Fuel nozzle

Abstract

A fuel nozzle for a turbine engine. The fuel nozzle has a premixer body, a vortex generator, an air injection orifice, and a fuel injection orifice. The premixer body defines a primary flow path. An air injection orifice is provided in the premixer body downstream of the vortex generator. A fuel injection orifice is provided in the premixer body and opens into the primary flow path.

Description

Technical Field

[0001] This topic generally relates to fuel nozzles, and more specifically, to turbine engines having a combustion section that includes fuel nozzles. Background Technology

[0002] A turbine engine is driven by a flow of combustion gases through the engine to rotate multiple turbine blades, which in turn rotates a compressor, thus supplying compressed air to the combustor for combustion. The combustor can be located within the turbine engine and fluidly connected to the turbine through which the combustion gases flow.

[0003] The use of hydrocarbon fuels in the combustors of turbine engines is known. Typically, air and fuel are fed into the combustion chamber, mixed, and then the fuel is burned in the presence of air to produce hot gases. These hot gases are then fed into the turbine, where they are cooled and expanded to generate power. Byproducts of fuel combustion often include environmentally undesirable byproducts such as nitrogen oxides and nitrogen dioxide (collectively known as NO). x Carbon monoxide (CO), unburned hydrocarbons (UHC) (e.g., methane and volatile organic compounds that contribute to the formation of atmospheric ozone), and other oxides including sulfur oxides (e.g., SO2 and SO3). Attached Figure Description

[0004] The complete and feasible disclosure of this disclosure, including its best mode, is set forth in the specification with reference to the accompanying drawings, for those skilled in the art, wherein:

[0005] Figure 1 This is a schematic representation of a turbine engine, which includes a compression section, a combustion section, and a turbine section.

[0006] Figure 2 Depicting along Figure 1 The cross-sectional view of the combustion zone taken by line II-II further shows a set of fuel nozzles.

[0007] Figure 3 It is along Figure 2 A schematic diagram of a side cross-sectional view taken by line III-III further illustrates the fuel nozzles that discharge into the combustion chamber.

[0008] Figure 4 Is it suitable for Figure 2 A schematic side cross-sectional view of the fuel nozzles used in this group of fuel nozzles.

[0009] Figure 5 From Figure 4 The schematic cross-sectional view of the fuel nozzle as seen from the section line VV.

[0010] Figure 6 It is along Figure 4 A schematic perspective view of the vortex generator in the group of vortex generators set in the premixer body of the fuel nozzle.

[0011] Figure 7 yes Figure 6 A schematic diagram of the side cross-sectional view of the premixer body and vortex generator of the fuel nozzle. Detailed Implementation

[0012] The aspects of this disclosure described herein relate to a turbine engine including a combustion section. The combustion section includes a fuel nozzle. The fuel nozzle includes a premixer body. The premixer body defines a primary flow path. The fuel nozzle includes a set of fuel injection channels and a set of vortex generators. The set of vortex generators is disposed along the premixer body and extends into the primary flow path. The set of fuel injection channels discharges into the primary flow path at a set of fuel injection orifices. Each fuel injection orifice in the set of fuel injection orifices is disposed downstream of the leading edge of a corresponding vortex generator in the set of vortex generators. As used herein, the vortex generator is any suitable body configured to redirect fluid flow from an upstream end or leading edge of the vortex generator toward a downstream edge or trailing edge of the vortex generator. This redirection of the fluid flow through the vortex generator generates at least one vortex downstream of the vortex generator.

[0013] Fuel nozzles are particularly well-suited for using hydrogen fuel (hereinafter referred to as "H2 fuel"). Specifically, fuel nozzles are particularly well-suited for supplying H2 fuel streams to the combustion chamber. H2 fuel streams may include gaseous H2 fuel, liquid H2 fuel, or combinations thereof. H2 fuel streams may also be mixed with other fuels or fluids (such as, but not limited to, natural gas, coke oven gas, diesel, Jet-A, etc.). H2 fuel has a higher combustion temperature and velocity compared to conventional fuels (e.g., carbon fuels, petroleum fuels, etc.). H2 fuel, especially lean H2 fuel mixtures (e.g., air and fuel mixtures with a relatively low volume of H2 fuel), is more likely to form H2 fuel pockets within the mixture, which in turn increases the risk of flashback. As used herein, "flashback" refers to the uncontrolled combustion or propagation of the flame into unwanted areas of the combustion zone (e.g., within the fuel nozzle). Using this set of vortex generators ensures a homogeneous mixture of H2 fuel and air that moves at a sufficient velocity to prevent flashback. Homogeneous mixtures are further advantageous because they reduce NO emissions associated with the combustion of H2 fuels. x Emissions.

[0014] The term "nozzle" has been used in various ways in the context of gas turbine engines. In this application, "nozzle" refers to a component having a portion for fluid connection to a fuel supply section and having at least one portion for fluid connection to a combustion chamber.

[0015] As used herein, the term "gaseous fuel" or its iterations refers to gaseous combustible fuel. It should be understood that gaseous fuel differs from atomized fuel. Atomized fuel utilizes impellers, orifices, etc., to obtain liquid fuel and atomize it into very small droplets.

[0016] For illustrative purposes, this disclosure will be described in relation to turbine engines (gas turbine engines). However, it will be understood that the aspects of the disclosure described herein are not limited thereto, and the fuel nozzles described herein can be implemented in engines (including, but not limited to, turbojet engines, turboprop engines, turboshaft engines, and turbofan engines). The aspects of the disclosure discussed herein are generally applicable to non-aircraft engines with combustors, such as in other mobile applications and non-mobile industrial, commercial, and residential applications.

[0017] The term "exemplary" as used herein means "serving as an example, instance, or illustration." Any implementation described herein as "exemplary" is not necessarily to be construed as superior to or advantageous to other implementations. Furthermore, unless explicitly stated otherwise, all embodiments described herein should be considered exemplary.

[0018] As used herein, the terms “first” and “second” are used interchangeably to distinguish one component from another and are not intended to indicate the location or importance of the components.

[0019] The terms "front" and "rear" refer to relative positions within a turbine engine or carrier, and specifically to the normal operating posture of the turbine engine or carrier. For example, for a turbine engine, "front" refers to the position closer to the engine inlet, while "rear" refers to the position closer to the engine nozzle or exhaust port.

[0020] As used herein, the term "upstream" refers to the direction opposite to the direction of fluid flow, while the term "downstream" refers to the direction in the same direction as the fluid flow. The terms "forward" or "front" indicate what is in front of something, and "backward" or "rear" indicate what is behind something. For example, when used in relation to fluid flow, forward / front can indicate upstream, and backward / rear can indicate downstream.

[0021] The term "fluid" can refer to either a gas or a liquid. The term "fluid connectivity" means that fluids can establish connections between specified areas.

[0022] Furthermore, as used herein, the term "radial" or "radially" refers to a direction away from a common center. For example, in the overall context of a turbine engine, radial refers to the direction along a ray extending between the engine's central longitudinal axis and the engine's outer perimeter.

[0023] All directional references (e.g., radial, axial, proximal, distal, up, down, upward, downward, left, right, lateral, front, rear, top, bottom, above, below, vertical, horizontal, clockwise, counterclockwise, upstream, downstream, forward, backward, etc.) are for identification purposes only to aid the reader in understanding this disclosure and do not impose limitations, particularly regarding the location, orientation, or use of the aspects of the disclosure described herein. Connecting references (e.g., attachment, connection, joint, and engagement) are to be interpreted broadly and may include intermediate structural elements between sets of elements and relative movement between elements, unless otherwise indicated. Therefore, a connecting reference does not necessarily mean that two elements are directly connected and fixed relative to each other. Exemplary figures are for illustrative purposes only, and the dimensions, positions, order, and relative sizes reflected in the accompanying figures may vary.

[0024] The singular forms “a,” “an,” and “the” include plural references unless the context clearly indicates otherwise. Furthermore, as used herein, the term “group” or “set” of elements can be any number of elements, including only one.

[0025] As used herein, “hydraulic diameter” (Dh) refers to the hydraulic diameter of one or more chambers or openings (e.g., the outlet of a fuel nozzle) in a finished (e.g., manufactured) fuel nozzle. Hydraulic diameter is a commonly used term when dealing with flow in non-circular pipes and channels. When the cross-section is uniform along the length of the pipe or channel, the hydraulic diameter is defined as… Where “a” is the cross-sectional area of ​​the flow, and “p” is the wetted perimeter of the cross-section. The hydraulic diameter can also be indirectly related to the Reynolds number of the fluid flow. Therefore, the hydraulic diameter can be used to at least partially quantify the fluid flow through a region or pipe. It will be understood that the specific calculation of the hydraulic diameter is known and is not directly referenced in this paper.

[0026] Figure 1 This is a schematic diagram of a turbine engine 10. As a non-limiting example, the turbine engine 10 can be used within an aircraft. The turbine engine 10 includes at least a compression section 12, a combustion section 14, and a turbine section 16 arranged in series for flow. A drive shaft 18 rotatably connects the compression section 12 and the turbine section 16 such that rotation of one affects rotation of the other, and defines the axis of rotation or engine centerline 20 of the turbine engine 10.

[0027] Compression section 12 may include a low-pressure (LP) compressor 22 and a high-pressure (HP) compressor 24 fluidly connected in series with each other. Turbine section 16 may include an LP turbine 26 and an HP turbine 28 fluidly connected in series with each other. Drive shaft 18 operatively connects the LP compressor 22, HP compressor 24, LP turbine 26, and HP turbine 28 together. Alternatively, drive shaft 18 may include an LP drive shaft (not shown) and an HP drive shaft (not shown). The LP drive shaft connects the LP compressor 22 to the LP turbine 26, and the HP drive shaft connects the HP compressor 24 to the HP turbine 28. The LP spool is defined as a combination of the LP compressor 22, LP turbine 26, and LP drive shaft, such that rotation of the LP turbine 26 applies a driving force to the LP drive shaft, which in turn rotates the LP compressor 22. The HP spool is defined as a combination of the HP compressor 24, HP turbine 28, and HP drive shaft, such that rotation of the HP turbine 28 applies a driving force to the HP drive shaft, which in turn rotates the HP compressor 24.

[0028] Compression section 12 comprises multiple axially spaced stages. Each stage comprises a set of circumferentially spaced rotating blades and a set of circumferentially spaced stationary blades. The compressor blades for each stage of compression section 12 can be mounted to a disc, which is mounted to drive shaft 18. Each set of blades for a given stage can have its own disc. The blades of compression section 12 can be mounted to a housing that extends circumferentially around turbine engine 10. It should be understood that the representation of compression section 12 is merely illustrative and any number of stages are possible. Furthermore, it is contemplated that any other number of components may be present within compression section 12.

[0029] Similar to compression section 12, turbine section 16 comprises multiple axially spaced stages, each stage having a set of circumferentially spaced rotating blades and a set of circumferentially spaced stationary blades. Turbine blades for one stage of turbine section 16 can be mounted to a disc, which is mounted to drive shaft 18. Each set of blades for a given stage can have its own disc. The blades of turbine section 16 can be circumferentially mounted to the housing. It should be noted that any number of blades, blades, and turbine stages can be present, as the illustrated turbine section is merely schematic. Furthermore, it is contemplated that any other number of components may be present within turbine section 16.

[0030] Combustion section 14 is arranged in series between compression section 12 and turbine section 16. Combustion section 14 is fluidly coupled to at least a portion of compression section 12 and turbine section 16, such that combustion section 14 at least partially fluidly couples compression section 12 to turbine section 16. As a non-limiting example, combustion section 14 may be fluidly coupled to HP compressor 24 at its upstream end and to HP turbine 28 at its downstream end.

[0031] During operation of the turbine engine 10, ambient air or atmospheric air is drawn into the compression section 12 via a fan (not shown) upstream of the compression section 12, where the air is compressed, defining compressed air. The compressed air then flows into the combustion section 14, where it mixes with fuel and is ignited to generate combustion gases. The HP turbine 28 extracts some work from these combustion gases, driving the HP compressor 24. The combustion gases are discharged into the LP turbine 26, which extracts additional work to drive the LP compressor 22, and the exhaust gas is ultimately discharged from the turbine engine 10 via an exhaust section (not shown) downstream of the turbine section 16. The drive of the LP turbine 26 drives the LP spool, causing the fan (not shown) and the LP compressor 22 to rotate. The compressed air flow and combustion gases together define the working airflow flowing through the fan, compression section 12, combustion section 14, and turbine section 16 of the turbine engine 10.

[0032] Figure 2 Depicting along Figure 1 A cross-sectional view of the combustion zone 14 along line II-II. For illustrative purposes, the drive shaft 18 ( Figure 1 The combustion section 14 includes a burner 34. The burner 34 includes a dome wall 44, which includes a set of fuel nozzle openings (not shown). The burner 34 includes a set of fuel nozzles 32 extending through these fuel nozzle openings. These fuel nozzles 32 are arranged annularly around a burner centerline 30. The burner centerline 30 may be part of a turbine engine 10. Figure 1 The engine centerline 20 ( Figure 1 Additionally or alternatively, the burner centerline 29 may be the centerline of combustion section 14, a single burner, or a group of burners arranged around the burner centerline 29. Each fuel nozzle in the group of fuel nozzles 32 includes a fuel nozzle centerline 31.

[0033] The set of fuel nozzles 32 is arranged around the burner centerline 30. The set of fuel nozzles 32 may include a rich cup, a lean cup, or a combination of both arranged annularly around the engine centerline. It should be understood that the annular arrangement of fuel injectors may be one or more fuel injectors, and one or more of the fuel injectors may have different characteristics. The burner 34 is defined at least partially by a burner bushing 38. Depending on the type of engine in which the burner 34 is located, the burner 34 may have a canister-shaped, canister-annular, or annular arrangement. In a non-limiting example, the burner 34 may have a combined arrangement located within the engine housing 36 as further described herein. As an example, the burner bushing 38 may be annular. The burner bushing 38 may include an outer burner bushing 40 and an inner burner bushing 42 that are concentric with each other and annular around the engine centerline. A dome wall 44, together with the burner bushing 38, may define a combustion chamber 46 having an annular configuration arranged around the engine centerline 20. The set of fuel nozzles 32 may be fluidly coupled to the combustion chamber 46. The compressed air passage 48 may be defined at least in part by the burner bushing 38 and the housing 36.

[0034] Figure 3 Depicting along Figure 2 A cross-sectional view taken along line III-III shows combustion section 14. At least one flame-forming channel may fluidly connect compressed air and combustion chamber 46. As an example, at least one flame-forming channel is shown as a first set of flame-forming holes 50 or a second set of flame-forming holes 52. Burner 34 may include the first set of flame-forming holes 50, the second set of flame-forming holes 52, or both the first set of flame-forming holes 50 and the second set of flame-forming holes 52.

[0035] The first set of flame-forming holes 50 passes through the dome wall 44, fluidly connecting compressed air from the compression section 12 or the compressed air passage 48 to the combustion chamber 46. The second set of flame-forming holes 52 passes through the burner bushing 38, fluidly connecting compressed air from the compressed air passage 48 to the combustion chamber 46.

[0036] Each fuel nozzle in the group of fuel nozzles 32 can be coupled to and disposed within the dome assembly 56. Each fuel nozzle in the group of fuel nozzles 32 may include a flared cone 58 and a swirler 60. The flared cone 58 includes an outlet 62 that is directly fluidly coupled to a corresponding fuel nozzle outlet 62 of the combustion chamber 46. Each fuel nozzle in the group of fuel nozzles 32 is fluidly coupled to a fuel inlet 64 via a passage 66.

[0037] Both the inner burner bushing 42 and the outer burner bushing 40 have an outer surface 68 and an inner surface 70 that at least partially define the combustion chamber 46. The burner bushing 38 may be made from a single continuous integral portion or may be multiple integral portions assembled together to define the inner burner bushing 42 and the outer burner bushing 40. As a non-limiting example, the outer surface 68 may define a first piece of the burner bushing 38, while the inner surface 70 may define a second piece of the burner bushing 38, which, when assembled together, form the burner bushing 38. As described herein, the burner bushing 38 includes a second first set of flame-forming orifices 52. Further contemplation suggests that the burner bushing 38 may be any type of burner bushing 38, including but not limited to single-walled or double-walled bushings or tile liner. The igniter 72 may be disposed at the burner bushing 38 and fluidly coupled to the combustion chamber 46 at any location (as a non-limiting example, upstream of the second first set of flame-forming orifices 52).

[0038] During operation, air from the compressed air supply unit (such as...) Figure 1 Compressed air (C) from the LP compressor 22 or HP compressor 24 can flow from the compression section 12 to the burner 34. A portion of the compressed air (C) can flow through the dome assembly 56. The first portion of the compressed air (C) flowing through the dome assembly 56 can be supplied as a swirling airflow (S) via the swirler 60 to each of the group of fuel nozzles 32. The fuel flow (F) is supplied to each of the group of fuel nozzles 32 via the fuel inlet 64 and the passage 66. The swirling airflow (S) and the fuel flow (F) mix at the flared cone 58 and are supplied as a fuel / air mixture to the combustion chamber 46. The igniter 72 can ignite the fuel / air mixture to define a flame within the combustion chamber 46, which generates combustion gases (G). Although shown as starting axially downstream from the outlet 62, it should be understood that the fuel / air mixture can be ignited at or near the outlet 62.

[0039] A second portion of the compressed air (C) flowing through one or more portions of the dome assembly 56 can be supplied as a first flame-forming gas flow (D1) to the first set of flame-forming orifices 50. That is, a portion of the compressed air (C) from the compression section 12 can flow through the dome wall 44 and enter the combustion chamber 46 by passing through the first set of flame-forming orifices 50. An inlet 74 is defined by a portion of one or more flame-forming orifices in the first set of flame-forming orifices 50. The inlet 74 is fluidly connected to the compressed air (C). The first flame-forming gas flow (D1) enters at the inlet 74 and exits at the outlet 76 located on the dome wall 44.

[0040] Another portion of the compressed air (C) can flow through the compressed air passage 48 and can be supplied as a second flame-forming gas flow (D2) to the second first set of flame-forming orifices 52. In other words, another portion of the compressed air (C) can flow axially through the dome assembly 56 and enter the combustion chamber 46 by passing through the second first set of flame-forming orifices 52. That is, the compressed air (C) can flow through the burner bushing 38 and enter the combustion chamber 46 by passing through the second first set of flame-forming orifices 52.

[0041] The first flame-forming gas flow (D1) can be used to guide and shape the flame. The second flame-forming gas flow (D2) can be used to guide the combustion gases (G). In other words, air is guided into the combustion chamber 46 through the first set of flame-forming holes 50 or the second set of flame-forming holes 52 extending through the dome wall 44 or the burner bushing 38, wherein the guided air is used to control, shape, cool, or otherwise contribute to the combustion process in the combustion chamber 46.

[0042] Figure 3 The burner 34 shown is well-suited for use with hydrogen gas as fuel because it helps to accommodate the faster-moving flame front associated with hydrogen fuel compared to conventional hydrocarbon fuels. However, burner 34 can also be used with conventional hydrocarbon fuels.

[0043] Figure 4 It is suitable for use as Figure 1 A schematic side cross-sectional view of a portion of combustion section 100 of combustion section 14. Combustion section 100 is similar to combustion section 14; therefore, similar parts will be identified by similar names, and it should be understood that, unless otherwise stated, the description of combustion section 14 applies to combustion section 100.

[0044] Combustion section 100 includes a wall 102 that at least partially defines combustion chamber 104. Wall 102 is any suitable wall that at least partially defines combustion chamber 104. As a non-limiting example, wall 102 is a dome wall (e.g., Figure 3 The dome wall 44), burner bushing (e.g., Figure 3 At least one of the burner bushing 38 or a combination thereof. The combustion section 100 includes a fuel nozzle 106. The fuel nozzle 106 may extend through the wall 102.

[0045] Fuel nozzle 106 includes a premixer body 108. The premixer body 108 defines a primary flow path 110. The premixer body 108 includes a premixer centerline 112. The primary flow path 110 discharges into the combustion chamber 104 at a fuel nozzle outlet 114. Fuel nozzle 106 includes a set of fuel injection channels 130 and a set of air channels 144. Fuel nozzle 106 includes a set of vortex generators 118 disposed along the premixer body 108 and extending into the primary flow path 110.

[0046] The primary flow path 110 extends between the compressed air inlet 116 and the fuel nozzle outlet 114. The compressed air inlet 116 may be formed as a series of channels, continuous channels, a series of orifices, or a combination thereof extending through the premixer body 108.

[0047] As a non-limiting example, when viewed along a plane perpendicular to the premixer centerline 112 and intersecting with the fuel nozzle outlet 114, the fuel nozzle outlet 114 can be circular, rectangular, elliptical, triangular, or any suitable shape. The fuel nozzle outlet 114 is defined by a hydraulic diameter (Dh). The hydraulic diameter (Dh) can be greater than or equal to 0.1 inches and less than or equal to 5 inches.

[0048] The set of air channels 144 is at least partially formed within the premixer body 108. The set of air channels 144 includes a set of air injection orifices 146 leading to the primary flow path 110. The set of air channels 144 may include any number of one or more channels, orifices, slots, or combinations thereof spaced circumferentially along the premixer body 108. Although described with respect to the presence of the set of air channels 144, it will be understood that the fuel nozzle 106 may be formed without the set of air channels 144.

[0049] The set of fuel injection channels 130 is at least partially formed within the premixer body 108. The set of fuel injection channels 130 leads to the primary flow path 110 at a set of fuel injection orifices 134. The set of fuel injection orifices 134 may include any number of one or more channels, holes, slots, or combinations thereof spaced circumferentially relative to the premixer centerline 112 along the premixer body 108. Each fuel channel in the set of fuel injection channels 130 includes a corresponding fuel channel centerline 132. The set of fuel injection orifices 134 may be positioned axially upstream of, axially downstream of, or axially aligned with, the set of air injection orifices 146.

[0050] Each fuel channel in the set of fuel injection channels 130 extends with a fuel channel angle 156, which is defined by the angle between a protrusion 158 of the corresponding fuel channel centerline 132 and the premixer centerline 112. The fuel channel angle 156 can have an absolute value greater than or equal to 0 degrees and less than or equal to 135 degrees. The fuel channel angle 156 can be equal or unequal among the fuel channels in the set of fuel injection channels 130.

[0051] Fuel manifold 136 may be disposed within premixer body 108. The set of fuel injection channels 130 extends between fuel manifold 136 and the set of fuel injection orifices 134.

[0052] Fuel nozzle 106 may include a central body 138 extending through primary flow path 110. Central body 138 may include a central fuel channel 140 discharging into primary flow path 110 at fuel injection port 142. Central body 138 may include any number of one or more fuel injection ports 142 disposed along any suitable portion of central body 138. As a non-limiting example, central body 138 may include at least one of a plurality of fuel injection ports circumferentially spaced, axially spaced, or a combination thereof relative to premixer centerline 112 along central body 138. Fuel injection ports 142 may be axially aligned with, axially offset from, a set of fuel injection orifices 134, or a combination thereof.

[0053] The center body 138 may be integrally formed with or coupled (e.g., by welding, bonding, bonding, fastening, etc.) to the premixer body 108. The fuel nozzle 106 may include any number of one or more center bodies 138 having any number of one or more central fuel channels 140. Although described with respect to having a center body 138, it will be understood that the fuel nozzle 106 may be formed without a center body 138. As a non-limiting example, this set of fuel injection channels 130 may be the sole fuel injection source within the fuel nozzle 106.

[0054] Each vortex generator in the set of vortex generators 118 includes a leading edge 120, a trailing edge 122, a root 124, a apex 126, and a bottom 128. The root 124 extends along the premixer body 108. The bottom 128 is defined as the location where the root 124 meets the leading edge 120, or otherwise as the location where the leading edge 120 meets the premixer body 108. The bottom 128 is defined as the farthest upstream point or portion of the vortex generator. As a non-limiting example, the bottom 128 may be defined as the portion of the vortex generator arranged radially furthest from the premixer centerline 112. The apex 126 is defined as the location where the trailing edge 122 meets the leading edge 120, or otherwise as the radially furthest portion of the trailing edge 122 from the premixer body 108. As a non-limiting example, the apex 126 may be defined as the radially closest portion of the vortex generator to the premixer centerline 112.

[0055] Each of the eddy current generators 118 in the group is integrally formed with or coupled (e.g., by welding, bonding, joining, fastening, etc.) to the premixer body 108. As a non-limiting example, each of the eddy current generators 118 may be integrally formed with the premixer body 108, and the root 124 may be defined as a transition from the premixer body 108 to the eddy current generator 118, rather than a wall or surface of the eddy current generator.

[0056] The set of vortex generators 118 includes any number of one or more vortex generators spaced circumferentially along the premixer body 108 relative to the premixer centerline 112.

[0057] When viewed along a plane extending along the premixer centerline 112 and intersecting with vertex 126, each vortex generator in the set of vortex generators 118 comprises a corresponding cross-sectional area. The cross-sectional area of ​​each vortex generator in the set of vortex generators 118 can include any suitable shape, such as, but not limited to, triangular, semi-circular, semi-elliptical, rectangular, trapezoidal, etc. The set of vortex generators 118 can be any suitable vortex generator constructed to produce a corresponding vortex. As a non-limiting example, the set of vortex generators 118 can be at least one of a delta wing vortex generator, a counter-rotating vortex generator, a double-sided wedge, a wheel-type, an airfoil-type, a winglet-type, a Kuethe-type, a forked-bone type, a hairpin type, a leaf-shaped, a wave-shaped, or any combination thereof.

[0058] The set of vortex generators 118 can be formed uniformly or non-uniformly. In other words, two or more vortex generators in the set of vortex generators 118 can be identical or different from each other. As a non-limiting example, the vertex 126 of the first vortex generator in the set of vortex generators 118 can be set to be radially closer to the premixer centerline 112 than the vertex 126 of the second vortex generator in the set of vortex generators 118. As a non-limiting example, the first vortex generator in the set of vortex generators 118 can be formed as a double-sided wedge, while the second vortex generator in the set of vortex generators 118 can be formed as a small airfoil.

[0059] Each fuel injection orifice in the group of fuel injection orifices 134 is positioned at or along the nearest vortex generator in the group of vortex generators 118, or axially positioned between the nearest air injection orifice in the group of air injection orifices 146 and the nearest vortex generator in the group of vortex generators 118. As used herein, the nearest vortex generator is the vortex generator in the group of vortex generators 118 that is closest to the fuel injection orifice 134 in a straight line. As used herein, the nearest air injection orifice is the air injection orifice in the group of air injection orifices 146 that is closest to the fuel injection orifice 134 in a straight line.

[0060] When viewed along a plane extending along the premixer centerline 112, the premixer body 108 includes any suitable cross-sectional area. As a non-limiting example, the premixer body 108 may converge radially inward from an upstream portion to a downstream portion. Therefore, the primary flow path 110 may converge radially inward from an upstream portion to a downstream portion. The fuel nozzle 106 may include any suitable structure. As a non-limiting example, the fuel nozzle 106 may be symmetrical or asymmetrical about the premixer centerline 112.

[0061] During operation, at least one air (specifically, compressed air) flow is supplied from a compressed air supply unit to the fuel nozzle 106. The compressed air supply unit may be, but is not limited to, [other types of compressed air supply units]. Figure 1 LP compressor 22, HP compressor 24 or a combination thereof.

[0062] At least one airflow may include a primary compressed air flow (Fc) supplied to the fuel nozzle 106 through a compressed air inlet 116. At least a portion of the primary compressed air flow (Fc) flows through the set of vortex generators 118 to define a set of vortices (V) within the primary flow path 110. The set of vortices (V) is defined as a portion of the primary compressed air flow (Fc) that forms one or more vortices within the fuel nozzle 106. For illustrative purposes, only a single vortex in the set of vortex generators (V) is shown; however, it will be understood that any vortex generator in the set of vortex generators 118 with a fluid flow passing through the corresponding vortex generator will generate the corresponding vortex. Each vortex in the set of vortex generators (V) is formed directly downstream of the corresponding vortex generator in the set of vortex generators 118.

[0063] At least one airflow may include a secondary airflow (Fa) supplied to the primary flow path 110 via the set of air channels 144. The secondary airflow (Fa) is discharged into the primary flow path 110 at an angle relative to the intersection of the primary flow path 110. In other words, the secondary airflow (Fa) is discharged into the primary flow path 110 at an angle not parallel to the premixer centerline 112. The crossflow or non-parallel inclination of the secondary airflow (Fa) mixes the secondary airflow (Fa) with other fuel flows (e.g., fuel streams) within the primary flow path 110. The primary compressed airflow (Fc), the secondary airflow (Fa), or a combination thereof, is supplied from a compressed air supply unit (such as... Figure 1 The LP compressor 22 or HP compressor 24 is supplied.

[0064] A primary fuel stream (F1) is supplied to the primary flow path 110 through the set of fuel injection channels 130. For illustrative purposes, the primary fuel stream (F1) is shown only as being supplied within one of the fuel channels in the set of fuel injection channels 130. However, it will be understood that any number or more fuel channels in the set of fuel injection channels may include a corresponding primary fuel stream (F1). A secondary fuel stream (F2) may be supplied through the central fuel channel 140 and reach the primary flow path 110.

[0065] The secondary fuel stream (F2) and primary fuel stream (F1) may each comprise a corresponding H2 fuel, or a mixture of fuel and another fluid. As a non-limiting example, the secondary fuel stream (F2), primary fuel stream (F1), or combination thereof may comprise H2 fuel mixed with at least one type of steam, water, another fuel (e.g., Jet-A, diesel, natural gas, coke oven gas, etc.), or a combination thereof. It is conceivable that the fuel in the secondary fuel stream (F2) may be the same as or different from the fuel in the primary fuel stream (F1). As a non-limiting example, the primary fuel stream (F1) may comprise H2 fuel, while the secondary fuel stream (F2) may comprise a liquid H2 fuel stream. As a non-limiting example, at least one of the primary fuel stream (F1), secondary fuel stream (F2), or combination thereof may include, but is not limited to, H2 fuel, natural gas, diesel, Jet-A, water, air, etc. (e.g., a combination with H2 fuel, natural gas, diesel, Jet-A, water, air, etc., or entirely composed of H2 fuel, natural gas, diesel, Jet-A, water, air, etc.). It is conceivable that at least one of the primary fuel stream (F1), the secondary fuel stream (F2), or a combination thereof may include a 100% H2 fuel stream, or a mixture of H2 fuel and compressed air or another fuel (e.g., methane).

[0066] At least one of the primary fuel stream (F1), the secondary fuel stream (F2), or a combination thereof, is mixed with at least one of the primary compressed air stream (Fc), the secondary air stream (Fa), or a combination thereof, within the set of vortices (V) to define a fuel-air mixture (Fm). The fuel-air mixture (Fm) is supplied to the combustion chamber 104. The fuel-air mixture (Fm) can then be ignited to define a flame provided within the combustion chamber 104.

[0067] The set of vortices (V) is used to mix the primary compressed air flow (Fc) with at least the primary fuel flow (F1). As a non-limiting example, the primary fuel flow (F1) is directly supplied to the set of vortices (V) such that the primary fuel flow (F1) follows the path of the set of vortices (V) within the primary flow path 110. Injecting the primary fuel flow (F1) into the set of vortices (V) produces a homogeneous mixture of fuel and compressed air. In other words, the set of vortices (V) is used to uniformly distribute at least the primary fuel flow (F1) such that the fuel and air mixture (Fm) is defined by a homogeneous mixture.

[0068] It will be understood that at least a portion of the vortex generators in the set of vortex generators 118 can be circumferentially oriented within the primary flow path 110. In other words, at least a portion of the vortex generators in the set of vortex generators 118 can be oriented such that when the primary compressed air flow (Fc) flows through the set of vortex generators 118, the primary compressed air flow (Fc) is guided in a circumferential direction relative to the premixer centerline 112. This orientation of the primary compressed air flow (Fc) further causes the primary compressed air flow (Fc) to be swirled. The swirl volume of the fluid flow flowing on or through the set of vortex generators 118 is quantified by the swirl number, which is defined as the integral of the tangential momentum and axial momentum of the fluid flow downstream of the respective vortex generator. The set of vortex generators 118 produces a swirling airflow with a swirl number greater than 0 and less than or equal to 1.0. In other words, the set of vortex generators 118 can be compared with conventional swirlers (e.g., Figure 3 The hydrocyclone 60) can be used in combination with or as a replacement for a traditional hydrocyclone.

[0069] When using H2 fuel, the use of the vortex generator 118 and the location of the fuel injection orifice 134 are particularly important. Specifically, the use of the vortex generator 118 ensures complete mixing of the H2 fuel from, for example, the primary fuel stream (F1) with the primary compressed air stream (Fc). This, in turn, ensures a homogeneous mixture of fuel and air (Fm). A homogeneous mixture is especially important when using H2 fuel because, compared to a homogeneous mixture, an uneven distribution of H2 fuel will produce more NO upon ignition. x Emissions. Therefore, the fuel nozzle 106 is particularly suitable for use with H2 fuel because it ensures that the fuel and air mixture (Fm) is a homogeneous mixture. Furthermore, the set of vortex generators 118 is used to limit the possibility of flashback, which will be discussed further later.

[0070] Although not shown, combustion section 100 may include a controller module communicatively coupled to a set of valves to automatically control the flow of fluid to or within a corresponding portion of combustion section 100. As a non-limiting example, the controller module may automatically control the supply of a primary compressed air flow (Fc), a primary fuel flow (F1), a secondary fuel flow (F2), a secondary air flow (Fa), or a combination thereof to fuel nozzle 106. The flow of fluid to or within a corresponding portion of combustion section 100 may be independent of each other. As a non-limiting example, the supply of primary fuel flow (F1) to the set of fuel injection orifices 134 may be independent of the supply of secondary fuel flow (F2) to fuel injection port 142.

[0071] Figure 5 From Figure 4The schematic cross-sectional view of the fuel nozzle 106 is shown in section line VV. The fuel manifold 136 extends circumferentially within the premixer body 108 relative to the premixer centerline 112. The fuel manifold 136 extends continuously or discontinuously around the entire circumferential range of the premixer centerline 112 or less than the entire circumferential range of the premixer centerline 112.

[0072] Each vortex generator in the set of vortex generators 118 includes opposing sidewalls 150. The opposing sidewalls 150 are positioned on opposite circumferential sides of the vortex generator relative to the premixer centerline 112. Each vortex generator in the set of vortex generators 118 includes a vortex centerline 152 extending between a vertex 126 and a point midway along a root 124 between the opposing sidewalls 150. The vortex centerline 152 can be linear or non-linear. The vortex centerline 152 can be parallel or not parallel to a radial line 168 extending from the premixer centerline 112 and intersecting a corresponding portion of the vortex centerline 152. When viewed along a plane perpendicular to the premixer centerline 112 and intersecting the vertex 126, each vortex generator in the set of vortex generators 118 can include a cross-sectional area. The cross-sectional area can include any suitable shape.

[0073] The set of vortex generators 118 are circumferentially spaced relative to the premixer centerline 112 within the primary flow path 110 and the premixer body 108. The gap (G) is measured between the opposing sidewalls 150 of the circumferentially adjacent vortex generators 118.

[0074] At least one air channel in the group of air channels 144 is circumferentially aligned with a corresponding vortex generator in the group of vortex generators 118. As a non-limiting example, each vortex generator in the group of vortex generators 118 may be circumferentially aligned with at least one air channel in the group of air channels 144. Alternatively, at least one air channel in the group of air channels 144 may be circumferentially offset from the group of vortex generators 118, such that the at least one air channel is positioned within a corresponding gap (G).

[0075] The set of air channels 144 outputs secondary airflow (Fa) into the primary flow path 110 in any suitable direction. As a non-limiting example, at least a portion of the secondary airflow (Fa) may be defined as a radial secondary airflow (Fa) parallel to a radial line 168 extending from the premixer centerline 112 and intersecting with the corresponding air channel from which the secondary airflow (Fa) in the set of air channels 144 outputs. As a non-limiting example, at least a portion of the secondary airflow (Fa) may be defined as a circumferential secondary airflow (Fa) not parallel to the radial line 168 extending from the premixer centerline 112 and intersecting with the corresponding air channel from which the secondary airflow (Fa) in the set of air channels 144 outputs. It will be understood that all air channels in the set of air channels 144 may be formed to be the same or different relative to each other. As a non-limiting example, one of the air channels 144 may output a radial secondary airflow (Fa), while a second air channel in the set of air channels 144 may output a circumferential secondary airflow (Fa). It is conceivable that the circumferential secondary airflow (Fa) could be used to generate a swirling effect of air within the primary flow path 110.

[0076] The group of fuel injection channels 130 is circumferentially spaced within the premixer body 108 relative to the premixer centerline 112. The total number of fuel injection channels in the group of fuel injection channels 130 may be equal to the total number of vortex generators in the group of vortex generators 118. Each vortex generator in the group of vortex generators 118 may be circumferentially aligned with at least one fuel channel in the group of fuel injection channels 130. The group of air channels 144 is circumferentially spaced from the group of vortex generators 118 and the group of fuel injection channels 130.

[0077] During operation, each vortex generator in the group of vortex generators 118 generates at least one vortex in the group of vortices (V). The number of vortices in each vortex generator in the group of vortex generators 118 depends on the structure of the vortex generator. As a non-limiting example, a vortex generator configured as a delta wing vortex generator will generate two vortices on opposite sides of the vortex generator. As a non-limiting example, a vortex generator configured as a semi-delta wing vortex generator will generate a single vortex. A vortex generator that generates a single vortex is called a single vortex generator, while a vortex generator that generates two vortices is called a dual vortex generator. The group of vortex generators includes at least one of a single vortex generator, a dual vortex generator, or a combination thereof.

[0078] As shown in the figure, this set of vortex generators is a dual vortex generator. In other words, each vortex generator in this set of vortex generators 118 includes a relative vortex located on either side of the corresponding vortex generator within the set of vortices (V). The set of fuel injection channels 130 is oriented such that the primary fuel flow (F1) is directly discharged into the pair of vortices. The set of air channels 144 is downstream of the set of vortex generators 118, but circumferentially aligned with the set of vortex generators 118, discharging a secondary air flow (Fa).

[0079] refer to Figure 4 and Figure 5 It will be understood that this set of vortices (V) is generated downstream of the trailing edge 122. Specifically, as the compressed air flow (Fc) flows past the corresponding vortex generator in this set of vortex generators 118, a low-pressure region is generated downstream of the corresponding vortex generator. This low-pressure region causes the compressed air flow (Fc) to deflect, thereby generating this set of vortices (V).

[0080] During operation, this set of vortices (V) slows down the primary compressed air flow (Fc). In other words, the primary compressed air flow (Fc) is slower where this set of vortices (V) is present compared to areas where this set of vortices (V) is absent (e.g., within the gap (G)). Areas without this set of vortices (V) can be defined as negative regions because there is no vortex generator in the set of vortex generators 118 there. These negative regions are defined as the portions of the primary flow path 110 where the velocity increases. In other words, there is a difference in the velocity of the fluid flow within the negative regions compared to the fluid flow circumferentially aligned with and axially downstream of the set of vortex generators 118.

[0081] It is conceivable that allowing velocity differences due to the negative region would negatively impact the function of the fuel nozzle 106. For example, if left uncontrolled, these velocity differences could create fluid shear layers within the fuel-air mixture (Fm). These fluid shear layers could disrupt the homogeneity of the fuel and air mixture (Fm). Furthermore, velocity differences could cause some fuel to stagnate or move axially away from the fuel nozzle outlet within the fuel-air mixture (Fm). Figure 4 Recirculation. Once the fuel and air mixture (Fm) is ignited within the combustion chamber 104, fuel recirculation can potentially cause flashback within the fuel nozzle 106. In other words, the difference in velocities can lead to ignition of the fuel within the fuel nozzle 106. The risk of flashback is higher when the fuel nozzle 106 uses fuels with higher flame velocities (such as H2 fuel).

[0082] As described herein, the fuel nozzle 106 includes a structure that addresses the difference between velocities. As a non-limiting example, at least a portion of the set of air channels 144 may be axially downstream of and circumferentially aligned with the set of vortex generators 118. At least a portion of the secondary airflow (Fa) is used to accelerate a portion of the fuel-air mixture (Fm) located directly downstream of the set of vortex generators 118, such that there is no difference between velocities or the difference between velocities is minimized. As a non-limiting example, the total number of vortex generators in the set of vortex generators 118 may be increased to minimize the size of the gap (G). This, in turn, reduces the overall size of the negative region, thereby reducing the difference between velocities, since a smaller portion of the fuel-air mixture (Fm) moves faster than the portion located directly downstream of the set of vortex generators 118.

[0083] At least a portion of the secondary airflow (Fa) can be further used to shape the fluid flow within the fuel nozzle 106. As a non-limiting example, the secondary airflow (Fa) can provide a swirling effect to the fluid flow, or otherwise condense (e.g., radially closer to the premixer centerline 112) the fluid flow within the fuel nozzle 106. Shaping the fluid flow within the fuel nozzle 106 can be used to propel the fluid flow within the fuel nozzle 106 radially away from the premixer body 108. Propelling the fluid flow radially away from the premixer body 108 thus prevents fuel from entering contact with the premixer body 108, or prevents fuel from otherwise becoming stuck in areas radially near the premixer body 108. Reducing or eliminating the amount of fuel that may be present in these areas between the fluid flow and the premixer body 108, thereby minimizing the risk of flashback by reducing the amount of fuel outside the fuel and air mixture flow (Fm).

[0084] Figure 6 It is along Figure 4 A schematic perspective view of the vortex generator 118 in the group of vortex generators 118 provided in the premixer body 108 of the fuel nozzle 106.

[0085] A set of fuel injection orifices 134, shown by dashed lines, can be circumferentially aligned with the vortex generator 118. This set of fuel injection orifices 134 can be positioned along any suitable portion of the vortex generator 118, the premixer body 108, or a combination thereof. As a non-limiting example, the fuel injection orifices 134 can be located at at least one of a first fuel orifice location 160, a second fuel orifice location 162, a third fuel orifice location 164, a fourth fuel orifice location 166, or a combination thereof. The first fuel orifice location 160 is located downstream of the bottom 128 along the premixer body 108 (e.g., not along the vortex generator 118). The second fuel orifice location 162 is located along the leading edge 122 of the vortex generator 118. The third fuel orifice location 164 is located between the leading edge 120 and the trailing edge 122 (e.g., along at least one of the opposing sidewalls 150). The fourth fuel orifice location 166 is located along the leading edge 122. Each of the first fuel orifice location 160, the second fuel orifice location 162, the third fuel orifice location 164, and the fourth fuel orifice location 166 is located downstream of the bottom 128. Alternatively, at least one of the fuel injection orifices 134 may be located upstream of the bottom 128. In all cases, the group of fuel injection orifices 134 is located axially ahead of the corresponding air channel in the group of air channels 144 that is closest to it in the circumferential direction.

[0086] Each vortex generator in the group of vortex generators 118 extends axially a first axial distance (A1) relative to the premixer centerline 112. A fuel channel centerline 132 is defined at the corresponding fuel injection orifice in the group of fuel injection orifices 134. Figure 3 The center point 154 of the premixer is positioned relative to the premixer centerline 112 at a second axial distance (A2) from the fuel nozzle outlet 114. The center point 154 is positioned relative to the premixer centerline 112 at a third axial distance (A3) from the axially foremost portion of the nearest vortex generator 118. The first axial distance (A1) may be greater than or equal to the second axial distance (A2). The first axial distance (A1) may be greater than, equal to, or less than the third axial distance (A3). As a non-limiting example, the first axial distance (A1) may be greater than 0% of the third axial distance (A3) and less than or equal to 500% of the third axial distance (A3).

[0087] refer to Figure 4 and Figure 6 The hydraulic diameter (Dh) of the fuel nozzle outlet 114 is defined relative to the second axial distance (A2). As a non-limiting example, the second axial distance (A2) may be greater than 0 times the hydraulic diameter (Dh) and less than or equal to 200 times the hydraulic diameter (Dh).

[0088] The fuel nozzle 106 is defined by a blunt area and a flow area. The blunt area is defined by the fuel nozzle 106 and the area facing the combustion chamber 104. Figure 4 The total surface area of ​​the physical structure of the wall 102 is defined as the flow area. The flow area is defined as the volume of the primary flow path 110 between the fuel nozzle outlet 114 and the compressed air inlet 116 of a single fuel nozzle 106. The ratio of the blunt area to the flow area is greater than or equal to 0.01 and less than or equal to 10.

[0089] The fuel nozzle 106 is defined by the fuel injection orifice area. The fuel injection orifice area is defined as the sum of the surface areas of each fuel injection orifice in the group of fuel injection orifices 134. The ratio between the fuel injection orifice area and the flow area is greater than or equal to 0.005 and less than or equal to 0.06.

[0090] The ratio between the blunt area and the flow area, and the ratio between the fuel orifice injection area and the flow area, are used to ensure that the fuel nozzle 106 operates as needed. For example, the ratio between the blunt area and the flow area is used to ensure that the fuel and air mixture (Fm) supplied to the combustion chamber 104 flows along the heat shield (e.g., Figure 4 The wall 102 or the body attached to the wall 102 is stabilized or otherwise anchored to the heat shield. The heat shield is used to insulate the various parts of the combustion section 100 from the heat of the flame within the combustion chamber 104, which is particularly important when using H2 fuel, as H2 fuel has a higher combustion temperature than conventional fuels. When the ratio between the blunt area and the flow area is too small, the recirculation area within the combustion chamber 104 (e.g., the area where the fuel and air mixture (Fm) is anchored to the heat shield) is insufficient, resulting in flame instability within the combustion chamber 104 and thus insufficient anchoring. Conversely, when the ratio between the blunt area and the flow area is too high, too much flame is anchored to the heat shield, meaning the heat shield is overheated, resulting in reduced effectiveness of the heat shield. Furthermore, if the ratio between the blunt area and the flow area is too small, the compressed air flow (Fc) and (Fa) supplied to the fuel nozzle 106 are restricted, resulting in insufficient flow from the compressor section (e.g., Figure 1 Flow blockage from compressor section 12 to combustion section 100.

[0091] A low ratio between the blunt area and the flow area increases the likelihood of flashback. In other words, if the rate of the fuel-air mixture (Fm) supplied to the combustion chamber 104 is too low, the fuel-air mixture (Fm) can flash back (ignite) into the fuel nozzle 106 once it is ignited within the combustion chamber 104. A high ratio between the blunt area and the flow area results in insufficient fuel and air supply to the fuel nozzle 106 to achieve a sufficient mass flow rate of the fuel-air mixture (Fm) entering the combustion chamber. In other words, the higher the ratio, the more compressed air and fuel need to be supplied to the fuel nozzle 106. If the ratio is too high, the volume of the primary fuel flow (F1) and compressed air flow (Fc) required to achieve the desired mass flow rate of the fuel-air mixture (Fm) indicated by that ratio may be too high to achieve.

[0092] The mass flow rate and velocity of the fuel and air mixture (Fm) directly affect the ability of the primary fuel stream (F1) to penetrate into the fuel and air mixture (Fm). It will be understood that a more distant primary fuel stream (F1) is desired (radially closer to the premixer centerline 112) to ensure adequate mixing of the primary fuel stream (F1) with the compressed air stream (Fc). If the velocity of the fuel and air mixture (Fm) is too high (e.g., the ratio between the blunt area and the flow area is too low), the primary fuel stream (F1) will have more difficulty penetrating into the fuel and air mixture (Fm). The ratio between the fuel orifice injection area and the flow area is used to determine the required flow rate through this set of fuel injection orifices 134 to ensure sufficient penetration. As a non-limiting example, a ratio too small between the fuel orifice injection area and the flow area (e.g., a smaller fuel injection orifice) will result in blockage of the primary fuel stream (F1), preventing sufficient fuel from being supplied to the fuel nozzle 106 within the primary fuel stream (F1). An excessively high ratio between the fuel injection area and the flow area (e.g., a large fuel injection orifice) will result in excessive fuel being supplied to the fuel nozzle 106 at an excessively low rate. The ratios between the blunt area and the flow area, as well as the ratios between the fuel injection area and the flow area, have been placed within the aforementioned ranges to ensure that the primary fuel flow (F1) can adequately penetrate the fuel-air mixture (Fm), and that the fuel-air mixture (Fm) is supplied to the combustion chamber 104 at a sufficient mass flow rate, thereby avoiding potential flashback.

[0093] Figure 7 This is observed along the plane extending along the premixer centerline 112 and intersecting with vertex 126. Figure 6 A schematic side cross-sectional view of the vortex generator 118 and the premixer body 108. The set of fuel injection orifices 134 defines the ends of a corresponding set of fuel injection channels 130, shown in dashed lines.

[0094] Each fuel injection channel in the set of fuel injection channels 130 extends through the premixer body 108, the vortex generator 118, or a combination thereof. The set of fuel injection channels 130 may be linear or non-linear. As a non-limiting example, the fuel injection channel in the set of fuel injection channels 130 terminating at the fuel injection orifice 134 at the first fuel orifice position 160 is linear. As a non-limiting example, the fuel injection channels in the set of fuel injection channels 130 terminating at the fuel injection orifice 134 at the second fuel orifice position 162 and the fourth fuel orifice position 166 are non-linear.

[0095] The set of fuel injection channels 130 is oriented to guide the fluid flow leaving the set of fuel injection channels 130 in a desired direction (e.g., Figure 3 The primary fuel flow (F1). As a non-limiting example, at least one of the fuel injection channels 130 may guide the fluid flow exiting at least one fuel injection channel in an axially forward manner (e.g., a fuel injection channel terminating at a fuel injection orifice at a first fuel orifice location 160 or a second fuel orifice location 162) or in an axially backward manner (e.g., a fuel injection channel terminating at a fuel injection orifice at a fourth fuel orifice location 166). The direction of the guided fluid flow is quantified by the fuel channel angle 156. As a non-limiting example, a sharp but non-zero fuel channel angle 156 may guide the fluid flow axially downstream. As a non-limiting example, a blunt but not 90-degree or 180-degree fuel channel angle 156 may guide the fluid flow axially upstream. It is also conceivable that the fuel channel angle 156 may be zero degrees, such that the fluid flow exiting the fuel injection orifice 134 is parallel to the premixer centerline 112 and is guided axially upstream or downstream.

[0096] The benefits of this disclosure include burners suitable for use with H2 fuel. As previously stated, H2 fuel has a higher flame temperature, flashback probability, and auto-ignition probability than conventional fuels (e.g., non-hydrogen-containing fuels). That is, H2 fuel has a wider combustible range and a faster combustion rate than conventional fuels (such as petroleum-based fuels or mixtures of petroleum and synthetic fuels). Additional structures are needed to mitigate flashback and prevent unwanted auto-ignition; this is a problem not faced by burners using conventional fuels. As described herein, the combustion section includes a fuel nozzle that effectively mixes the H2 fuel with the compressed air stream and further eliminates the negative region associated with using this set of vortices. This, in turn, results in a homogeneous fuel-air mixture. A homogeneous mixture, in turn, reduces the probability of flashback and auto-ignition within the fuel nozzle. Furthermore, the fuel nozzle is designed to ensure that the mixture moves at a sufficient velocity as it is supplied to the combustion chamber to avoid flashback.

[0097] Ensuring the implementation of a homogeneous mixture further suppresses emissions (e.g., NO) in the combustion zone. x (Emissions). The combustion section described herein is particularly well-suited for use with lean fuel-air mixtures, or otherwise very well-suited for use with fuel-air mixtures having relatively low fuel quantities. Using lean fuel-air mixtures introduces several problems. First, a lean fuel-air mixture, once ignited, produces a flame that propagates at a slower rate than the stoichiometric combination of fuel and air. It is conceivable that the faster the flame velocity (e.g., the faster the fuel-air mixture), the more difficult it is for the fuel-air mixture to overcome the possibility of flashback. Second, lean fuel-air mixtures tend to produce bags of increased fuel volume within the fuel-air mixture (e.g., more stoichiometric bags), thereby increasing the risk of flashback. The bags produced in the lean fuel-air mixture further increase the risk of flashback. However, as described herein, the combustion section ensures that the fuel-air mixture has sufficient velocity (e.g., through the secondary airflow and the ratio described herein) to ensure that the lean fuel-air mixture moves fast enough to avoid flashback. However, as described herein, the combustion section further ensures, for example, the production of a homogeneous fuel-air mixture by using a set of vortex generators. Therefore, the fuel nozzles described herein are particularly suitable for use with lean fuel-air mixtures. Because the fuel nozzles effectively utilize the lean fuel-air mixture, overall NO₂ is reduced. x Emissions and total fuel required.

[0098] Furthermore, compared to conventional fuel injectors that do not include this set of swirl generators, the use of this set of swirl generators has been found to reduce NO in the combustion zone. x Emissions. As discussed in this paper, this set of vortex generators produces vortices in the combustion chamber that trap or otherwise capture the H2 fuel stream output to the combustion chamber. Trapping the H2 fuel stream with these vortices helps ensure adequate mixing of the H2 fuel and compressed air streams. Furthermore, the use of vortices helps to disperse the fuel stream, allowing for a reduction in the length between the fuel nozzle exit and the point of injection of the primary fuel stream. In other words, the vortices mix the fuel quickly enough within the compressed air to reduce the total space required to produce a homogeneous mixture. Reducing the length between the fuel nozzle exit and the point of injection of the primary fuel stream reduces the potential area for flashback or auto-ignition. In other words, the longer the distance required for fuel and compressed air to mix, the larger the area within the fuel nozzle where auto-ignition or flashback can occur. This is particularly important for combustion sections using H2 fuel, which has a higher combustion temperature and could cause greater damage than with conventional fuels if flashback occurs. Furthermore, once the mixture of compressed air and gaseous fuel is ignited, a more homogeneous mixture of compressed air and gaseous fuel further reduces the overall NOx emissions in the combustion section. x emission.

[0099] Compared to conventional fuels, the benefits associated with using hydrogen fuels include more environmentally friendly engines because hydrogen fuels produce fewer carbon pollutants when burned than combustors using conventional fuels. For example, a combustor using 100% hydrogen fuel (e.g., 100% H2) would have zero carbon pollutants. As described in this article, combustors can be used in situations involving 100% hydrogen fuel.

[0100] Within the scope not described herein, different features and structures of the various embodiments may be combined or substituted for each other as needed. All combinations or arrangements of the features described herein are covered by this disclosure.

[0101] This written description uses examples to illustrate aspects of the disclosure described herein, including best practices, and also enables any person skilled in the art to practice aspects of this disclosure, including making and using any apparatus or system and methods of making any combinations. The patentable scope of aspects of this disclosure is defined by the claims, and may include other examples that would occur to a person skilled in the art. Such other examples are intended to fall within the scope of the claims if they have structural elements that are not indistinguishable from the literal language of the claims, or if they include equivalent structural elements that are not substantially different from the literal language of the claims.

[0102] Further details are provided by the following topics:

[0103] A fuel nozzle for a turbine engine including a compressor section, a combustion section, and a turbine section arranged in a series flow configuration, the fuel nozzle being disposed within the combustion section and comprising: a premixer body having a premixer centerline defining a primary flow path; a vortex generator extending into the primary flow path; an air injection orifice disposed within the premixer body and downstream of the vortex generator; and a fuel injection orifice disposed along the premixer body and opening onto the primary flow path, the fuel injection orifice being axially forward of the air injection orifice.

[0104] A fuel nozzle for a turbine engine including a compressor section, a combustion section, and a turbine section arranged in a series flow configuration, the fuel nozzle comprising: a premixer body defining a primary flow path; a vortex generator extending into the primary flow path; and a fuel injection orifice disposed along the premixer body and opening onto the primary flow path, the fuel injection orifice being disposed along the vortex generator.

[0105] According to any of the preceding clauses, the fuel nozzle, wherein the air injection orifice discharges compressed air into the primary flow path at an angle intersecting with the primary flow path.

[0106] The fuel nozzle according to any of the foregoing clauses further includes a fuel injection channel that flows into the primary flow path at the fuel injection orifice, the fuel injection channel having a fuel channel centerline that intersects the fuel injection orifice at a center point.

[0107] According to any of the preceding clauses, the fuel nozzle wherein: the vortex generator extends a first axial distance relative to the centerline of the premixer between the farthest upstream portion and the farthest downstream portion; and the center point is set relative to the centerline of the premixer at a second axial distance from the farthest upstream portion of the vortex generator, the second axial distance being greater than 0% of the first axial distance and less than or equal to 500% of the first axial distance.

[0108] The fuel nozzle according to any of the foregoing clauses, wherein: the premixer body includes a fuel nozzle outlet having a hydraulic diameter; and the center point is set at a first axial distance from the fuel nozzle outlet, the first axial distance being greater than 0 times the hydraulic diameter and less than or equal to 200 times the hydraulic diameter.

[0109] The fuel nozzle according to any of the foregoing clauses further includes a fuel manifold disposed within the premixer body, wherein the fuel injection channel extends between the fuel manifold and the fuel injection orifice.

[0110] The fuel nozzle according to any of the foregoing clauses further includes a central body extending through the primary flow path.

[0111] A fuel nozzle according to any of the foregoing clauses, wherein the central body includes a central fuel channel that flows into the primary flow path at the fuel injection port.

[0112] The fuel nozzle according to any of the foregoing clauses, wherein the fuel injection port is located downstream of the vortex generator.

[0113] The fuel nozzle according to any of the foregoing clauses, wherein: the vortex generator is included within a plurality of vortex generators spaced circumferentially along the premixer body; the fuel injection orifice is included within a plurality of fuel injection orifices spaced circumferentially along the premixer body; and each of the plurality of vortex generators is circumferentially aligned with at least one of the plurality of fuel injection orifices.

[0114] A fuel nozzle according to any of the foregoing clauses, wherein the fuel injection orifice is circumferentially aligned with the air injection orifice.

[0115] According to any of the preceding clauses, the fuel nozzle is circumferentially oriented to guide a compressed air flow through the vortex generator in the circumferential direction, such that the compressed air flow includes a swirl number greater than 0 and less than or equal to 1.

[0116] According to any of the preceding clauses, the fuel nozzle is at least one of the following: a counter-rotating vortex generator, a double-sided wedge, a wheel type, a wing type, a small wing type, a Kuethe type, a fork type, a hairpin type, a leaf type, a wave type, or any combination thereof.

[0117] A fuel nozzle according to any of the foregoing clauses, wherein the fuel injection orifice is configured to discharge a primary fuel stream into the primary flow path, the primary fuel stream comprising hydrogen fuel.

[0118] The fuel nozzle according to any of the foregoing clauses further includes a central body extending through the primary flow path and having a central fuel channel, wherein the central fuel channel is configured to discharge a secondary fuel stream into the primary flow path, the primary fuel stream comprising a fuel different from the fuel in the primary fuel stream.

[0119] The fuel nozzle according to any of the foregoing clauses, wherein the fuel injection orifice is at least one of the following: disposed along the vortex generator, axially disposed between the vortex generator and the at least one air channel, or a combination thereof.

[0120] According to any of the foregoing clauses, the fuel nozzle includes a leading edge and a trailing edge relative to the primary flow path.

[0121] A fuel nozzle according to any of the foregoing clauses, wherein the fuel injection orifice is disposed along the leading edge, along the trailing edge, or between the leading edge and the trailing edge.

[0122] A fuel nozzle according to any of the foregoing clauses, wherein the fuel injection orifice is included in a plurality of fuel injection orifices disposed along the leading edge, along the trailing edge, between the leading edge and the trailing edge, or a combination thereof.

Claims

1. A fuel nozzle for a turbine engine, the turbine engine including a compressor section, a combustion section, and a turbine section in a serial flow arrangement, characterized by, The fuel nozzle is disposed within the combustion section and includes: a premixer body having a premixer centerline, the premixer body defining a primary flowpath; a vortex generator extending into the primary flowpath; an air injection orifice disposed in the premixer body downstream of the vortex generator; and a fuel injection orifice disposed along the premixer body and opening into the primary flowpath, the fuel injection orifice disposed axially forward of the air injection orifice.

2. The fuel nozzle of claim 1, wherein, wherein, the air injection orifice discharges a flow of compressed air into the primary flowpath at an intersection angle with the primary flowpath.

3. The fuel nozzle of claim 1, wherein, further comprising a fuel injection channel discharging into the primary flowpath at the fuel injection orifice, the fuel injection channel having a fuel channel centerline intersecting the fuel injection orifice at a center point.

4. The fuel nozzle of claim 3, wherein, wherein: the vortex generator extends a first axial distance between a most upstream portion and a most downstream portion relative to the premixer centerline; and the center point is disposed a second axial distance relative to the premixer centerline from the most upstream portion of the vortex generator, the second axial distance being greater than 0% and less than or equal to 500% of the first axial distance.

5. The fuel nozzle of claim 3, wherein, wherein: the premixer body includes a fuel nozzle exit having a hydraulic diameter; and the center point is disposed a first axial distance from the fuel nozzle exit, the first axial distance being greater than 0 times and less than or equal to 200 times the hydraulic diameter.

6. The fuel nozzle of claim 3, wherein, further comprising a fuel manifold disposed within the premixer body, wherein the fuel injection channel extends between the fuel manifold and the fuel injection orifice.

7. The fuel nozzle of claim 1, wherein, further comprising a center body extending through the primary flowpath.

8. The fuel nozzle of claim 7, wherein, wherein, the center body includes a central fuel channel discharging into the primary flowpath at a fuel injection port.

9. The fuel nozzle of claim 8, wherein, wherein, the fuel injection port is disposed downstream of the vortex generator.

10. The fuel nozzle of claim 1, wherein, wherein: the vortex generator is included within a plurality of vortex generators spaced circumferentially along the premixer body; the fuel injection orifice is included within a plurality of fuel injection orifices spaced circumferentially along the premixer body; and each vortex generator of the plurality of vortex generators is circumferentially aligned with at least one fuel injection orifice of the plurality of fuel injection orifices.

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