel nozzles and injects the cooling fluid into the combustion chamber. In one embodiment, the cooling fluid is extracted from the exhaust gas of the turbine engine. The fuel nozzle includes an integrated cooling fluid circuit to reduce the fuel nozzle temperature (e.g., the temperature of the surface of the fuel nozzle) and the fuel temperature of the fuel within the fuel nozzle. The cooling fluid system supplies the cooling fluid through the fuel nozzle to reduce coking in the fuel during operation of the turbine engine. The used cooling fluid can be collected and recycled through the cooling fluid system. In some embodiments, the cooling fluid system supplies the cooling fluid through the fuel nozzle after the turbine engine shuts down to reduce the risk of soakback fuel coking.

[0028] The systems and methods of the present disclosure use turbine engine operating parameters or environmental conditions to turn on or off the cooling fluid system. In some embodiments, the system and method for operating the cooling fluid system includes supplying the cooling fluid through the fuel nozzle during a flight cycle of the turbine engine (e.g., when the turbine engine is operating). For example, these systems and methods operate the cooling fluid system based on turbine engine operating parameter thresholds during high power operation (e.g., takeoff or climb), medium power operation (e.g., cruise), or low power operation (e.g., descent and approach) to inject the cooling fluid through the fuel nozzle.

[0029] The various power levels of a turbofan engine are defined as a percentage of the sea level static (SLS) maximum engine rated thrust. Low power operation includes, for example, less than or equal to thirty percent (30%) of the turbofan engine's SLS maximum engine rated thrust. Medium power operation includes, for example, greater than thirty percent (30%) of the turbofan engine's SLS maximum engine rated thrust to less than eighty-five percent (85%) of the turbofan engine's SLS maximum engine rated thrust. High power operation includes, for example, greater than or equal to eighty-five percent (85%) of the turbofan engine's SLS maximum engine rated thrust. The values of thrust for each of the low power operation, medium power operation, and high power operation of the turbofan engine are merely exemplary, and other values of thrust may be used to define the low power operation, medium power operation, and high power operation.

[0030] The systems and methods disclosed herein inject a cooling fluid into the combustor via fuel nozzles at takeoff and climb power settings (e.g., high power operation) to reduce overall NO x emissions. The systems and methods operate the cooling fluid system to inject the cooling fluid at cruise power settings (e.g., medium power operation) and descent and approach power settings (e.g., low power operation) only when the fuel nozzle temperature is above a fuel nozzle temperature threshold (e.g., 350°F). Thus, when the fuel nozzle temperature is less than or equal to the fuel nozzle temperature threshold, the systems and methods cut off the injection of the cooling fluid through the fuel nozzles at cruise power settings (e.g., medium power operation) and descent and approach power settings (e.g., low power operation).

[0031] When the cooling fluid system supplies the cooling fluid into the combustor during operation, the injection of the cooling fluid reduces NO x emissions. The injection of the cooling fluid during medium power operation and low power operation helps avoid coking in the fuel and also ensures that engine performance is not sacrificed during such operation only when the fuel nozzle temperature is above the fuel nozzle temperature threshold. The cooling fluid (e.g., liquid) may be stored on the turbofan engine or the aircraft. For example, an on-board water tank may store water. During the climb and descent segments of the mission cycle, the water may be recycled, captured in the exhaust, or from the environment (e.g., metal organic). Engine waste heat and / or heated fuel may be used to convert the water to steam for steam injection.

[0032] The system and method also operate a cooling fluid system to supply cooling fluid through a fuel nozzle after the turbine engine is shut down and when the ambient air temperature is greater than an ambient air temperature threshold. The cooling fluid system circulates the cooling fluid (e.g., in liquid form) through the fuel nozzle and into the combustion chamber. The cooling fluid collects on the bottom of the combustion chamber, and the cooling fluid system pumps the cooling fluid from the combustion chamber to recycle the cooling fluid back to the cooling fluid tank of the cooling fluid system, thereby circulating the cooling fluid through the cooling fluid system again. Thus, the cooling fluid system is a closed system. Accordingly, the system and method provide protection against the fuel exceeding a fuel coking temperature threshold to prevent back-dip coking of the fuel during shutdown of the turbine engine.

[0033] Accordingly, cooling fluid injection provides lower emissions during high power operation (e.g., higher temperatures) to suppress NO x emissions while also preventing fuel coking in the fuel nozzle during operation of the turbine engine. Embodiments of the present disclosure also provide protection against fuel back-dip coking when the turbine engine is shut down. Thus, the systems and methods herein provide protection against fuel coking in the fuel nozzle without adding weight to the turbine engine (e.g., without using a blower to cool hot air), without using fuel additives, and without having to use a coke barrier coating.

[0034] Referring now to the drawings, Figure 1 is a schematic cross-sectional view of a turbine engine 10 taken along a longitudinal centerline axis 12 of the turbine engine 10 in accordance with an embodiment of the present disclosure. As Figure 1 shown, the turbine engine 10 defines an axial direction A extending parallel to the longitudinal centerline axis 12, a radial direction R perpendicular to the axial direction A, and a circumferential direction C extending in an arc about the longitudinal centerline axis 12. In the Figure 1 orientation, the portion above the longitudinal centerline axis 12 of the turbine engine 10 is referred to as the top portion 11, and the portion below the longitudinal centerline axis 12 of the turbine engine 10 is referred to as the bottom portion 13.

[0035] Generally, the turbine engine 10 includes a fan section 14 and a turbocharged engine 16 disposed downstream of the fan section 14. The turbocharged engine 16 includes, in serial flow relationship, a compressor section 21, a combustor 26, and a turbine section 27. The turbocharged engine 16 is substantially enclosed within a casing 18 that is generally tubular and defines a core inlet 20 that is annular about the longitudinal centerline axis 12. As Figure 1Schematically, the compressor section 21 includes a supercharger or a low pressure (LP) compressor 22, followed downstream by a high pressure (HP) compressor 24. The burner 26 is downstream of the compressor section 21. The turbine section 27 is downstream of the burner 26 and includes a high pressure (HP) turbine 28, followed downstream by a low pressure (LP) turbine 30. The turboprop engine 16 also includes an exhaust jet nozzle section 32, a high pressure (HP) shaft 34, and a low pressure (LP) shaft 36 downstream of the turbine section 27. The HP shaft 34 drivingly connects the HP turbine 28 to the HP compressor 24, and the HP compressor 24, the HP turbine 28, and the HP shaft 34 together are referred to as the HP spool. The HP turbine 28 and the HP compressor 24 rotate in unison via the HP shaft 34. The LP shaft 36 drivingly connects the LP turbine 30 to the LP compressor 22, and the LP compressor 22, the LP turbine 30, and the LP shaft 36 together are referred to as the LP spool. The LP turbine 30 and the LP compressor 22 rotate in unison via the LP shaft 36. The compressor section 21, the burner 26, the turbine section 27, and the exhaust jet nozzle section 32 together define a core air flow path.

[0036] For Figure 1 the embodiment depicted in Figure 1 , the fan section 14 includes a fan 38 (e.g., a variable pitch fan) having a plurality of fan blades 40 coupled to a disk 42 in a spaced-apart manner. As Figure 1 shown, the fan blades 40 extend generally radially outward from the disk 42 along a radial direction R. In the case of a variable pitch fan, the plurality of fan blades 40 are rotatable relative to the disk 42 about a pitch axis P by virtue of the fan blades 40 being operatively coupled to an actuating member 44, the actuating member 44 being configured to commonly and uniformly change the pitch of the fan blades 40. The fan blades 40, the disk 42, and the actuating member 44 are rotatable together about a longitudinal centerline axis 12 via a fan shaft 45, the fan shaft 45 being powered by the LP shaft 36 across a power gearbox (also referred to as a gearbox assembly 46) (e.g., the turboprop engine 10 is an indirect drive engine). In this manner, the fan 38 is drivingly coupled to and powered by the turboprop engine 16. The gearbox assembly 46 is schematically shown in

[0037] Still referring to Figure 1In an exemplary embodiment, the disk 42 is covered by a fan hub 48 that is aerodynamically shaped to facilitate airflow through the plurality of fan blades 40. Additionally, the fan section 14 includes an annular fan casing or nacelle 50 that circumferentially surrounds at least a portion of the fan 38 and the turbofan engine 16. The nacelle 50 is supported relative to the turbofan engine 16 by a plurality of exit guide vanes 52 that are circumferentially spaced about the nacelle 50 and the turbofan engine 16. Additionally, a downstream section 54 of the nacelle 50 extends over an outer portion of the turbofan engine 16 and, together with the outer casing 18, defines a bypass airflow passage 56 therebetween.

[0038] During operation of the turbofan engine 10, a quantity of air 58 enters the turbofan engine 10 through an inlet 60 of the nacelle 50 or the fan section 14. As the quantity of air 58 passes through the fan blades 40, a first portion of the air (also referred to as bypass air 62) is directed into the bypass airflow passage 56. Simultaneously, a second portion of the air (also referred to as core air 64) is directed through a core inlet 20 of the LP compressor 22 into an upstream section of the core air flow path. The ratio between the bypass air 62 and the core air 64 is commonly referred to as the bypass ratio. The pressure of the core air 64 is then increased by the LP compressor 22, generating compressed air 65. The compressed air 65 is directed through the HP compressor 24, where the pressure of the compressed air 65 is further increased. The compressed air 65 is then directed into a combustor 26, where the compressed air 65 is mixed with fuel 67 and ignited to generate combustion gases 66.

[0039] The combustion gases 66 are directed into the HP turbine 28 and expand through the HP turbine 28, where a portion of the thermal or kinetic energy from the combustion gases 66 is extracted via one or more stages of HP turbine rotor blades 70 and HP turbine stator vanes 68 coupled to the HP shaft 34. This causes the HP shaft 34 to rotate, thereby supporting the operation of the HP compressor 24 (self-sustaining cycle) through the HP shaft 34. In this manner, the combustion gases 66 do work on the HP turbine 28. The combustion gases 66 are then directed into the LP turbine 30 and expand through the LP turbine 30. Here, a second portion of the thermal or kinetic energy is extracted from the combustion gases 66 via one or more stages of LP turbine rotor blades 74 and LP turbine stator vanes 72 coupled to the LP shaft 36. This causes the LP shaft 36 to rotate, thereby supporting the operation of the LP compressor 22 (self-sustaining cycle) and the rotation of the fan 38 through the LP shaft 36 via a gearbox assembly 46. In this manner, the combustion gases 66 do work on the LP turbine 30.

[0040] The combustion gas 66 is then directed through the jet exhaust nozzle section 32 of the turbofan engine 16 to provide propulsive thrust. At the same time, the bypass air 62 is directed through the bypass air flow path 56 before being discharged from the fan nozzle exhaust section 76 of the turbofan engine 10, also providing propulsive thrust. The HP turbine 28, the LP turbine 30, and the jet exhaust nozzle section 32 at least partially define a hot gas path 78 for directing the combustion gas 66 through the turbofan engine 16.

[0041] As detailed above, the core air 64 (e.g., compressed air 65) is mixed with fuel 67 in the combustor 26 to produce the combustion gas 66. The turbofan engine 10 also includes a fuel system 100 for supplying fuel 67 to the combustor 26. The fuel system 100 includes a fuel tank (not shown) for storing the fuel 67 therein and one or more fuel supply lines 102 for supplying fuel 67 to the combustor 26. The fuel system 100 may include one or more valves for controlling the amount of fuel 67 supplied to the combustor 26. The fuel 67 can be any type of fuel for a turbofan engine, including liquid fuel or gaseous fuel. For example, the fuel 67 can be Jet A, sustainable aviation fuel (SAF) including biofuel, hydrogen-based fuel (H2), etc.

[0042] The controller 604 communicates with the turbofan engine 10 for controlling various aspects of the turbofan engine 10. For example, the controller 604 communicates bidirectionally with the turbofan engine 10 for receiving signals from various sensors and control systems of the turbofan engine 10 and for controlling components of the turbofan engine 10, as further detailed below. The controller 604 or its components can be located on the turbofan engine 10, on the aircraft, or can be positioned remote from each of the turbofan engine 10 and the aircraft. The controller 604 can be a full-authority digital engine control (FADEC) for controlling various aspects of the turbofan engine 10.

[0043] The turbofan engine 10 includes an ambient air temperature (T A ) sensor 80 that senses the ambient air temperature of the air surrounding the turbofan engine 10. The ambient air temperature sensor 80 can include any type of sensor or virtual sensor for sensing the ambient air temperature and indicating a value indicative of the ambient air temperature. The ambient air temperature sensor 80 converts the sensed ambient air temperature into an electrical signal and transmits the electrical signal to the controller 604, as further detailed below.

[0044] Figure 1The turbomachine 10 depicted is by way of example only. In other exemplary embodiments, the turbomachine 10 can have any other suitable configuration. For example, in other exemplary embodiments, the fan 38 can be configured in any other suitable manner (e.g., as a fixed pitch fan), and any other suitable fan frame configuration can also be used to support it. The turbomachine 10 can also be a direct drive engine without a power gearbox. For a direct drive engine, the fan speed is the same as the LP shaft speed. Additionally, in other exemplary embodiments, any other suitable number or configuration of compressors, turbines, shafts, or combinations thereof can be provided. In still other exemplary embodiments, aspects of the present disclosure can be incorporated into any other suitable turbomachine, such as a turbofan engine, a propfan engine, a turbojet engine, a turboprop engine, and / or a turboshaft engine.

[0045] Figure 2 is a schematic view of a turbocompound engine 16 and a cooling fluid system 200 of a turbomachine 10 according to the present disclosure. The cooling fluid system 200 extracts fluid (e.g., water) from the combustion gases 66 in the jet exhaust nozzle section 32. The cooling fluid system 200 is in fluid communication with the burner 26 for supplying cooling fluid 69 to the burner 26, as described in further detail below. The cooling fluid system 200 includes a cooling fluid supply 202, which includes a cooling fluid tank 204, a cooling fluid supply pump 205, and one or more cooling fluid supply lines 206. The cooling fluid tank 204 stores the cooling fluid 69 (as a liquid) therein. The cooling fluid system 200 also includes a condenser 208 that condenses the cooling fluid 69 (e.g., liquid water) from the combustion gases 66. The cooling fluid system 200 directs the cooling fluid 69 from the condenser 208 to the cooling fluid tank 204 to store the cooling fluid 69 therein. In this way, the cooling fluid 69 is stored in the cooling fluid tank 204 on the aircraft or on the turbomachine 10 ( Figure 1 )).

[0046] The cooling fluid system 200 supplies cooling fluid 69 from a cooling fluid supply 202 to the combustor 26 through one or more cooling fluid supply lines 206. For example, a cooling fluid supply pump 205 pumps the cooling fluid 69 from a cooling fluid tank 204 through one or more cooling fluid supply lines 206 and to the combustor 26. In some embodiments, waste heat and / or heated fuel is used to convert liquid water into steam so that the cooling fluid 69 is steam. For example, the cooling fluid supply 202 may include a heat exchanger (e.g., a boiler) for heating liquid water to generate steam. In this way, the cooling fluid 69 may include at least one of water or steam. In some embodiments, the cooling fluid supply 202 includes recirculated cooling fluid (e.g., water) directed through the turbine engine 10, cooling fluid captured in the exhaust of the turbine engine 10 (e.g., Figure 2 ), or cooling fluid from the environment (e.g., metal-organic) during the climb and descent phases of the corresponding mission. In this manner, cooling fluid system 200 is a closed system that generates and supplies cooling fluid 69 to combustor 26. In some embodiments, a portion of cooling fluid 69 is returned to cooling fluid supply 202, as described in further detail below. In some embodiments, a user (e.g., a maintenance technician, etc.) can fill cooling fluid tank 204 with cooling fluid while the aircraft is on the ground.

[0047] Figure 3 According to the present disclosure Figure 1 3 in the schematic cross-sectional view of the combustor 26. As depicted, the combustor 26 includes a diffuser section 301 and a combustion chamber 302 positioned downstream of the diffuser section 301. The diffuser section 301 is connected to the compressor section 21 ( Figure 1 ) is fluidically connected to receive compressed air 65, as described in further detail below.

[0048] The combustion chamber 302 is defined by an outer liner 304 and an inner liner 306. The outer liner 304 and the inner liner 306 are arranged about the longitudinal centerline axis 12 ( Figure 1) is annular. The burner 26 is an annular burner. However, the burner 26 can include any type of burner, such as an annular burner, a dual-annular burner, a can-type burner, etc. In some embodiments, the outer liner 304 and the inner liner 306 are annular about the longitudinal centerline axis of the combustion chamber 302. The outer liner 304 defines the radial outer boundary of the combustion chamber 302, and the inner liner 306 defines the radial inner boundary of the combustion chamber 302. The outer liner 304 and the inner liner 306 are disposed between the outer burner housing 308 and the inner burner housing 310, and the outer burner housing 308 and the inner burner housing 310 each circumferentially extend around the outer liner 304 and the inner liner 306 respectively. The burner 26 further includes an annular dome 312 mounted upstream of the outer liner 304 and the inner liner 306. The annular dome 312 defines the upstream end of the combustion chamber 302.

[0049] One or more mixer assemblies 314 ( Figure 3 only one is shown) are circumferentially spaced apart around the annular dome 312 to deliver a mixture of fuel 67, compressed air 65, and cooling fluid 69 to the combustion chamber 302. In some embodiments, one or more mixer assemblies 314 are arranged to pass through at least one of the annular dome 312, the outer liner 304, or the inner liner 306. One or more fuel nozzles 316 ( Figure 3 only one is shown) are fluidly connected in flow communication with the combustion chamber 302 through the annular dome 312. In some embodiments, one or more fuel nozzles 316 are connected through at least one of the annular dome 312, the outer liner 304, or the inner liner 306. The corresponding fuel nozzles 316 are fluidly connected in flow communication with the corresponding mixer assemblies 314 for supplying fuel 67 to the corresponding mixer assemblies 314. One or more fuel nozzles 316 are in fluid communication with the fuel system 100 to receive fuel 67 therein, and are in fluid communication with the cooling fluid system 200 to receive cooling fluid 69 therein. Each of the one or more fuel nozzles 316 includes a fuel nozzle fuel line 318 and a fuel nozzle cooling fluid line 320. The fuel nozzle fuel line 318 is fluidly coupled to one or more fuel supply lines 102. The fuel nozzle cooling fluid line 320 is fluidly coupled to one or more cooling fluid supply lines 206.

[0050] Downstream of the mixer assembly 314 is an igniter 330 that extends through the outer burner housing 308 and into the combustion chamber 302 to provide an initial ignition of the mixture of compressed air 65 and fuel 67. In various embodiments, the igniter 330 can provide continuous or intermittent ignition support to the combustion chamber 302. In some embodiments, the igniter 330 extends through the inner burner housing 310.

[0051] As Figure 3 shown, the fuel system 100 further includes a fuel temperature (T for sensing the temperature of the fuel 67F ) The sensor 104. In particular, the fuel temperature sensor 104 senses the temperature of the fuel 67 in at least one of one or more fuel supply lines 102 or fuel nozzle fuel lines 318. The fuel temperature sensor 104 can include any type of sensor or virtual sensor for sensing the fuel temperature and indicating a value indicative of the fuel temperature. The fuel temperature sensor 104 converts the sensed fuel temperature into an electrical signal and sends the electrical signal to the controller 604( Figure 1 ), as described in further detail below.

[0052] The cooling fluid system 200 also includes one or more cooling fluid discharge ports 210, a cooling fluid return pump 212, and a cooling fluid return line 214. The one or more cooling fluid discharge ports 210 are arranged to pass through at least one of the outer liner 304 or the inner liner 306 of the burner 26. In particular, the one or more cooling fluid discharge ports 210 are located at the lowest point of the combustion chamber 302 (e.g., the six o'clock position) such that the cooling fluid 69 collects around the one or more cooling fluid discharge ports 210 due to gravity. In Figure 3 one example, the one or more cooling fluid discharge ports 210 are arranged to pass through the inner liner 306. However, the one or more cooling fluid discharge ports 210 can be arranged to pass through the outer liner 304, or can be arranged to pass through both the outer liner 304 and the inner liner 306. For example, when the burner 26 is an annular burner, the outer liner 304 is disposed below the inner liner 306 in the bottom portion 13 of the turbine engine 10( Figure 1 ), such that the cooling fluid 69 collects on the outer liner 304 in the bottom portion 13. In such an embodiment, the one or more cooling fluid discharge ports 210 are arranged to pass through the outer liner 304.

[0053] The cooling fluid return pump 212 is in fluid communication with the one or more cooling fluid discharge ports 210 and the cooling fluid return line 214. The cooling fluid return line 214 is in fluid communication with the cooling fluid supply 202. In particular, the cooling fluid return line 214 is in fluid communication with the cooling fluid tank 204 of the cooling fluid supply 202. The cooling fluid system 200 also includes one or more cooling fluid discharge port valves 216 that are in fluid communication with the one or more cooling fluid discharge ports 210. The one or more cooling fluid discharge port valves 216 are opened to allow the cooling fluid 69 to flow through the one or more cooling fluid discharge ports 210. The one or more cooling fluid discharge port valves 216 are closed to prevent the cooling fluid 69 from flowing through the one or more cooling fluid discharge ports 210.

[0054] The burner 26 also includes one or more burner inlet sensors 340 positioned upstream of the combustion chamber 302. The one or more burner inlet sensors 340 sense the operating conditions (e.g., inlet operating conditions) at the inlet of the burner 26 (e.g., the operating conditions of the compressed air 65 entering the burner 26). For example, the one or more burner inlet sensors 340 are positioned in fluid communication with the diffuser section 301. The one or more burner inlet sensors 340 are positioned to sense the conditions of the compressed air 65 flowing into the burner 26 from the compressor section 21( Figure 1 ). The one or more burner inlet sensors 340 include a burner inlet pressure sensor 342 for sensing the burner inlet pressure of the compressed air 65 entering the burner 26 and a burner inlet temperature sensor 344 for sensing the burner inlet temperature of the compressed air 65 entering the burner 26. The one or more burner inlet sensors 340 may include any type of sensor or virtual sensor for sensing pressure and temperature and indicating values indicative of pressure and temperature. The one or more burner inlet sensors 340 convert the sensed pressure and the sensed temperature into electrical signals and send the electrical signals to the controller 604( Figure 1 ), as described in further detail below.

[0055] In operation, the fuel system 100 supplies fuel 67 through one or more fuel supply lines 102 to one or more fuel nozzles 316 via a fuel nozzle fuel line 318. The cooling fluid system 200 supplies cooling fluid 69 from the cooling fluid supply 202 through one or more cooling fluid supply lines 206 to one or more fuel nozzles 316 via a fuel nozzle cooling fluid line 320. In particular, the cooling fluid supply pump 205 pumps the cooling fluid 69 from the cooling fluid tank 204 through one or more cooling fluid supply lines 206 to one or more fuel nozzles 316. The cooling fluid system 200 selectively supplies the cooling fluid 69 to one or more fuel nozzles 316. In some embodiments, the controller 604( Figure 1 ) may control the cooling fluid system 200 to selectively supply the cooling fluid 69 to one or more fuel nozzles 316 based on the operating conditions of the burner 26 and the fuel nozzle temperature (T FN ) of the one or more fuel nozzles 316, as described in further detail below.

[0056] The burner 26 receives from the compressor section 21( Figure 1)The compressed air 65 discharged. The burner 26 guides a portion of the compressed air 65 through one or more mixer components 314 such that the compressed air 65 is directed through one or more mixer components 314. At the one or more mixer components 314, the compressed air 65 is mixed with the fuel 67 from one or more fuel nozzles 316 to produce a mixture 350 of the compressed air 65 and the fuel 67, and the mixture 350 is discharged into the combustion chamber 302. The mixture 350 is ignited by the igniter 330, generating a flame within the combustion chamber 302. The flame combusts the mixture 350 and provides combustion gases 66, which are directed downstream to the turbine section 27( Figure 3 only a portion of the turbine section 27 is depicted). In the case where the cooling fluid system 200 supplies the cooling fluid 69 to one or more fuel nozzles 316, the one or more mixer components 314 also mix the cooling fluid 69 with the compressed air 65 and the fuel 67 such that the mixture 350 includes the compressed air 65, the fuel 67, and the cooling fluid 69. In this case, the cooling fluid 69 cools one or more fuel nozzles 316 and reduces the temperature of the flame in the combustion chamber 302 compared to when the mixture 350 does not include the cooling fluid 69. Thus, in this case, the combustion gases 66( Figure 1 ) include the cooling fluid 69 (in gaseous state).

[0057] In some embodiments, the controller 604( Figure 1 ) may control the cooling fluid system 200 to selectively supply the cooling fluid 69 to one or more fuel nozzles 316 based on the ambient air temperature (e.g., as sensed by the ambient air temperature sensor 80 in Figure 1 ). In particular, when the turbine engine 10 is shut down, the cooling fluid system 200 may supply the cooling fluid 69 to one or more fuel nozzles 316, as described in further detail below.

[0058] Figure 4 is a schematic internal view of a fuel nozzle assembly 400 that can be used for the burner 26( Figures 1 to 3 ). The fuel nozzle assembly 400 includes a fuel nozzle 402 and a mixer component 404. The fuel nozzle 402 is fluidly coupled to the mixer component 404. The fuel nozzle 402 may embody Figure 3 one or more of the fuel nozzles 316, and the mixer component 404 may embody Figure 3 one or more of the mixer components 314. The fuel nozzle 402 includes a fuel nozzle fuel line 406 having a fuel inlet 407, and the fuel inlet 407 is in communication with one or more fuel supply lines 102( Figure 3 ) of the fuel system 100( Figure 3)Fluid communication. The fuel nozzle fuel line 406 includes one or more fuel nozzle fuel circuit lines 408. The one or more fuel nozzle fuel circuit lines 408 include a primary fuel circuit line 408a and a secondary fuel circuit line 408b. The fuel nozzle 402 includes a fuel outlet 409. The one or more fuel nozzle fuel circuit lines 408 are in fluid communication with the fuel outlet 409 for injecting fuel 67 through the fuel outlet 409 and into the combustion chamber 302( Figure 3 ).

[0059] The fuel nozzle 402 further includes a fuel nozzle cooling fluid line 410. The fuel nozzle cooling fluid line 410 includes a cooling fluid inlet 411, and the cooling fluid inlet 411 is in fluid communication with one or more cooling fluid supply lines 206( Figure 3 ) of the cooling fluid system 200( Figure 2 ). The fuel nozzle 402 includes one or more cooling fluid outlets 413. The fuel nozzle cooling fluid line 410 is in fluid communication with the one or more cooling fluid outlets 413 for injecting cooling fluid 69 through the one or more cooling fluid outlets 413 and into the combustion chamber 302( Figure 3 ). Figure 4 The primary fuel circuit line 408a, the secondary fuel circuit line 408b, and the fuel nozzle cooling fluid line 410 are schematically shown, and Figure 4 only a part of the primary fuel circuit line 408a, the secondary fuel circuit line 408b, and the fuel nozzle cooling fluid line 410 is shown. The fuel nozzle cooling fluid line 410 is concentric with the primary fuel circuit line 408a and the secondary fuel circuit line 408b. In particular, the secondary fuel circuit line 408b is disposed radially outside the primary fuel circuit line 408a, and the fuel nozzle cooling fluid line 410 is disposed radially outside the secondary fuel circuit line 408b. In this way, the fuel nozzle cooling fluid line 410 is in thermal communication with the one or more fuel nozzle fuel circuit lines 408 (e.g., with the primary fuel circuit line 408a and the secondary fuel circuit line 408b).

[0060] The mixer assembly 404 includes a mixer assembly fuel passage 412 that is in fluid communication with the fuel outlet 409 of the fuel nozzle 402 and the one or more cooling fluid outlets 413. The mixer assembly 404 further includes an air swirler 414 for swirling the compressed air 65.

[0061] In operation, the fuel system 100( Figure 3)Fuel 67 is supplied to fuel nozzle 402 through fuel inlet 407 and enters fuel nozzle fuel line 406. Fuel nozzle fuel line 406 selectively directs fuel 67 into one or more fuel nozzle fuel circuit lines 408. One or more fuel nozzle fuel circuit lines 408 may include valves that open or close to selectively direct fuel 67 through one or more fuel nozzle fuel circuit lines 408. In particular, during low power conditions, medium power conditions, and high power conditions, fuel nozzle fuel line 406 directs fuel 67 into primary fuel circuit line 408a. Fuel nozzle fuel line 406 directs fuel 67 into secondary fuel circuit line 408b only during medium or high power conditions to provide additional fuel during these conditions. One or more fuel nozzle fuel circuit lines 408 direct fuel 67 through fuel outlet 409 and into mixer assembly fuel passage 412.

[0062] Cooling fluid system 200( Figure 3 )selectively supplies cooling fluid 69 to fuel nozzle 402 through cooling fluid inlet 411 and enters fuel nozzle cooling fluid line 410. Fuel nozzle cooling fluid line 410 directs cooling fluid 69 through one or more cooling fluid outlets 413 and into mixer assembly fuel passage 412. In this way, cooling fluid 69 cools fuel nozzle 402.

[0063] Meanwhile, mixer assembly 404 directs compressed air 65 through air swirler 414 to swirl compressed air 65. The swirling of compressed air 65 helps to mix compressed air 65 with fuel 67 and cooling fluid 69. Thus, mixer assembly 404 mixes compressed air 65, fuel 67, and cooling fluid 69 to generate a mixture 450 of compressed air 65, fuel 67, and cooling fluid 69. Fuel nozzle assembly 400 injects mixture 450 into combustion chamber 302( Figure 3 )wherein, in combustion chamber 302, mixture 450 is ignited to generate combustion gas 66( Figure 1 ).

[0064] Figure 5 is a schematic internal view of a fuel nozzle assembly 500 that can be used in burner 26( Figures 1 to 3 ). Fuel nozzle assembly 500 includes fuel nozzle 502 and mixer assembly 504. Fuel nozzle 502 is fluidly coupled to mixer assembly 504. Fuel nozzle 502 may embody Figure 3 one or more fuel nozzles 316, and mixer assembly 504 may embody Figure 3 one or more mixer assemblies 314.

[0065] The fuel nozzle 502 includes one or more fuel nozzle fuel lines 506, and one or more fuel nozzle fuel lines 506 have one or more fuel inlets 507 that are in fluid communication with one or more fuel supply lines 102 ( Figure 3 ) of the fuel system 100 ( Figure 3 ). One or more fuel nozzle fuel lines 506 include a first fuel nozzle fuel line 506a having a first fuel inlet 507a and a second fuel nozzle fuel line 506b having a second fuel inlet 507b. The first fuel inlet 507a is in fluid communication with a first fuel supply line (also referred to as a pilot primary / main fuel supply line) among one or more fuel supply lines 102 ( Figure 3 ). The second fuel inlet 507b is in fluid communication with a second fuel supply line (also referred to as a pilot secondary fuel supply line) among one or more fuel supply lines 102.

[0066] The first fuel nozzle fuel line 506a includes one or more fuel nozzle fuel circuit lines 508. One or more fuel nozzle fuel circuit lines 508 include a primary pilot fuel circuit line 508a and a main fuel circuit line 508b. The second fuel nozzle fuel line 506b is also referred to as a secondary pilot fuel circuit line. The fuel nozzle 502 includes one or more fuel outlets 509. One or more fuel nozzle fuel circuit lines 508 are in fluid communication with one or more fuel outlets 509 for injecting fuel 67 through one or more fuel outlets 509 and into the combustion chamber 302 ( Figure 3 ). In particular, one or more fuel outlets 509 include one or more first fuel outlets 509a and one or more second fuel outlets 509b. One or more first fuel outlets 509a are oriented to inject fuel 67 substantially axially from the fuel nozzle 502. One or more second fuel outlets 509b are oriented to inject fuel 67 substantially radially from the fuel nozzle 502.

[0067] The fuel nozzle 502 further includes a fuel nozzle cooling fluid line 510. The fuel nozzle cooling fluid line 510 includes a cooling fluid inlet 511 that is in fluid communication with one or more cooling fluid supply lines 206 ( Figure 3 ) of the cooling fluid system 200 ( Figure 3 ). The fuel nozzle 502 includes one or more cooling fluid outlets 513. The fuel nozzle cooling fluid line 510 is in fluid communication with one or more cooling fluid outlets 513 for injecting cooling fluid 69 through one or more cooling fluid outlets 513 and into the combustion chamber 302 ( Figure 3 ). Figure 5Schematically shown are a second fuel nozzle fuel line 406b, a primary ignition fuel circuit line 508a, a main fuel circuit line 508b, and a fuel nozzle cooling fluid line 510, and Figure 5 Only a portion of the second fuel nozzle fuel line 406b, the primary ignition fuel circuit line 508a, the main fuel circuit line 508b, and the fuel nozzle cooling fluid line 510 is shown. The fuel nozzle cooling fluid line 510 is concentric with the primary ignition fuel circuit line 508a, the main fuel circuit line 508b, and the second fuel nozzle fuel line 506b. In particular, the main fuel circuit line 508b is disposed radially outward of the primary ignition fuel circuit line 508a, the second fuel nozzle fuel line 506b is disposed radially outward of the main fuel circuit line 508b, and the fuel nozzle cooling fluid line 510 is disposed radially outward of the second fuel nozzle fuel line 506b. In this way, the fuel nozzle cooling fluid line 510 is in thermal communication with one or more fuel nozzle fuel circuits 508 (e.g., with the primary ignition fuel circuit line 508a and the main fuel circuit line 508b) and the second fuel nozzle fuel line 506b.

[0068] The mixer assembly 504 is a twin annular premixing swirler (TAPS) including an ignition mixer 504a and a main mixer 504b. The main mixer 504b is concentrically aligned relative to the ignition mixer 504a and circumferentially extends around the ignition mixer 504a. The mixer assembly 504 includes one or more mixer assembly fuel channels 512 in fluid communication with one or more fuel outlets 509 of the fuel nozzle 502. In particular, the ignition mixer 504a includes a first mixer assembly fuel channel 512a, and the main mixer 504b includes one or more second mixer assembly fuel channels 512b. The mixer assembly 504 further includes a mixer assembly thermal shield 516 that protects the mixer assembly 504 from the hot combustion gases 66 ( Figure 3 ) in the combustion chamber 302 ( Figure 1 ).

[0069] In operation, the fuel system 100 ( Figure 3)Fuel 67 is supplied to fuel nozzle 502 through one or more fuel inlets 507 and enters one or more fuel nozzle fuel lines 506. In particular, the first fuel inlet 507a directs fuel 67 into the first fuel nozzle fuel line 506a, while the second fuel inlet 507b directs fuel 67 into the second fuel nozzle fuel line 506b. The first fuel nozzle fuel line 506a selectively directs fuel 67 into one or more fuel nozzle fuel circuit lines 508. One or more fuel nozzle fuel circuit lines 508 may include valves that open or close to selectively direct fuel 67 through one or more fuel nozzle fuel circuit lines 508. In particular, the first fuel nozzle fuel line 506a directs fuel 67 into the primary ignition fuel circuit line 508a and directs fuel 67 into the main fuel circuit line 508b.

[0070] One or more fuel nozzle fuel circuit lines 508 and the second fuel nozzle fuel line 506b direct fuel 67 through one or more fuel outlets 509 and into one or more mixer assembly fuel channels 512. In particular, the primary ignition fuel circuit line 508a and the second fuel nozzle fuel line 506b direct fuel 67 through one or more first fuel outlets 509a and into the first mixer assembly fuel channel 512a. The main fuel circuit line 508b directs fuel 67 through one or more second fuel outlets 509b and into one or more second mixer assembly fuel channels 512b.

[0071] Cooling fluid system 200( Figure 3 )Selectively supplies cooling fluid 69 to fuel nozzle 502 through cooling fluid inlet 511 and enters the fuel nozzle cooling fluid line 510. The fuel nozzle cooling fluid line 510 directs cooling fluid 69 through one or more cooling fluid outlets 513. Cooling fluid 69 impinges on the mixer assembly thermal shield 516 and is directed into the combustion chamber 302( Figure 3 )to mix with fuel 67 and compressed air 65. In this way, cooling fluid 69 cools fuel nozzle 502 and cools the mixer assembly thermal shield 516.

[0072] Meanwhile, mixer assembly 504 directs compressed air 65 through at least one of pilot mixer 504a and main mixer 504b. In particular, pilot mixer 504a directs compressed air 65 therethrough to mix with fuel 67 in first mixer assembly fuel passage 512a. Main mixer 504b directs compressed air 65 therethrough to mix with fuel 67 in one or more second mixer assembly fuel passages 512b. Thus, mixer assembly 504 mixes compressed air 65, fuel 67, and cooling fluid 69 to produce a mixture 550 of compressed air 65, fuel 67, and cooling fluid 69. Fuel nozzle assembly 500 injects mixture 550 into combustion chamber 302( Figure 3 ), where mixture 550 is ignited to produce combustion gases 66( Figure 1 ).

[0073] Under engine start conditions and during low power operation of turbine engine 10( Figure 1 ), such as during idle, taxi, or descent (e.g., less than 30% of the SLS maximum engine rated thrust), fuel nozzle assembly 500 uses only fuel 67 provided to pilot mixer 504a to produce combustion gases 66. For example, fuel nozzle assembly 500 uses only fuel 67 in primary pilot fuel circuit line 508a and secondary pilot fuel circuit lines (e.g., second fuel nozzle fuel line 506b). At pilot mixer 504a, fuel 67 includes a pilot fuel stream that mixes with a first portion of compressed air 65 to provide a fuel-rich air mixture (e.g., a higher fuel-air ratio within the mixture), which is ignited in a region adjacent to pilot mixer 504a within combustion chamber 302( Figure 3 ) to produce a pilot flame.

[0074] During high power operation of turbine engine 10( Figure 1 ), such as during takeoff or climb (e.g., greater than 85% of the SLS maximum engine rated thrust), and during turbine engine 10( Figure 1) during medium power operation (e.g., 30% to 85% of the SLS maximum engine rated thrust), such as during cruise, the fuel nozzle assembly 500 uses fuel 67 distributed between the pilot mixer 504a and the main mixer 504b to generate combustion gas 66. In particular, the fuel nozzle assembly 500 uses fuel 67 in the primary pilot fuel circuit line 508a, the main fuel circuit line 508b, and the secondary pilot fuel circuit line (e.g., the second fuel nozzle fuel line 506b). At the main mixer 504b, the fuel 67 includes a main fuel flow that mixes with a second portion of the compressed air 65 to provide a lean fuel-air mixture (e.g., a lower fuel-air ratio within the mixture), and the lean fuel-air mixture is ignited in the combustion chamber 302 ( Figure 3 ) in the region adjacent to the main mixer 504b to produce a main flame. Thus, the fuel nozzle assembly 500 helps to provide a lean combustion process to generate combustion gas 66 while reducing NO x emissions by operating with lean fuel. In addition, the lean combustion process provides low non-volatile particulate matter (nvPM) (such as soot or smoke) and reduces NO x emissions.

[0075] Figure 6 is a schematic diagram of a cooling fluid control system 600 for a turbomachine 10 ( Figure 1 ) according to the present disclosure. The cooling fluid control system 600 includes an input 602, a controller 604, and an output 606. The input 602 includes one or more turbomachine power signals 610 from the turbomachine 10 ( Figure 1 ), and one or more sensor signals 612 from at least one of an ambient air temperature sensor 80 ( Figure 1 ) or one or more burner inlet sensors 340 ( Figure 3 ).

[0076] One or more turbomachine power signals 610 indicate the power level of the turbomachine 10. The power level is a function of the torque generated by the turbine and the rotational speed of the turbine. In some embodiments, the power level is a function of the thrust force generated by the turbomachine 10. For example, during takeoff and climb conditions, the turbomachine 10 ( Figure 1 ) operates at high power operation (e.g., greater than 85% of the SLS maximum engine rated thrust), during cruise, the turbomachine 10 ( Figure 1 ) operates at medium power operation (e.g., 30% to 85% of the SLS maximum engine rated thrust), and during idle, taxi, and descent, the turbomachine 10 ( Figure 1) is operated at low power operation (e.g., less than 30% of the SLS maximum engine rated thrust). The power output of the turbine engine 10 corresponds to the power output of the turbine engine 10 as measured by the combustor inlet pressure sensors 342 ( Figure 3 ) and burner inlet temperature sensor 344 ( Figure 3 ) sensed burner 26 ( Figure 2 ) at a burner inlet pressure and a burner inlet temperature of the compressed air 65 at a pressure of 100 rpm and a burner inlet pressure of 100 rpm. A higher burner inlet pressure and a higher burner inlet temperature correspond to a higher power output, a medium burner inlet pressure and a medium burner inlet temperature correspond to a medium power output, and a lower burner inlet pressure and a lower burner inlet temperature correspond to a lower power output.

[0077] The one or more sensor signals 612 include signals from the ambient air temperature sensor 80 ( Figure 1 ) of an electrical signal (e.g., one or more ambient air temperature signals) indicating the ambient air temperature surrounding the turbine engine 10. The one or more sensor signals 612 also include an electrical signal indicating the ambient air temperature surrounding the combustor 26 ( Figure 3 ) inlet (particularly the diffuser section 301 ( Figure 3 For example, the one or more sensor signals 612 include signals from the burner inlet pressure sensor 342 ( Figure 3 ) or an electrical signal indicating the pressure at the inlet of the combustor 26 (e.g., one or more combustor inlet pressure signals) or a signal from the combustor inlet temperature sensor 344 ( Figure 3 ) indicative of at least one of the electrical signals (eg, one or more combustor inlet temperature signals) at the inlet of the combustor 26 .

[0078] Output 606 includes cooling fluid system 200. In particular, output 606 includes cooling fluid supply pump 205, one or more cooling fluid exhaust ports 210, and cooling fluid return pump 212. Controller 604 receives input 602, implements a method of operating cooling fluid system 200 (e.g., at least one of method 700 or method 800), and controls output 606, as described below with reference to Figure 7 and Figure 8 As stated.

[0079] The controller 604 may be a stand-alone controller or may be part of the engine controller to operate the turbine engine 10 ( Figure 1) various systems. In this embodiment, the controller 604 is a computing device having one or more processors 630 and a memory 632. The one or more processors 630 can 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), or a field programmable gate array (FPGA). The memory 632 can include one or more computer-readable media, including but not limited to non-transitory computer-readable media, computer-readable non-volatile media (e.g., flash memory), RAM, ROM, a hard disk drive, a flash drive, or other memory devices.

[0080] The memory 632 can store information accessible by the one or more processors 630, including computer-readable instructions that can be executed by the one or more processors 630. The instructions can be any set of instructions or sequence of instructions that, when executed by the one or more processors 63 , cause the one or more processors 630 and the controller 604 to perform operations. The controller 604, and more specifically, the one or more processors 630, are programmed or configured to perform these operations, such as the operations discussed further below. In some embodiments, the instructions can be executed by the one or more processors 630 to cause the one or more processors 630 to complete any operations and functions that the controller 604 is configured for, as will be further described below. The instructions can be software written in any suitable programming language or can be implemented in hardware. Additionally or alternatively, the instructions can be executed in logically or virtually separate threads on the processor 630. The memory 632 can also store data accessible by the one or more processors 630.

[0081] The techniques discussed herein refer to computer-based systems, actions taken by computer-based systems, information sent to computer-based systems, and information sent from computer-based systems. One of ordinary skill in the art will recognize that the inherent flexibility of computer-based systems allows for various possible configurations, combinations, and divisions of tasks and functions among and within components. For example, the processing 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 can be distributed across multiple systems. The distributed components can operate sequentially or in parallel.

[0082] The controller 604 is communicatively coupled to an ambient air temperature sensor 80( Figure 1 ) and one or more burner inlet sensors 340( Figure 4) and a cooling fluid system 200 (e.g., a cooling fluid supply pump 205, one or more cooling fluid discharge ports 210, and a cooling fluid return pump 212). The controller 604 receives the input 602 and controls the output 606, as described in further detail below.

[0083] Figure 7 is a flowchart of a method 700 for operating the cooling fluid system 200 of the turbine engine 10 in accordance with the present disclosure. The method 700 is performed when the turbine engine 10 is operating after engine start. The turbine engine 10 operates as described above with reference to Figures 1 to 3 as described in detail. During operation of the turbine engine 10, the controller 604 ( Figure 6 ) controls the cooling fluid system 200 in accordance with the method 700. Regarding the method 700, reference is made to Figure 3 and Figure 6 .

[0084] In step 705, the controller 604 receives one or more turbine engine power signals 610. The controller 604 determines the power level setting of the turbine engine 10 based on the one or more turbine engine power signals 610. For example, the controller 604 determines that the turbine engine 10 is operating at low power (e.g., less than 30% of the SLS maximum engine rated thrust), at medium power (e.g., 30% to 85% of the SLS maximum engine rated thrust), or at high power (e.g., greater than 85% of the SLS maximum generator rated thrust).

[0085] In step 710, the controller 604 receives one or more sensor signals 612. For example, the controller 604 receives one or more burner inlet sensor signals from one or more burner inlet sensors 340. The one or more sensor signals 612 indicate the burner inlet pressure and the burner inlet temperature at the inlet of the burner 26 (e.g., the pressure and temperature of the compressed air 65 entering the burner 26). For example, the controller 604 determines whether the pressure is high, medium, or low, and whether the temperature is high, medium, or low.

[0086] In step 715, the controller 604 determines whether the turbine engine 10 is operating at high power based on at least one of the power level setting, the burner inlet pressure, or the burner inlet temperature. High power operation, high burner inlet pressure, and high burner inlet temperature indicate that the turbine engine 10 ( Figure 1) of at least one of the takeoff condition or the climb condition of the mission cycle. High power operation includes a burner inlet pressure in the range of 400 pounds per square inch to 800 pounds per square inch (400 psi to 800 psi). High power operation includes a burner inlet temperature in the range of 900 degrees Fahrenheit to 1300 degrees Fahrenheit (900°F to 1300°F).

[0087] In step 720, if the turbine engine 10 is not in high power operation (step 715: No), the controller 604 determines whether the turbine engine 10 is in medium power operation based on at least one of the power level setting, the burner inlet pressure, or the burner inlet temperature. Medium power operation, medium burner inlet pressure, and medium burner inlet temperature indicate the turbine engine 10 ( Figure 1 ) of the cruise condition of the mission cycle. Medium power operation includes a burner inlet pressure in the range of 120 pounds per square inch to 300 pounds per square inch (120 psi to 300 psi). Medium power operation includes a burner inlet temperature in the range of 700 degrees Fahrenheit to 1200 degrees Fahrenheit (700°F to 1200°F).

[0088] In step 725, if the turbine engine 10 is not in medium power operation (step 720: No), the controller 604 determines whether the turbine engine 10 is in low power operation based on at least one of the power level setting, the burner inlet pressure, or the burner inlet temperature. Low power operation, low burner inlet pressure, and low burner inlet temperature indicate the turbine engine 10 ( Figure 1 ) of at least one of the taxi condition, the descent condition, or the approach condition of the mission cycle. Low power operation includes a burner inlet pressure in the range of 40 pounds per square inch to 250 pounds per square inch (40 psi to 250 psi). Low power operation includes a burner inlet temperature in the range of 500 degrees Fahrenheit to 900 degrees Fahrenheit (500°F to 700°F). If the turbine engine 10 is not in low power operation, the method 700 restarts at step 705.

[0089] In step 730, if the turbine engine 10 is in at least one of medium power operation or low power operation (step 720: Yes, or step 725: Yes), the controller 604 determines the fuel nozzle temperature (T of one or more fuel nozzles 316 FN)。The fuel nozzle temperature is the temperature of one or more surfaces of one or more fuel nozzles 316. For example, the fuel nozzle temperature can be the wet wall temperature of one or more fuel nozzles 316. The wet wall temperature is the temperature of the surface (e.g., metal) of one or more fuel nozzles 316 after heat transfer occurs from at least one of fuel 67 or compressed air 65 to the surface of one or more fuel nozzles 316. The controller 604 determines the fuel nozzle temperature based on the turbine engine operating conditions. In particular, the controller 604 determines the fuel nozzle temperature based on at least one of the burner inlet pressure, the burner inlet temperature, the fuel flow rate of fuel 67 through one or more fuel nozzles 316, or the fuel temperature of fuel 67 through one or more fuel nozzles 316. Preferably, the controller 604 determines the fuel nozzle temperature based on the burner inlet pressure, the burner inlet temperature, the fuel flow rate of fuel 67 through one or more fuel nozzles 316, and the fuel temperature of fuel 67 through one or more fuel nozzles 316. For example, the controller 604 stores empirical model data (e.g., in the memory 632) that maps the value of the fuel nozzle temperature of one or more fuel nozzles 316 for specific values of the burner inlet pressure, the burner inlet temperature, the fuel flow rate, and the fuel temperature. Thus, the controller 604 determines the fuel nozzle temperature of one or more fuel nozzles 316 based on the stored empirical model data for the measured or sensed values of the burner inlet pressure, the burner inlet temperature, the fuel flow rate, and the fuel temperature. In some embodiments, the turbine engine 10 includes one or more fuel nozzle temperature sensors that sense the fuel nozzle temperature of one or more fuel nozzles 316. In such embodiments, the turbine engine 10 receives the sensed fuel nozzle temperature and determines the fuel nozzle temperature based on the sensed fuel nozzle temperature.

[0090] In step 735, the controller 604 determines whether the fuel nozzle temperature of one or more fuel nozzles 316 is greater than the fuel nozzle temperature (T FN ) threshold. The fuel nozzle temperature threshold corresponds to the fuel nozzle temperature at which fuel 67 in one or more fuel nozzles 316 begins to coke. The fuel nozzle temperature threshold is in the range of 340 degrees Fahrenheit to 370 degrees Fahrenheit (340°F to 370°F). Preferably, the fuel nozzle temperature threshold is 350 degrees Fahrenheit (350°F). The fuel nozzle temperature threshold can vary based on the specific type of fuel used in the turbine engine 10.

[0091] In step 740, if the fuel nozzle temperature is greater than the fuel nozzle temperature threshold (step 735: Yes), the controller 604 controls the cooling fluid system 200 to supply the cooling fluid 69 through one or more fuel nozzles 316. In step 740, if the turbine engine 10 is operating at high power (step 715: Yes), the controller 604 may also control the cooling fluid system 200 to supply the cooling fluid 69 through one or more fuel nozzles 316. In particular, the controller 604 controls the cooling fluid supply pump 205 to pump the cooling fluid 69 from the cooling fluid tank 204 through one or more cooling fluid supply lines 206 and to one or more fuel nozzles 316. Thus, when the turbine engine 10 is at high power operation, and when the turbine engine 10 is at medium power operation or at least one of low power operation and the fuel nozzle temperature is greater than the fuel nozzle temperature threshold, the controller 604 controls the cooling fluid system 200 to supply the cooling fluid 69 through one or more fuel nozzles 316. The cooling fluid 69 flows through one or more fuel nozzles 316 and into the combustion chamber 302, as described above with reference to Figure 3 as described. Then, method 700 returns to step 705.

[0092] In step 745, if the fuel nozzle temperature is less than or equal to the fuel nozzle temperature threshold (step 735: No), the controller 604 controls the cooling fluid system 200 to cut off the cooling fluid 69 to prevent the cooling fluid 69 from flowing through one or more fuel nozzles 316. In particular, the controller 604 controls the cooling fluid supply pump 205 to cut off the cooling fluid supply pump 205, thereby preventing the cooling fluid supply pump 205 from pumping the cooling fluid 69 from the cooling fluid tank 204. Then, method 700 returns to step 705.

[0093] Figure 8 is a flowchart of a method 800 for operating the cooling fluid system 200 of the turbine engine 10 according to another embodiment. Method 800 is performed after the operation when the turbine engine 10 is shut down. In this case, the controller 604 and the cooling fluid system 200 (e.g., the cooling fluid return pump 212) may be powered by a battery, a generator, or an auxiliary power unit of the turbine engine 10 or the aircraft. Regarding method 800, reference is made to Figure 3 and Figure 6 .

[0094] In step 805, the controller 604 receives one or more turbine engine power signals 610. The controller 604 determines the power level setting of the turbine engine 10 based on the one or more turbine engine power signals 610.

[0095] In step 810, the controller 604 receives one or more sensor signals 612. For example, the controller 604 receives one or more ambient air temperature signals from the ambient air temperature sensor 80( Figure 1 ). The one or more sensor signals 612 indicate the ambient air temperature of the air around the turbine engine 10.

[0096] In step 815, the controller 604 determines whether the turbine engine 10 is shut down. If the turbine engine 10 is operating (step 815: No), the method 800 returns to step 805.

[0097] In step 820, if the turbine engine 10 is shut down (step 815: Yes), the controller 604 determines whether the ambient air temperature (T A ) is greater than the ambient air temperature (T A ) threshold. The ambient air temperature threshold corresponds to an ambient air temperature at which the ambient air is not cold enough to prevent the fuel 67 from coking within one or more fuel nozzles 316. The ambient air temperature threshold is in the range of 32 degrees Fahrenheit to 35 degrees Fahrenheit (32°F to 35°F). Preferably, the ambient air temperature threshold is 35 degrees Fahrenheit (35°F). The ambient air temperature threshold may vary based on the specific type of fuel used in the turbine engine 10.

[0098] In step 825, if the ambient air temperature is greater than the ambient air temperature threshold (step 820: Yes), the controller 604 controls the cooling fluid system 200 to supply the cooling fluid 69 through one or more fuel nozzles 316. In particular, the controller 604 controls the cooling fluid supply pump 205 to supply the cooling fluid 69 from the cooling fluid tank 204 through one or more fuel nozzles 316 and into the combustion chamber 302. Since the turbine engine 10 is shut down, the cooling fluid 69 does not mix with the fuel 67 or the compressed air 65. In particular, the fuel system 100 does not inject the fuel 67, and since the compressor section 21( Figure 1 ) is not operating, there is no compressed air 65. Thus, the cooling fluid 69 is injected through one or more fuel nozzles 316 and into the combustion chamber 302.

[0099] The cooling fluid 69 is collected in liquid form on at least one of the outer liner 304 or the inner liner 306 due to gravity. In particular, the cooling fluid 69 is collected on at least one of the outer liner 304 or the inner liner 306 around one or more cooling fluid discharge ports 210 due to gravity. The cooling fluid system 200 guides the cooling fluid 69 from the combustion chamber 302 to the cooling fluid supply section 202 through one or more cooling fluid discharge ports 210. The controller 604 controls one or more cooling fluid discharge port valves 216 to open so that the cooling fluid 69 flows through one or more cooling fluid discharge ports 210. The controller 604 controls the cooling fluid return pump 212 to pump the cooling fluid 69 from the combustion chamber 302 to the cooling fluid supply section 202 through one or more cooling fluid discharge ports 210 and to the cooling fluid supply section 202 through the cooling fluid return line 214. In particular, the cooling fluid system 200 guides the cooling fluid 69 back to the cooling fluid tank 204( Figure 2 ) for storage therein. In this way, the cooling fluid system 200 recirculates the cooling fluid 69 through one or more fuel nozzles 316 and back to the cooling fluid supply section 202.

[0100] ]In step 830, if the ambient air temperature is less than or equal to the ambient air temperature threshold (step 820: No), the controller 604 controls the cooling fluid system 200 to cut off the cooling fluid 69 leading to one or more fuel nozzles 316. In this case, the ambient air temperature is cold enough to prevent the fuel 67 from heating up and forming coke.

[0101] The aspects and steps of the Figure 7 and Figure 8 method 700 and method 800 described in detail above can be combined. For example, the controller 604 can control the cooling fluid return pump 212 during the operation of the turbine engine 10 to pump the condensed cooling fluid back to the cooling fluid supply section 202, so as to recirculate the cooling fluid 69 through the cooling fluid system 200.

[0102] Therefore, the cooling fluid injection of method 700 provides lower emissions during high-power operation (e.g., higher temperature) to inhibit NO by injecting the cooling fluid 69 during high-power operation xEmissions. The coolant injection of method 700 also prevents fuel coking in one or more fuel nozzles 316 during medium power operation and low power operation by injecting coolant 69 only when the fuel nozzle temperature is greater than the fuel nozzle temperature threshold, without increasing the specific fuel consumption during such operation. Additionally, when the turbine engine 10 is shut down, method 800 prevents back-dip coking in the fuel 67 within one or more fuel nozzles 316. Thus, methods 700 and 800 prevent fuel coking in one or more fuel nozzles 316 of the turbine engine 10 without using fuel additives and without having to use a coke barrier coating (e.g., without using a blower to cool hot air).

[0103] A further aspect of the present disclosure is provided by the subject matter of the following clauses.

[0104] A coolant control system for a turbine engine having one or more fuel nozzles. The coolant control system includes: a coolant system in fluid communication with the one or more fuel nozzles for supplying coolant to the one or more fuel nozzles; and a controller that controls the coolant system to supply the coolant through the one or more fuel nozzles when the turbine engine is shut down.

[0105] The coolant control system according to the preceding clause further includes a coolant supply pump, and the controller controls the coolant supply pump to pump the coolant to the one or more fuel nozzles.

[0106] The coolant control system according to any of the preceding clauses, wherein when the ambient air temperature around the turbine engine is greater than an ambient air temperature threshold, the controller controls the coolant system to supply the coolant through the one or more fuel nozzles.

[0107] The coolant control system according to any of the preceding clauses, wherein when the ambient air temperature is less than or equal to the ambient air temperature threshold, the controller controls the coolant system to cut off the coolant to the one or more fuel nozzles.

[0108] The coolant control system according to any of the preceding clauses, wherein the ambient air temperature threshold is in the range of 32°F to 35°F.

[0109] The coolant control system according to any of the preceding clauses, wherein the turbine engine includes a burner having a combustion chamber, and the controller controls the coolant system to inject the coolant from the one or more fuel nozzles into the combustion chamber.

[0110] A cooling fluid control system according to any of the preceding clauses, wherein the combustion chamber is defined by an outer liner and an inner liner, the cooling fluid system includes one or more cooling fluid discharge ports arranged to pass through at least one of the outer liner or the inner liner, and the controller controls the cooling fluid system to discharge the cooling fluid in the combustion chamber through the one or more cooling fluid discharge ports.

[0111] A cooling fluid control system according to any of the preceding clauses, wherein the cooling fluid system includes a cooling fluid tank, and the controller controls the cooling fluid system to return the cooling fluid from the combustion chamber to the cooling fluid tank for storage therein.

[0112] A cooling fluid control system according to any of the preceding clauses, wherein the cooling fluid system includes a cooling fluid return pump, and the controller controls the cooling fluid return pump to pump the cooling fluid from the combustion chamber to the cooling fluid tank.

[0113] A cooling fluid control system according to any of the preceding clauses, wherein the controller controls the cooling fluid system to supply the cooling fluid from the cooling fluid tank to the one or more fuel nozzles.

[0114] A method of operating a cooling fluid system for a turbine engine, comprising: supplying cooling fluid from the cooling fluid system through one or more fuel nozzles of the turbine engine when the turbine engine is shut down.

[0115] The method according to the preceding clause, further comprising pumping the cooling fluid to the one or more fuel nozzles using a cooling fluid supply pump.

[0116] The method according to any of the preceding clauses, further comprising supplying the cooling fluid through the one or more fuel nozzles when an ambient air temperature around the turbine engine is greater than an ambient air temperature threshold.

[0117] The method according to any of the preceding clauses, further comprising shutting off the cooling fluid to the one or more fuel nozzles when the ambient air temperature is less than or equal to the ambient air temperature threshold.

[0118] The method according to any of the preceding clauses, wherein the ambient air temperature threshold is in the range of 32°F to 35°F.

[0119] The method according to any of the preceding clauses, wherein the turbine engine includes a burner having a combustion chamber, and the method further comprises injecting the cooling fluid from the one or more fuel nozzles into the combustion chamber.

[0120] The method according to any of the preceding clauses, wherein the combustion chamber is defined by an outer lining and an inner lining, the cooling fluid system includes one or more cooling fluid discharge ports arranged to pass through at least one of the outer lining or the inner lining, and the method further includes discharging the cooling fluid in the combustion chamber through the one or more cooling fluid discharge ports.

[0121] The method according to any of the preceding clauses, wherein the cooling fluid system includes a cooling fluid tank, and the method further includes returning the cooling fluid from the combustion chamber to the cooling fluid tank for storage therein.

[0122] The method according to any of the preceding clauses, further including pumping the cooling fluid from the combustion chamber to the cooling fluid tank using a cooling fluid return pump.

[0123] The method according to any of the preceding clauses, further including supplying the cooling fluid from the cooling fluid tank to the one or more fuel nozzles.

[0124] A cooling fluid control system for a turbine engine having one or more fuel nozzles. The cooling fluid control system includes: a cooling fluid system in fluid communication with the one or more fuel nozzles for supplying cooling fluid to the one or more fuel nozzles; and a controller that controls the cooling fluid system to supply the cooling fluid through the one or more fuel nozzles when the fuel nozzle temperature of the one or more fuel nozzles is greater than a fuel nozzle temperature threshold during at least one of a medium power operation or a low power operation of the turbine engine.

[0125] The cooling fluid control system according to the preceding clause, wherein the controller controls the cooling fluid system to cut off the cooling fluid to the one or more fuel nozzles when the fuel nozzle temperature is less than or equal to the fuel nozzle temperature threshold during at least one of the medium power operation or the low power operation.

[0126] The cooling fluid control system according to any of the preceding clauses, wherein the fuel nozzle temperature threshold corresponds to the fuel nozzle temperature of the one or more fuel nozzles at which fuel begins to coke in the one or more fuel nozzles.

[0127] The cooling fluid control system according to any of the preceding clauses, wherein the fuel nozzle temperature threshold is in the range of 340°F to 370°F.

[0128] The cooling fluid control system according to any of the preceding clauses, wherein the medium power operation is during the cruise condition of the turbine engine, and the low power operation is during the descent condition or approach condition of the turbine engine.

[0129] The cooling fluid control system according to any of the preceding clauses, further comprising a cooling fluid supply pump, and the controller controls the cooling fluid supply pump to pump the cooling fluid to the one or more fuel nozzles.

[0130] The cooling fluid control system according to any of the preceding clauses, wherein the controller controls the cooling fluid system to supply the cooling fluid through the one or more fuel nozzles during the high power operation of the turbine engine.

[0131] The cooling fluid control system according to any of the preceding clauses, wherein the high power operation is during the takeoff condition or climb condition of the turbine engine.

[0132] The cooling fluid control system according to any of the preceding clauses, wherein the turbine engine includes a burner, and the controller determines the fuel nozzle temperature based on at least one of the burner inlet temperature, the burner inlet pressure, the fuel flow rate of the fuel through the one or more fuel nozzles, or the fuel temperature of the fuel in the one or more fuel nozzles.

[0133] The cooling fluid control system according to any of the preceding clauses, further comprising one or more burner inlet sensors that sense the burner inlet pressure and the burner inlet temperature of the compressed air entering the burner.

[0134] A method of operating a cooling fluid system for a turbine engine, the method comprising supplying cooling fluid from the cooling fluid system through the one or more fuel nozzles when the fuel nozzle temperature of the one or more fuel nozzles of the turbine engine is greater than a fuel nozzle temperature threshold during at least one of medium power operation or low power operation of the turbine engine.

[0135] The method according to the preceding clause, further comprising shutting off the cooling fluid to the one or more fuel nozzles when the fuel nozzle temperature is less than or equal to the fuel nozzle temperature threshold during at least one of the medium power operation or the low power operation.

[0136] The method according to any of the preceding clauses, wherein the fuel nozzle temperature threshold corresponds to the fuel nozzle temperature of the one or more fuel nozzles at which fuel in the one or more fuel nozzles begins to coke.

[0137] For the method according to any of the preceding clauses, the fuel nozzle temperature threshold is in the range of 340°F to 370°F.

[0138] For the method according to any of the preceding clauses, the medium power operation is during the cruise condition of the turbine engine, and the low power operation is during the descent condition or approach condition of the turbine engine.

[0139] For the method according to any of the preceding clauses, further comprising pumping the cooling fluid to the one or more fuel nozzles using a cooling fluid supply pump.

[0140] For the method according to any of the preceding clauses, further comprising supplying the cooling fluid through the one or more fuel nozzles during high power operation of the turbine engine.

[0141] For the method according to any of the preceding clauses, the high power operation is during the takeoff condition or climb condition of the turbine engine.

[0142] For the method according to any of the preceding clauses, the turbine engine includes a combustor, and the method further comprises determining the fuel nozzle temperature based on at least one of the combustor inlet temperature, the combustor inlet pressure, the fuel flow rate of the fuel through the one or more fuel nozzles, or the fuel temperature of the fuel in the one or more fuel nozzles.

[0143] For the method according to any of the preceding clauses, further comprising sensing the combustor inlet pressure and the combustor inlet temperature of the compressed air entering the combustor using one or more combustor inlet sensors.

[0144] For the method according to any of the preceding clauses, the cooling fluid is at least one of water or steam.

[0145] For the method according to any of the preceding clauses, the low power operation is less than 30% of the sea level static maximum engine rated thrust of the turbine engine.

[0146] For the method according to any of the preceding clauses, the medium power operation is 30% to 85% of the sea level static maximum engine rated thrust of the turbine engine.

[0147] For the method according to any of the preceding clauses, the high power operation is greater than 85% of the sea level static maximum engine rated thrust of the turbine engine.

[0148] For the method according to any of the preceding clauses, further comprising sensing the ambient air temperature of the air around the turbine engine using an ambient air temperature sensor.

[0149] The method according to any of the preceding clauses further comprises supplying fuel to the one or more fuel nozzles.

[0150] The method according to any of the preceding clauses further comprises condensing the cooling fluid from the combustion gases of the turbine engine.

[0151] The method according to any of the preceding clauses further comprises heating the cooling fluid to a gaseous state before supplying the cooling fluid to the one or more fuel nozzles.

[0152] The method according to any of the preceding clauses further comprises determining a turbine engine power level based on one or more turbine engine power signals.

[0153] In the method according to any of the preceding clauses, the one or more fuel nozzles include a fuel nozzle fuel line that receives the fuel from the fuel system.

[0154] The method according to any of the preceding clauses further comprises supplying the fuel from the fuel system to the one or more fuel nozzles through one or more fuel supply lines.

[0155] The method according to any of the preceding clauses further comprises receiving the cooling fluid from the cooling fluid system in a fuel nozzle cooling fluid line of the one or more fuel nozzles.

[0156] The method according to any of the preceding clauses further comprises supplying the cooling fluid from the cooling fluid system to the one or more fuel nozzles through one or more cooling fluid supply lines.

[0157] The method according to any of the preceding clauses further comprises directing the cooling fluid from the combustion chamber through the one or more cooling fluid discharge ports and through a cooling fluid return line to the cooling fluid tank.

[0158] In the method according to any of the preceding clauses, the one or more cooling fluid discharge ports include one or more cooling discharge port valves, and the method further comprises opening the one or more cooling fluid discharge port valves to allow the cooling fluid to flow through the one or more cooling fluid discharge ports.

[0159] The method according to any of the preceding clauses further comprises closing the one or more cooling fluid discharge port valves to prevent the cooling fluid from flowing through the one or more cooling fluid discharge ports.

[0160] The method according to any of the preceding clauses, wherein the turbine engine includes one or more mixer assemblies in fluid communication with the one or more fuel nozzles, and the method further includes mixing the fuel and the compressed air using the one or more mixer assemblies during operation of the turbine engine.

[0161] The method according to any of the preceding clauses, further including mixing the cooling fluid with the fuel and the compressed air using the one or more mixer assemblies.

[0162] The method according to any of the preceding clauses, wherein the turbine engine includes a fuel nozzle assembly that includes the fuel nozzles of the one or more fuel nozzles.

[0163] The method according to any of the preceding clauses, wherein the fuel nozzle assembly includes the one or more mixer assemblies.

[0164] The method according to any of the preceding clauses, wherein the fuel nozzle includes a fuel nozzle fuel line that is in fluid communication with the one or more fuel supply lines for receiving the fuel therein.

[0165] The method according to any of the preceding clauses, wherein the fuel nozzle fuel line includes one or more fuel nozzle fuel circuit lines, and the one or more fuel nozzle fuel circuit lines include a primary fuel circuit line and a secondary fuel circuit line.

[0166] The method according to any of the preceding clauses, wherein the fuel nozzle includes a fuel outlet, and the method further includes injecting the fuel out of the fuel nozzle through the fuel outlet.

[0167] The method according to any of the preceding clauses, wherein the fuel nozzle includes a fuel nozzle cooling fluid line that is in fluid communication with the cooling fluid system for receiving the cooling fluid therein.

[0168] The method according to any of the preceding clauses, wherein the fuel nozzle cooling fluid line is in fluid communication with the one or more cooling fluid supply lines.

[0169] The method according to any of the preceding clauses, wherein the fuel nozzle cooling fluid line is concentric with one or more fuel nozzle fuel circuit lines.

[0170] The method according to any of the preceding clauses, wherein the secondary fuel circuit line is disposed radially outside the primary fuel circuit line.

[0171] The method according to any of the preceding clauses, wherein the fuel nozzle cooling fluid line is disposed radially outside the secondary fuel circuit line.

[0172] The method according to any of the preceding clauses, further comprising swirling the compressed air using an air swirler to mix the compressed air with the fuel.

[0173] The method according to any of the preceding clauses, further comprising directing the fuel into the primary fuel circuit line during low power conditions, medium power conditions, and high power conditions.

[0174] The method according to any of the preceding clauses, further comprising directing the fuel into the secondary fuel circuit line only during medium or high power conditions to provide additional fuel during these conditions.

[0175] The method according to any of the preceding clauses, wherein the fuel nozzle includes one or more fuel nozzle lines in fluid communication with the one or more fuel supply lines.

[0176] The method according to any of the preceding clauses, wherein the one or more fuel nozzle lines include a first fuel nozzle fuel line and a second fuel nozzle fuel line.

[0177] The method according to any of the preceding clauses, wherein the first fuel nozzle fuel line is in fluid communication with a first fuel supply line of the one or more fuel supply lines.

[0178] The method according to any of the preceding clauses, wherein the second fuel nozzle fuel line is in fluid communication with a second fuel supply line of the one or more fuel supply lines.

[0179] The method according to any of the preceding clauses, wherein the first fuel nozzle fuel line includes one or more fuel nozzle fuel circuit lines, and the one or more fuel nozzle fuel circuit lines include a primary pilot fuel circuit line and a main fuel circuit line.

[0180] The method according to any of the preceding clauses, wherein the second fuel nozzle fuel line is a secondary pilot fuel circuit line.

[0181] The method according to any of the preceding clauses, wherein the fuel nozzle includes one or more first fuel nozzle outlets and one or more second fuel nozzle outlets.

[0182] The method according to any of the preceding clauses, wherein the one or more first fuel nozzle outlets are oriented to inject the fuel substantially axially from the fuel nozzle. ]>

[0183] The method according to any of the preceding clauses, wherein the one or more second fuel nozzle outlets are oriented to inject the fuel substantially radially from the fuel nozzle.

[0184] The method according to any of the preceding clauses, wherein the fuel nozzle cooling fluid line is concentric with the primary pilot fuel circuit line, the main fuel circuit line, and the secondary pilot fuel circuit line.

[0185] The method according to any of the preceding clauses, wherein the main fuel circuit line is disposed radially outward of the primary pilot fuel circuit line.

[0186] The method according to any of the preceding clauses, wherein the secondary pilot fuel circuit line is disposed radially outward of the main fuel circuit line.

[0187] The method according to any of the preceding clauses, wherein the fuel nozzle cooling fluid line is disposed radially outward of the secondary pilot fuel circuit line.

[0188] The method according to any of the preceding clauses, wherein the fuel nozzle cooling fluid line is in thermal communication with the one or more fuel nozzle fuel circuit lines.

[0189] The method according to any of the preceding clauses, wherein the mixer assembly is a dual-annular pre-mixer swirler (TAPS) including a pilot mixer and a main mixer.

[0190] The method according to any of the preceding clauses, wherein the main mixer is concentrically aligned with the pilot mixer.

[0191] The method according to any of the preceding clauses, wherein the pilot mixer includes a first mixer assembly fuel passage in fluid communication with the primary pilot fuel circuit line and the secondary pilot fuel circuit line.

[0192] The method according to any of the preceding clauses, wherein the main mixer includes a second mixer assembly fuel passage in fluid communication with the main fuel circuit line.

[0193] The method according to any of the preceding clauses, wherein the mixer assembly includes a mixer assembly thermal shield that protects the mixer assembly from the combustion gases in the combustion chamber.

[0194] The method according to any of the preceding clauses, further comprising injecting the cooling fluid onto the mixer assembly thermal shield.

[0195] The method according to any of the preceding clauses, wherein the fuel nozzle temperature threshold is 350°F.

[0196] For the method according to any of the preceding clauses, the ambient air temperature threshold is 35°F.

[0197] For the cooling fluid control system according to any of the preceding clauses, the cooling fluid is at least one of water or steam.

[0198] For the cooling fluid control system according to any of the preceding clauses, the low power operation is less than 30% of the sea level static maximum engine rated thrust of the turbine engine.

[0199] For the cooling fluid control system according to any of the preceding clauses, the medium power operation is 30% to 85% of the sea level static maximum engine rated thrust of the turbine engine.

[0200] For the cooling fluid control system according to any of the preceding clauses, the high power operation is greater than 85% of the sea level static maximum engine rated thrust of the turbine engine.

[0201] For the cooling fluid control system according to any of the preceding clauses, further comprising an ambient air temperature sensor that senses the ambient air temperature of the air around the turbine engine.

[0202] For the cooling fluid control system according to any of the preceding clauses, the turbine engine includes a fuel system that supplies fuel to the one or more fuel nozzles.

[0203] For the cooling fluid control system according to any of the preceding clauses, the cooling fluid system includes a condenser that condenses the cooling fluid from the combustion gases of the turbine engine.

[0204] For the cooling fluid control system according to any of the preceding clauses, the cooling fluid is heated to a gaseous state before being supplied to the one or more fuel nozzles.

[0205] For the cooling fluid control system according to any of the preceding clauses, the controller determines the turbine engine power level based on one or more turbine engine power signals.

[0206] For the cooling fluid control system according to any of the preceding clauses, the one or more fuel nozzles include a fuel nozzle fuel line that receives the fuel from the fuel system.

[0207] For the cooling fluid control system according to any of the preceding clauses, the fuel system includes one or more fuel supply lines that are in fluid communication with the one or more fuel nozzles for supplying the fuel from the fuel system to the one or more fuel nozzles.

[0208] The cooling fluid control system according to any of the preceding clauses, wherein the one or more fuel nozzles include a fuel nozzle cooling fluid line that receives the cooling fluid from the cooling fluid system.

[0209] The cooling fluid control system according to any of the preceding clauses, wherein the cooling fluid system includes one or more cooling fluid supply lines that are in fluid communication with the one or more fuel nozzles for supplying the cooling fluid from the cooling fluid system to the one or more fuel nozzles.

[0210] The cooling fluid control system according to any of the preceding clauses, wherein the cooling fluid system includes a cooling fluid return line that is in fluid communication with the one or more cooling fluid discharge ports and the cooling fluid tank, and the cooling fluid return line guides the cooling fluid from the combustion chamber through the one or more cooling fluid discharge ports and to the cooling fluid tank.

[0211] The cooling fluid control system according to any of the preceding clauses, wherein the one or more cooling fluid discharge ports include one or more cooling discharge port valves, and the controller controls the one or more cooling fluid discharge port valves to open to allow the cooling fluid to flow through the one or more cooling fluid discharge ports.

[0212] The cooling fluid control system according to any of the preceding clauses, wherein the controller controls the one or more cooling fluid discharge port valves to close to prevent the cooling fluid from flowing through the one or more cooling fluid discharge ports.

[0213] The cooling fluid control system according to any of the preceding clauses, wherein the turbine engine includes one or more mixer assemblies that are in fluid communication with the one or more fuel nozzles, and the one or more mixer assemblies mix the fuel and the compressed air during operation of the turbine engine.

[0214] The cooling fluid control system according to any of the preceding clauses, wherein the one or more mixer assemblies mix the cooling fluid with the fuel and the compressed air.

[0215] The cooling fluid control system according to any of the preceding clauses, further comprising a fuel nozzle assembly that includes a fuel nozzle among the one or more fuel nozzles.

[0216] The cooling fluid control system according to any of the preceding clauses, wherein the fuel nozzle assembly includes the one or more mixer assemblies.

[0217] The cooling fluid control system according to any of the preceding clauses, wherein the fuel nozzle includes a fuel nozzle fuel line that is in fluid communication with the one or more fuel supply lines for receiving the fuel therein.

[0218] The cooling fluid control system according to any of the preceding clauses, wherein the fuel nozzle fuel line includes one or more fuel nozzle fuel circuit lines, and the one or more fuel nozzle fuel circuit lines include a primary fuel circuit line and a secondary fuel circuit line.

[0219] The cooling fluid control system according to any of the preceding clauses, wherein the fuel nozzle includes a fuel outlet through which the fuel is ejected from the fuel nozzle.

[0220] The cooling fluid control system according to any of the preceding clauses, wherein the fuel nozzle includes a fuel nozzle cooling fluid line that is in fluid communication with the cooling fluid system for receiving the cooling fluid therein.

[0221] The cooling fluid control system according to any of the preceding clauses, wherein the fuel nozzle cooling fluid line is in fluid communication with the one or more cooling fluid supply lines.

[0222] The cooling fluid control system according to any of the preceding clauses, wherein the fuel nozzle cooling fluid line is concentric with one or more fuel nozzle fuel circuit lines.

[0223] The cooling fluid control system according to any of the preceding clauses, wherein the secondary fuel circuit line is disposed radially outside the primary fuel circuit line.

[0224] The cooling fluid control system according to any of the preceding clauses, wherein the fuel nozzle cooling fluid line is disposed radially outside the secondary fuel circuit line.

[0225] The cooling fluid control system according to any of the preceding clauses, wherein the one or more mixer components include an air swirler that swirls the compressed air to mix the compressed air with the fuel.

[0226] The cooling fluid control system according to any of the preceding clauses, wherein the fuel nozzle fuel line directs the fuel into the primary fuel circuit line during low power conditions, medium power conditions, and high power conditions.

[0227] The cooling fluid control system according to any of the preceding clauses, wherein the fuel nozzle fuel line directs the fuel into the secondary fuel circuit line only during medium or high power conditions to provide additional fuel during these conditions.

[0228] For the cooling fluid control system according to any of the preceding clauses, the fuel nozzle includes one or more fuel nozzle lines that are in fluid communication with the one or more fuel supply lines.

[0229] For the cooling fluid control system according to any of the preceding clauses, the one or more fuel nozzle lines include a first fuel nozzle fuel line and a second fuel nozzle fuel line.

[0230] For the cooling fluid control system according to any of the preceding clauses, the first fuel nozzle fuel line is in fluid communication with a first fuel supply line among the one or more fuel supply lines.

[0231] For the cooling fluid control system according to any of the preceding clauses, the second fuel nozzle fuel line is in fluid communication with a second fuel supply line among the one or more fuel supply lines.

[0232] For the cooling fluid control system according to any of the preceding clauses, the first fuel nozzle fuel line includes one or more fuel nozzle fuel circuit lines, and the one or more fuel nozzle fuel circuit lines include a primary ignition fuel circuit line and a main fuel circuit line.

[0233] For the cooling fluid control system according to any of the preceding clauses, the second fuel nozzle fuel line is a secondary ignition fuel circuit line.

[0234] For the cooling fluid control system according to any of the preceding clauses, the fuel nozzle includes one or more first fuel nozzle outlets and one or more second fuel nozzle outlets.

[0235] For the cooling fluid control system according to any of the preceding clauses, the one or more first fuel nozzle outlets are oriented to inject the fuel substantially axially from the fuel nozzle.

[0236] For the cooling fluid control system according to any of the preceding clauses, the one or more second fuel nozzle outlets are oriented to inject the fuel substantially radially from the fuel nozzle.

[0237] For the cooling fluid control system according to any of the preceding clauses, the fuel nozzle cooling fluid line is concentric with the primary ignition fuel circuit line, the main fuel circuit line, and the secondary ignition fuel circuit line.

[0238] For the cooling fluid control system according to any of the preceding clauses, the main fuel circuit line is disposed radially outside the primary ignition fuel circuit line.

[0239] The cooling fluid control system according to any of the preceding clauses, wherein the secondary pilot fuel circuit line is disposed radially outside the main fuel circuit line.

[0240] The cooling fluid control system according to any of the preceding clauses, wherein the fuel nozzle cooling fluid line is disposed radially outside the secondary pilot fuel circuit line.

[0241] The cooling fluid control system according to any of the preceding clauses, wherein the fuel nozzle cooling fluid line is in thermal communication with the one or more fuel nozzle fuel circuit lines.

[0242] The cooling fluid control system according to any of the preceding clauses, wherein the mixer assembly is a dual-annular pre-mixer swirler (TAPS) including a pilot mixer and a main mixer.

[0243] The cooling fluid control system according to any of the preceding clauses, wherein the main mixer is concentrically aligned with the pilot mixer.

[0244] The cooling fluid control system according to any of the preceding clauses, wherein the pilot mixer includes a first mixer assembly fuel passage in fluid communication with the primary pilot fuel circuit line and the secondary pilot fuel circuit line.

[0245] The cooling fluid control system according to any of the preceding clauses, wherein the main mixer includes a second mixer assembly fuel passage in fluid communication with the main fuel circuit line.

[0246] The cooling fluid control system according to any of the preceding clauses, wherein the mixer assembly includes a mixer assembly thermal shield that protects the mixer assembly from the combustion gases in the combustion chamber.

[0247] The cooling fluid control system according to any of the preceding clauses, wherein the fuel nozzle cooling fluid line injects the cooling fluid onto the mixer assembly thermal shield.

[0248] The cooling fluid control system according to any of the preceding clauses, wherein the fuel nozzle temperature threshold is 350°F.

[0249] The cooling fluid control system according to any of the preceding clauses, wherein the ambient air temperature threshold is 35°F.

[0250] A turbine engine including one or more fuel nozzles and a cooling fluid control system according to any of the preceding clauses.

[0251] Although the foregoing description is directed to preferred embodiments of the present disclosure, other variations and modifications will be apparent to those skilled in the art and may be made without departing from the present disclosure. In addition, features described in connection with one embodiment of the present disclosure may be used in combination with other embodiments even if not explicitly stated above.

Claims

1. A cooling fluid control system for a turbine engine having one or more fuel nozzles, characterized in that, The cooling fluid control system includes: a cooling fluid system that is in fluid communication with the one or more fuel nozzles for supplying a cooling fluid to the one or more fuel nozzles; and a controller that controls the cooling fluid system to supply the cooling fluid through the one or more fuel nozzles when the turbine engine is shut down.

2. The cooling fluid control system according to claim 1, wherein It further includes a cooling fluid supply pump, wherein the controller controls the cooling fluid supply pump to pump the cooling fluid to the one or more fuel nozzles.

3. The cooling fluid control system according to claim 1, characterized in that, Wherein, when the ambient air temperature around the turbine engine is greater than an ambient air temperature threshold, the controller controls the cooling fluid system to supply the cooling fluid through the one or more fuel nozzles.

4. The cooling fluid control system according to claim 3, wherein Wherein, when the ambient air temperature is less than or equal to the ambient air temperature threshold, the controller controls the cooling fluid system to cut off the cooling fluid to the one or more fuel nozzles.

5. The cooling fluid control system according to claim 3, characterized in that, Wherein, the ambient air temperature threshold is in the range of 32°F to 35°F.

6. The cooling fluid control system according to claim 1, characterized in that, Wherein, the turbine engine includes a burner having a combustion chamber, and the controller controls the cooling fluid system to inject the cooling fluid from the one or more fuel nozzles into the combustion chamber.

7. The cooling fluid control system according to claim 6, characterized in that, Wherein, the combustion chamber is defined by an outer liner and an inner liner, the cooling fluid system includes one or more cooling fluid discharge ports arranged to pass through at least one of the outer liner or the inner liner, and the controller controls the cooling fluid system to discharge the cooling fluid in the combustion chamber through the one or more cooling fluid discharge ports.

8. The cooling fluid control system according to claim 7, wherein Wherein, the cooling fluid system includes a cooling fluid tank, and the controller controls the cooling fluid system to return the cooling fluid from the combustion chamber to the cooling fluid tank for storage therein.

9. The cooling fluid control system according to claim 8, wherein Wherein, the cooling fluid system includes a cooling fluid return pump, and the controller controls the cooling fluid return pump to pump the cooling fluid from the combustion chamber to the cooling fluid tank.

10. The cooling fluid control system according to claim 8, wherein Wherein, the controller controls the cooling fluid system to supply the cooling fluid from the cooling fluid tank to the one or more fuel nozzles.

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