Burner with ignition tube

Abstract

A turbine engine having a combustion section. The combustion section may have a combustor, at least one fuel cup, and at least one ignition tube. The combustor may include a combustor liner and a domed wall that together at least partially define a combustion chamber. The at least one fuel cup may include a swirler and a fuel injector. The at least one ignition tube may include an outlet directly fluidly coupled to the combustion chamber.

Description

[0001] This application is a divisional application of the invention patent application filed on February 16, 2023, with application number 202310121371.4 and invention title "Burner with Ignition Tube". Cross-reference to related applications

[0002] This application is a continuation-to-priority application to U.S. Provisional Application No. 63 / 311,242, filed February 17, 2022, and U.S. Patent Application No. 17 / 689,070, filed March 8, 2022, the contents of which are incorporated herein by reference. Technical Field

[0003] This disclosure generally relates to combustors for turbine engines, and more specifically, to ignition systems for combustors. Background Technology

[0004] A gas turbine engine includes a turbine that is driven by the combustion of combustible fuel within the engine's combustor. The turbine engine utilizes a fuel injector assembly to inject combustible fuel into the combustor. This fuel injector assembly can mix the fuel with air before injection to achieve efficient combustion. Attached Figure Description

[0005] The specification with reference to the accompanying drawings sets forth a complete and feasible disclosure for those skilled in the art, including its best mode, wherein:

[0006] Figure 1 This is a schematic cross-sectional view of a turbine engine used in an aircraft, which includes a combustion section.

[0007] Figure 2 From Figure 1 Section II-II as seen Figure 1 A schematic cross-sectional view of a portion of the combustion zone.

[0008] Figure 3 It is suitable for use as Figure 1 A schematic cross-sectional side view of a typical combustion zone.

[0009] Figure 4 Is it suitable for Figure 1 combustion zone or Figure 3 A cross-sectional view of the ignition tube used in the combustion zone, the ignition tube having an ignition fuel injector, a compressed air passage and an igniter.

[0010] Figure 5A Is it suitable for Figure 1 A schematic radial view of a dome wall used within a burner, the dome wall including at least one ignition tube circumferentially spaced relative to at least one cyclone separator.

[0011] Figure 5B Is it suitable for Figure 1 A schematic radial view of a dome wall used within a burner, the dome wall including at least one ignition tube circumferentially spaced relative to at least one cyclone separator.

[0012] Figure 6 Is it suitable for Figure 1 combustion zone or Figure 3 A cross-sectional view of an exemplary ignition tube used in the combustion zone, the exemplary ignition tube having an ignition fuel injector, a first compressed air passage, a second compressed air passage, and an igniter. Detailed Implementation

[0013] The aspects of this disclosure described herein generally relate to a combustion section for a turbine engine. The combustion section includes a combustion chamber, a fuel injector fluidly coupled to a fuel stream, a swirler fluidly coupled to compressed air, and at least one ignition tube fluidly coupled to both the fuel stream and the compressed air, which may be the same as the injector / swirler. Fuel from the fuel injector and compressed air from the swirler may be mixed to define a fuel-air mixture before exiting a fluid outlet and entering the combustion chamber. At least a portion of the compressed air and fuel may be mixed within at least one ignition tube to define an ignition mixture. The at least one ignition tube may include at least one igniter capable of igniting the ignition mixture. Once ignited, the ignition mixture may flow from the at least one ignition tube into the combustion chamber, where it ignites the fuel-air mixture from the fluid outlet. As described herein, the ignition tube may replace a conventional igniter placed within the combustion chamber, downstream of the injector / swirler. The fuel may include any suitable fuel. As a non-limiting example, the fuel may include hydrogen (hereinafter referred to as hydrogen-containing fuel) mixed with the compressed air stream downstream of the fuel injector. Compared to conventional fuels (such as petroleum-based fuels or mixtures of petroleum and synthetic fuels), hydrogen-containing fuels typically have a wider combustible range and a faster combustion rate. The combustion temperature of hydrogen-containing fuels can be higher than that of conventional fuels, making existing engine designs designed for conventional fuels unsuitable for operation at these elevated temperatures. As described in this article, the combustion zone provides an ignition system suitable for igniting hydrogen-containing fuels or fuel-compressed air mixtures.

[0014] For illustrative purposes, this disclosure is described in relation to turbines used in aircraft turbine engines. However, it should be understood that the aspects of this disclosure described herein are not limited thereto and can be generally applied in engines (including compressors, power generation turbines) as well as in non-aircraft applications (such as other mobile applications and non-mobile industrial, commercial and residential applications).

[0015] Reference will now be made in detail to combustor architectures, particularly to fuel injectors and swirlers used to supply fuel to combustors located within a turbine engine, one or more examples of which are shown in the accompanying drawings. Detailed descriptions use numerals and letter designations to refer to features in the drawings. Similar or analogous designations in the drawings and description have been used to refer to similar or analogous portions of this disclosure.

[0016] As used herein, the terms “first,” “second,” and “third” are used interchangeably to distinguish one component from another and are not intended to indicate the location or importance of the individual components.

[0017] 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, while "rear" refers to the position closer to the engine nozzle or exhaust port.

[0018] 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.

[0019] 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.

[0020] 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.

[0021] 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.

[0022] 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 used for identification purposes only to aid the reader's understanding of this disclosure and should not be construed as limiting, in particular, with respect to the location, orientation, or use of aspects of the disclosure described herein. Connecting references (e.g., attachment, connection, joint, and engagement) are to be interpreted broadly and may include intermediate members 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. 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 refer to any number of elements, including only one.

[0023] As used herein and throughout the specification and claims, approximate language is applied to modify any quantitative representation that may allow for variation without altering its associated essential function. Therefore, values ​​modified by one or more terms such as “about,” “approximately,” “substantially,” and “basically” are not limited to the specified precise values. In at least some cases, approximate language may correspond to the precision of the instrument used to measure the value, or the precision of the method or machine used to construct or manufacture the component and / or system. For example, approximate language may refer to a margin of 1%, 2%, 4%, 5%, 10%, 15%, or 20% of the endpoints of a single value, a range of values, and / or a range of defined values. Scope limitations are combined and interchanged herein and throughout the specification and claims; such scope is identified and includes all subscopes contained herein, unless otherwise indicated by context or language. For example, all scopes disclosed herein include endpoints, and endpoints can be combined independently of each other.

[0024] 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 may include at least a compressor section 12, a combustion section 14, and a turbine section 16. A drive shaft 18 rotatably connects the compressor section 12 and the turbine section 16 such that rotation of one affects rotation of the other, and defines the engine centerline 20 of the turbine engine 10.

[0025] Compressor 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 HP turbine 26 and an LP turbine 28 fluidly connected in series with each other. Drive shaft 18 may operatively connect the LP compressor 22, HP compressor 24, HP turbine 26, and LP 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 may connect the LP compressor 22 to the LP turbine 28, and the HP drive shaft may connect the HP compressor 24 to the HP turbine 26. The LP spool may be defined as a combination of the LP compressor 22, LP turbine 28, and LP drive shaft, such that rotation of the LP turbine 28 may apply a driving force to the LP drive shaft, which in turn may rotate the LP compressor 22. The HP spool can be defined as a combination of an HP compressor 24, an HP turbine 26, and an HP drive shaft, such that the rotation of the HP turbine 26 can apply driving force to the HP drive shaft, which in turn can rotate the HP compressor 24.

[0026] Compressor section 12 may include multiple axially spaced stages. Each stage includes a set of circumferentially spaced rotating blades and a set of circumferentially spaced stationary blades. Compressor blades for a stage of compressor section 12 may be mounted to a disc, which is mounted to drive shaft 18. Each set of blades for a given stage may have its own disc. The blades of compressor section 12 may be mounted to a housing that may extend circumferentially around turbine engine 10. It should be understood that the representation of compressor section 12 is merely illustrative and any number of stages may be present. Furthermore, it is contemplated that any other number of components may be present within compressor section 12.

[0027] Similar to compressor section 12, turbine section 16 may include 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 may be mounted to a disc, which is mounted to drive shaft 18. Each set of blades for a given stage may have its own disc. The blades of the turbine section may 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.

[0028] Combustion section 14 may be arranged in series between compressor section 12 and turbine section 16. Combustion section 14 may be fluidly coupled to at least a portion of compressor section 12 and turbine section 16, such that combustion section 14 at least partially fluidly couples compressor section 12 to turbine section 16. As a non-limiting example, combustion section 14 may be fluidly coupled to HP compressor 24 at its upstream end and to HP turbine 26 at its downstream end.

[0029] During operation of the turbine engine 10, ambient air or atmospheric air is drawn into the compressor section 12 via a fan (not shown) upstream of the compressor section 12, where it is compressed to define pressurized air. This pressurized air can then flow into the combustion section 14, where it mixes with fuel and is ignited to generate combustion gases. The HP turbine 26 extracts some work from these combustion gases, driving the HP compressor 24. The combustion gases are discharged into the LP turbine 28, 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 28 drives the LP spool to rotate the fan (not shown) and the LP compressor 22. The pressurized airflow and combustion gases together define the working airflow flowing through the fan, compressor section 12, combustion section 14, and turbine section 16 of the turbine engine 10.

[0030] Figure 2 The combustion section 14 is depicted. Figure 1 A cross-sectional view along line II-II. Combustion section 14 may include an annular arrangement of primary fuel injectors 30 disposed around the engine centerline 20 of the turbine engine 10. Each primary fuel injector 30 may be connected to the combustor 32. It should be understood that the annular arrangement of primary fuel injectors 30 may be one or more fuel injectors, and one or more of the primary fuel injectors 30 may have different characteristics. Depending on the type of engine in which the combustor 32 is located, the combustor 32 may have a canister-shaped, canister-annular, or annular arrangement. In a non-limiting example, an annular arrangement is shown and disposed within housing 34. Combustor 32 is defined by combustor bushing 36. A dome assembly 42 including a dome wall 44, together with combustor bushing 36, may define an annular combustion chamber 46 surrounding the engine centerline 20. At least one primary fuel injector 30 (shown as a plurality of primary fuel injectors arranged annularly around the engine centerline 20) is fluidly coupled to combustion chamber 46. Compressed air passage 50 may be defined at least partially by combustor bushing 36 and housing 34.

[0031] Figure 3 Depicting suitable for use as Figure 1A schematic cross-sectional view of a general combustion section 52 of combustion section 14. Combustion section 52 may include an annular arrangement of fuel injectors 76, each fuel injector 76 connected to the combustor 80. It should be understood that the annular arrangement of fuel injectors 76 may be one or more fuel injectors, and one or more of the fuel injectors 76 may have different characteristics, and the one fuel injector 76 shown is for illustrative purposes only and is not intended to be limiting. Depending on the type of turbine engine in which the combustor 80 is located, the combustor 80 may have a canister-shaped, canister-annular, or annular arrangement. In a non-limiting example, an annular arrangement is shown and disposed within housing 78. Combustor 80 may include an annular combustor bushing 82 and a dome assembly 84 including a dome wall 114, which together define a combustion chamber 86 about a longitudinal axis (LA). Compressed air passage 88 may be at least partially defined by the annular combustor bushing 82 and housing 78. At least one fuel injector 76 is fluidly coupled to the combustion chamber 86. The passage may fluidly connect the compressed air passage 88 and the combustor 80. The channel may be defined by at least one set of dilution openings 90 located in the annular burner bushing 82.

[0032] Fuel injector 76 may be coupled to and disposed within dome assembly 84, upstream of flare cone 91, to define fuel outlet 94. Fuel injector 76 may include a fuel inlet 96 adapted to receive a fuel stream (F) (e.g., hydrogen-containing fuel) and a linear fuel passage 100 extending between fuel inlet 96 and fuel outlet 94. Swirler 102 may be disposed at dome inlet 98 to swirl incoming air near fuel (F) exiting fuel injector 76 and provide a homogeneous mixture of air and fuel entering combustor 80. As used herein, the term “swirling” or its iterations may refer to the directional movement of fluid in at least two directions (e.g., radial, circumferential, and / or axial). “Swirling” may be formed as a twisted or spiral pattern.

[0033] The annular burner bushing 82 may be defined by a wall 104 having an outer surface 106 and an inner surface 108 that at least partially define a combustion chamber 86. The wall 104 may be made of a single continuous integral portion or may be multiple integral portions assembled together to define the annular burner bushing 82. As a non-limiting example, the outer surface 106 may define a first portion of the wall 104, while the inner surface 108 may define a second portion of the wall 104, which, when assembled together, form the annular burner bushing 82. As described herein, the wall 104 includes at least one set of dilution openings 90. It is further contemplated that the annular burner bushing 82 may be any type of annular burner bushing 82, including but not limited to double-wall bushings or brick-shaped bushings.

[0034] During operation, compressed air (C) can flow from compressor section 12 to burner 80 through compressed air passage 88. At least one set of dilution openings 90 in the annular burner bushing 82 allows at least a portion of the compressed air (C) to pass from compressed air passage 88 to combustion chamber 86, which defines a dilution airflow (D).

[0035] Some compressed air (C) can be mixed with fuel (F) from fuel injector 76, which can be ignited by one or more igniters (not shown) to generate combustion gas (G). Combustion gas (G) is mixed with dilution gas flow (D) supplied through at least one set of dilution openings 90 and mixed in combustion chamber 86, after which combustion gas (G) flows through burner outlet 112 and into turbine section 16.

[0036] Figure 4 Is it suitable for Figure 1 Combustion section 14 or Figure 3 A cross-sectional view of an ignition tube 130 used within combustion section 52. The ignition tube 130 may extend through a combustion chamber wall 152 that at least partially defines combustion chamber 144. As a non-limiting example, combustion chamber wall 152 may be part of a dome wall (e.g., dome wall 114) or a burner bushing (e.g., annular burner bushing 82). The dome wall and the burner bushing may together define combustion chamber 144. The ignition tube 130 may include an igniter wall 148, an ignition fuel injector 132, a compressed air passage 134, and an igniter 140. The compressed air passage 134, the ignition fuel injector 132, and the igniter 140 may all extend through corresponding portions of the igniter wall 148. The ignition fuel injector 132 may include a fuel flow 136. The compressed air passage 134 may include compressed air 138. Fuel 136 and compressed air 138 may mix downstream of the ignition fuel injector 132 to define an ignition mixture 142. Igniter 140 can be configured to ignite ignition mixture 142. The ignited ignition mixture 142 can then flow out of ignition tube 130.

[0037] The ignition tube 130 may be defined by a centerline axis 146 extending through the ignition tube 130. The centerline axis 146 may be parallel to the longitudinal axis of the combustion chamber 144 (e.g., Figure 3 The longitudinal axis (LA) of the combustion chamber 144. Alternatively, the centerline axis 146 may not be parallel to the longitudinal axis of the combustion chamber 144. The centerline axis 146 may also be parallel to the engine centerline (e.g., Figure 1-2 (Engine centerline 20). Alternatively, the centerline axis 146 may not be parallel to the engine centerline.

[0038] The igniter wall 148 of the ignition tube 130 can be formed as a tubular wall defining a fluid channel 150. Compressed air 138 and fuel 136 can mix and ignite within the fluid channel 150. The igniter wall 148 may include one or more openings configured to receive or otherwise form a portion of the compressed air passage 134 or the ignition fuel injector 132. The igniter wall 148 of the ignition tube 130 can converge from an upstream end (e.g., a portion of the igniter wall 148 corresponding to the ignition fuel injector 132 and the compressed air passage 134) to a downstream end (e.g., a portion of the igniter wall 148 corresponding to the combustion chamber wall 152). As shown, the igniter wall 148 can converge non-linearly and non-constantly from the upstream end to the downstream end. However, it should be understood that the igniter wall 148 can take any suitable shape when viewed along a plane extending parallel to and intersecting the centerline axis 146. As a non-limiting example, the igniter wall 148 may extend non-linearly, linearly, non-constantly, or constantly from the upstream end to the downstream end, and may diverge (e.g., converge partially) or converge from the upstream end to the downstream end.

[0039] Combustion chamber 144 may be positioned relative to the longitudinal axis (e.g., Figure 3 The ignition tube 130 extends axially along the longitudinal axis (LA). As a non-limiting example, the ignition tube 130 may be positioned along the front portion of the combustion chamber 144 relative to its axial length. As a non-limiting example, the ignition tube 130 may be positioned between 0 and 0.4 times the axial length of the combustion chamber 144. When the ignition tube 130 is positioned at 0 times the axial length of the combustion chamber 144, it may be positioned along the foremost axial portion of the combustion chamber (e.g., the dome wall). When the ignition tube 130 extends through a portion greater than 0 times the axial length of the combustion chamber 144, it may extend through any portion of the combustion chamber 144 that is axially rearward of the foremost portion of the combustion chamber relative to the longitudinal axis (e.g., the burner bushing).

[0040] The ignition fuel injector 132 may extend through the igniter wall 148. The ignition fuel injector 132 may be fluidly connected to fuel 136. The ignition fuel injector 132 may supply fuel 136 to the fluid channel 150. Fuel 136 may be any suitable fuel, such as, but not limited to, [other fuels]. Figure 3 The fuel stream (F). Fuel 136 may be a hydrogen-containing fuel stream. As a non-limiting example, fuel 136 may be pure hydrogen.

[0041] The compressed air passage 134 may be at least partially defined by an opening formed within the igniter wall 148. As a non-limiting example, the igniter wall 148 may include a continuous circumferential slit or channel extending circumferentially around the entire igniter wall 148 relative to a centerline axis 146, which may define the compressed air passage 134. As a non-limiting example, the igniter wall 148 may include a set of discrete channels or orifices arranged circumferentially or axially around the igniter wall 148 relative to a centerline axis 146, which may define the compressed air passage 134. The compressed air passage 134 may include compressed air 138. The compressed air passage 134 may fluidly connect the compressed air 138 to the fluid channel 150. The compressed air 138 may be any suitable compressed airflow, such as… Figure 3 The compressed air flow (C). The compressed air passage 134 can be configured to supply compressed air 138 to the ignition tube 130 in any suitable direction. As a non-limiting example, the compressed air passage 134 can at least partially swirl the compressed air 138 by the positioning of the compressed air passage 134. As a non-limiting example, the compressed air passage 134 can be formed along a portion of the igniter wall 148 such that the compressed air 138 flowing through the compressed air passage 134 and entering the fluid channel is swirled. Thus, the compressed air passage 134 can be configured to supply compressed air 138 to the ignition tube 130 as swirling compressed air or non-swirling compressed air.

[0042] The ignition fuel injector 132 can supply fuel 136 to the ignition tube 130 in any suitable manner. As a non-limiting example, the ignition fuel injector 132 can supply fuel 136 in the axial direction as a fuel jet exiting the ignition fuel injector 132. As a non-limiting example, the ignition fuel injector 132 can cause the fuel 136 to swirl, such that the fuel 136 enters the fluid channel 150 as a swirling fuel stream. This can be used to improve the mixing efficiency (e.g., the uniformity of mixing) of the fuel 136 and compressed air 138 within the ignition tube 130. Once the ignition mixture 142 is ignited, this ultimately increases the ignition efficiency.

[0043] Igniter 140 may extend through a portion of igniter wall 148 and connect to fluid channel 150. As a non-limiting example, igniter 140 may extend through a portion of igniter wall 148 and enter fluid channel 150. Igniter 140 may be located at any axial position on igniter wall 148. Igniter 140 may be configured to ignite ignition mixture 142 within fluid channel 150. Igniter 140 may be any suitable igniter configured to ignite ignition mixture 142. As a non-limiting example, igniter 140 may be a spark igniter, plasma igniter, blowtorch, laser igniter, or any combination thereof.

[0044] The ignition tube 130 may extend through the combustion chamber wall 152 facing the combustion chamber 144. The fluid channel 150 may include an outlet 160 directly fluidly connected to the combustion chamber 144. As shown, the ignition tube 130 may extend axially through the combustion chamber wall 152 relative to the centerline axis 146. However, it should be understood that the ignition tube 130 may extend at an angle or radially relative to the centerline axis 146 through the combustion chamber wall 152.

[0045] Figure 5A This is a schematic axial view of the ignition tube 130 extending through the combustion chamber wall 152. Figure 5A This is a schematic diagram viewed from combustion chamber 144 toward combustion chamber wall 152. Combustion chamber wall 152 may be part of a burner bushing or a dome wall. As a non-limiting example, as shown, combustion chamber wall 152 is a dome wall. A set of ignition tubes 130 may be positioned relative to the engine centerline 120 of the turbine engine (e.g., Figure 1-2 The engine centerline 120 is circumferentially spaced between the annular array of fuel cups 154. As a non-limiting example, the engine centerline 120 may be... Figure 4 The centerline axis 146 is straight, corresponding, or parallel. Alternatively, the engine centerline 120 may not be parallel to the centerline axis 146. The annular array of fuel cups 154 may be circumferentially spaced relative to the engine centerline 120 around the combustion chamber wall 152. Each fuel cup in the annular array of fuel cups 154 may include a swirler (e.g., Figure 3 The cyclone separator 102) and the fuel injector (e.g., Figure 3 The fuel injector 76). Each fuel cup in the annular array of fuel cups 154 can be accessed via a fuel outlet (e.g., fuel injector 76). Figure 3 The fuel outlet 94 is fluidly connected to the combustion chamber. The annular array of fuel cups 154 may be defined by a portion of a combustion section comprising a stream of fuel or a mixture of fuel and compressed air that has not been ignited before flowing into the combustion chamber. Although shown as a canister annular burner, it should be understood that the ignition tube 130 may be disposed within the combustion chamber wall 152 of any suitable burner. By way of non-limiting example, the ignition tube 130 may be disposed within the combustion chamber wall 152 of an annular burner or a canister burner.

[0046] The annular array of fuel cups 154 can be circumferentially spaced around the combustion chamber wall 152 to define the annular array of fuel cups 154. Any number of one or more fuel cups can be arranged along the combustion chamber wall 152. A combination of a swirler and a fuel injector can define a single fuel cup 154, which can also be referred to as a fuel cup. Thus, the annular array of fuel cups 154 can be defined as an annular array of fuel cups.

[0047] Each ignition tube in the set of ignition tubes 130 may extend through a corresponding first portion of the dome wall. Each fuel cup 154 ​​in the annular array of fuel cups 154 may extend through a corresponding second portion of the dome wall. The first portion is distinct from and spaced apart from the second portion. The first portion may be circumferentially or radially spaced relative to the second portion and relative to the engine centerline 120. As a non-limiting example, each ignition tube in the set of ignition tubes 130 may be circumferentially spaced between fuel cups in the annular array of fuel cups 154 relative to the engine centerline 120. Furthermore, the set of ignition tubes 130 may be radially spaced from the annular array of fuel cups 154. As a non-limiting example, at least one ignition tube 130 may be spaced apart from the engine centerline 120 by a first radial distance, and at least one of at least one fuel cup 154 ​​may be spaced apart from the engine centerline 120 by a second radial distance, wherein the first radial distance is greater than the second radial distance. As shown, the set of ignition tubes 130 may be equidistant from each other. In other words, each ignition tube 130 in the set of ignition tubes 130 can be spaced apart from the same number of fuel cups in the annular array of fuel cups 154. As a non-limiting example, each ignition tube 130 in the set of ignition tubes 130 is placed after every three fuel cups 154 in the annular array of fuel cups 154. Thus, the combustion chamber wall 152 can include a repeating pattern of one ignition tube 130 followed by three fuel cups 154. However, it should be understood that any number of ignition tubes 130 can be spaced between any number of fuel cups in the annular array of fuel cups 154. Although three ignition tubes 130 and nine fuel cups 154 are shown, it should be understood that any number of one or more ignition tubes 130 and any number of fuel cups 154 can be present.

[0048] Now for reference Figure 4 and 5ADuring operation of combustion section 52, fuel 136 can flow into ignition tube 130 through ignition fuel injector 132. Compressed air 138 can flow through compressed air passage 134. Fuel 136 and compressed air 138 can mix within fluid channel 150 to form ignition mixture 142, which is then ignited by igniter 140. The ignited ignition mixture 142 can then flow out of ignition tube 130 and into combustion chamber 144. As a non-limiting example, the ignited ignition mixture 142 can flow out of ignition tube 130 as an open flame. The shape of ignition tube 130 is envisioned to ensure that ignition tube 130 operates as intended or desired. As a non-limiting example, the structure of igniter wall 148 (e.g., converging at least partially from upstream to downstream) can be used to ensure that ignition tube 130 operates as intended or desired. The converging structure of the igniter wall 148 can increase the velocity of the compressed air 138, fuel 136, or ignition mixture 142. This, in turn, ensures that an open flame does not propagate in the area near the compressed air passage 134 or the ignition tube 130 of the ignition fuel injector 132. As a non-limiting example, this ensures that flame persistence (e.g., propagation of a continuous flame) does not occur within the ignition fuel injector 132.

[0049] After or during the supply of fuel 136 and compressed air 138 to the fluid channel 150 of the ignition tube 130, the fuel stream and compressed air may also be supplied to at least one fuel injector and a swirler (e.g., Figure 3 A fuel stream (F) and compressed air (C) are mixed to define a fuel-air mixture, which is then supplied to the combustion chamber 144 through an annular array of fuel cups 154. The fuel 136 and compressed air 138 within the ignition tube 130 can be the same as the fuel stream and compressed air within the fuel injector and swirler, respectively. A flame (generated by igniting the ignition mixture 142) can then ignite the fuel-air mixture within the combustion chamber 144. Thus, the ignition tube 130 can act as an ignition source for the fuel-air mixture from the fuel injector and swirler. The ignited fuel-air mixture and the ignited ignition mixture 142 can be used together or independently to generate combustion gases (e.g., Figure 3 The combustion gases (G) can ultimately be used to drive a turbine engine.

[0050] Imagine that the volume of the ignition mixture 142 within the fluid channel 150 can be smaller than the total volume of the fuel-air mixture flowing from the annular array of fuel cups 154. In other words, only a small fraction of the total fuel flow (e.g., fuel 136 combined with the fuel flow in the fuel injector upstream of each fuel cup 154) needs to be ignited in order to ignite the remaining fuel or fuel-air mixture within the combustion chamber 144.

[0051] Ignition tube 130 can be used during the start-up or normal operation of the turbine engine. When ignition tube 130 is used during start-up, fuel 136 can be selectively supplied to at least one ignition tube 130, but not to the fuel injector located upstream of the annular array of fuel cups 154. As a non-limiting example, compressed air 138 can be supplied to ignition tube 130 simultaneously with fuel 136. Since the turbine engine is not yet fully started, and the compressed air 138 can be from the compressor section of the turbine engine during normal operation, the compressed air 138 during start-up can come from different sources. As a non-limiting example, the compressed air 138 during start-up can come from an air turbine starter, auxiliary generator, pump, etc. In any case, ignition mixture 142 is generated and ignited within fluid channel 150. The ignited ignition mixture 142 can then flow as an open flame into combustion chamber 144. It is conceivable that fuel and compressed air can then be supplied to at least a portion of the fuel injector and swirler, where the fuel and compressed air, as a fuel-air mixture, ultimately flow through at least a portion of the annular array of fuel cups 154. This fuel-air mixture can then be ignited by an open flame from the ignited ignition mixture 142. Once ignited, the fuel-air mixture and the ignited ignition mixture 142 can generate combustion gases. Alternatively, the ignited ignition mixture 142 can be sufficient to generate the combustion gases required to fully start the turbine engine (e.g., the compressor section is generating compressed air). Once the turbine engine is fully started, fuel and compressed air can be supplied to at least one fuel injector and at least one swirler to define the fuel-air mixture flowing through the annular array of fuel cups 154. This fuel-air mixture can then be ignited by the already ignited ignition mixture 142 to generate the combustion gases required to continue the operation of the turbine engine.

[0052] After the fuel-air mixture in combustion chamber 144 is ignited, each of the ignition tubes 130 in the set of ignition tubes 130 can be controlled individually or collectively. As a non-limiting example, after ignition has occurred in combustion chamber 144, only compressed air 138 can be supplied through at least a portion of the ignition tubes 130. This, in turn, provides an additional source of compressed air to the combustion chamber, which ultimately affects the shape or profile of the flame within combustion chamber 144. Controlling the shape or profile of the flame within combustion chamber 144 can ultimately help improve the durability of the burner bushing and reduce combustion dynamics within combustion chamber 144 by preventing the flame from extending into the bushing. As used herein, the term "combustion dynamics" or its iteration can refer to the generation of acoustic pressure oscillations occurring within the burner due to the ignition of the fuel and compressed air mixture in the combustion chamber. It is envisioned that control of combustion dynamics can ultimately increase the lifespan of the combustion zone. Furthermore, control of the output of the ignition tubes 130 can be used to produce a lean flame within combustion chamber 144. As used herein, a lean flame can refer to a flame generated by using less fuel compared to a rich flame. Using a lean flame does not reduce the overall efficiency of the turbine engine compared to using a rich flame; however, it reduces the total amount of pollutants (e.g., NOx emissions) in the fluid leaving the combustion chamber 144 because less fuel is ignited to produce a flame. Thus, the output of the ignition tube 130 can be controlled to produce a lean flame, which can ultimately reduce the environmental impact of the turbine engine.

[0053] Figure 5B It includes suitable for Figure 1 A schematic radial view of an exemplary combustion chamber wall 252 of an exemplary ignition tube 230 used within a burner 80. Ignition tube 230 is similar to ignition tube 130; therefore, similar portions will be identified by similar numbers increasing to the 200 series. It should be understood that, unless otherwise stated, the description of similar portions of ignition tube 130 applies to ignition tube 130.

[0054] A set of ignition tubes 230 are circumferentially spaced around the combustion chamber wall 252 relative to the engine centerline 220 of the turbine engine. The engine centerline 220 can be aligned with... Figure 4 The centerline axis 146 is straight, parallel, or otherwise corresponds to Figure 4The centerline axis 146. Alternatively, the engine centerline 220 may not be parallel to the centerline axis 146. Ignition tubes 230 may be configured at a first radial distance from the engine centerline 220, while at least one fuel cup 154 ​​may be configured at a second radial distance from the engine centerline 220. The first distance may be equal to or less than the second radial distance. Each ignition tube in the set of ignition tubes 230 may be configured as at least one fuel cup in an annular array adjacent to the fuel cups 254. The ignition tubes in the set of ignition tubes 230 may be equidistant or unequally spaced between the fuel cups 254. As a non-limiting example, any number of fuel cups 254 may be provided between adjacent ignition tubes 130 (e.g., zero, one, two, three, four, etc., fuel cups 254 may be between every two adjacent ignition tubes 130). As a non-limiting example, any number of ignition tubes 130 may be placed between two adjacent fuel cups 254 (e.g., there may be zero, one, two, three, etc. ignition tubes 130 between two adjacent fuel cups 254).

[0055] Figure 6 Is it suitable for Figure 1 Combustion section 14 or Figure 3 A cross-sectional view of an exemplary ignition tube 330 used within combustion zone 52. Ignition tube 330 is similar to ignition tubes 130 and 230; therefore, similar portions will be identified by similar numbers increasing to the 300 series. It should be understood that, unless otherwise stated, the description of similar portions of ignition tubes 130 and 230 applies to ignition tube 330.

[0056] The ignition tube 330 may include an igniter wall 348 defining a fluid channel 350 having an outlet 360 fluidly connected to a combustion chamber 344. The ignition tube 330 may extend through a combustion chamber wall 352 facing a portion of the combustion chamber 344. The ignition tube 330 may be defined by a centerline axis 346. An ignition fuel injector 332 may extend through the igniter wall 348 and include a fuel flow 336. At least one compressed air passage 334 may be formed through or within the igniter wall 348 and includes compressed air 338. The ignition fuel injector 332 and the compressed air passage 334 may fluidly connect fuel 336 and compressed air 338 to the fluid channel 350, respectively. The compressed air 338 and fuel 336 may be mixed within the ignition tube 330 to define an ignition mixture 342. Igniter 340 can extend through igniter wall 348 and ignite ignition mixture 342 within ignition tube 330.

[0057] The ignition tube 330 is similar to the ignition tube 130, except that at least one compressed air passage 334 includes a first compressed air passage 356 and a second compressed air passage 358. The first compressed air passage 356 may extend through the igniter wall 348 in a first direction, while the second compressed air passage 358 may extend through the igniter wall 348 in a second direction different from the first direction. As a non-limiting example, the first compressed air passage 356 may extend radially through the igniter wall 348, while the second compressed air passage may extend axially through the igniter wall 348 relative to the centerline axis 346. Furthermore, the first compressed air passage 356 and the second compressed air passage 358 may be radially or axially displaced from each other relative to the centerline axis 346. Similar to the compressed air passage 134, the first compressed air passage 356 or the second compressed air passage 358 may be formed as a continuous slit or channel, or a discrete passage within the igniter wall 348. At least one of the first compressed air passages 356 or the second compressed air passage 358 may be formed in an aperture of any shape (e.g., but not limited to, elliptical apertures, circular apertures, raceways, slots, rectangular apertures, or any combination thereof) extending through the corresponding portion of the igniter wall 348. Although referred to as the first compressed air passage 356 and the second compressed air passage 358, it should be understood that the first compressed air passage 356 and the second compressed air passage 358 may include any number of one or more discrete apertures, slots, or channels extending through the corresponding portion of the igniter wall 348.

[0058] The first compressed air passage 356 may include a set of first compressed air passages axially spaced apart from each other. The second compressed air passage 358 may include a set of second compressed air passages radially spaced apart from each other.

[0059] Compressed air 338 can be supplied to a first compressed air passage 356 and a second compressed air passage 358. Alternatively, compressed air 338 can be selectively supplied to either the first compressed air passage 356 or the second compressed air passage, which are independent of each other. In other words, compressed air 338 can be selectively supplied to one of the first compressed air passage 356 and the second compressed air passage 358, or both. Conversely, compressed air 338 can be supplied to at least a subset of at least one of the first compressed air passages 356 or the second compressed air passages 358.

[0060] During operation, compressed air 338 can be supplied through a first compressed air passage 356 and a second compressed air passage 358. The compressed air 338 supplied through the first compressed air passage 356 can enter the ignition tube 330 as swirling compressed air, while the compressed air 338 supplied through the second compressed air passage 358 can enter the ignition tube 330 as axial or unidirectional compressed air (e.g., extending in a single direction). The compressed air 338 from the first compressed air passage 356 can be mixed with the compressed air 338 from the second compressed air passage 358 to define the overall compressed air flow through the ignition tube 330. Figure 4 Compared to the compressed air 138 in the ignition tube 130, the overall compressed air in the ignition tube 330 from the first compressed air passage 356 and the second compressed air passage 358 can achieve higher turbulence within the ignition tube 330 due to the interaction of multiple air jets of the compressed air 338. This ultimately results in better mixing of the compressed air 338 with the fuel 336 compared to the ignition tube 130. This improved or better mixing, in turn, results in a more reliable or easier-to-ignite ignition mixture 342 within the ignition tube 330. Furthermore, the compressed axial air 338 from the second compressed air passage 358 increases the axial velocity of the fuel 336. This ultimately reduces the likelihood of flame retention within the ignition fuel injector 332. It will be understood that, as a non-limiting example, the first compressed air passage 356 and the second compressed air passage 358 can be configured to supply the compressed air 338 to the ignition tube 330 as either swirling or non-swirling compressed air. In another non-limiting example, the ignition fuel injector 332 can be configured to supply fuel 336 as either swirling or non-swirling fuel to the ignition tube 330. Swirling compressed air 338 and / or fuel 336 increase mixing, which in turn results in more reliable ignition, as described herein.

[0061] The benefits of this disclosure include a burner that incorporates hydrogen-containing fuel. Hydrogen-containing fuels have a higher flame temperature than conventional fuels (e.g., fuels without hydrogen). That is, hydrogen or hydrogen-blended fuels generally have a wider combustible range and a faster combustion rate than conventional fuels (such as petroleum-based fuels, or mixtures of petroleum and synthetic fuels). Conventional burners include an igniter extending through the burner bushing that directly ignites the fuel-air mixture (e.g., a mixture of fuel and compressed air from a fuel injector / swirler). These igniters can be positioned downstream of where the fuel and compressed air mixture is introduced into the combustion chamber. If pure hydrogen is used in this case, the hydrogen diffuses once it enters the combustion chamber; meaning that hydrogen will enter unwanted areas of the combustion zone. This diffusion will ultimately lead to uncontrolled combustion in the combustion chamber (e.g., not in the desired location, shape, etc.). It is envisioned that controlling combustion in the combustion chamber by controlling the ignition of the fuel and air mixture could provide a burner that can efficiently use hydrogen-containing fuels as a fuel source. As described herein, the burner includes an ignition tube for use in place of a conventional igniter. The hydrogen-containing fuel can be ignited within the ignition tube. This creates a controlled space for ignition, allowing the output of the ignition tube (e.g., open flame) to be controlled. In other words, hydrogen can be ignited within the ignition tube. The ignited hydrogen can exit the ignition tube as a flame, which can then be used as an ignition source for the fuel-air mixture in the combustion chamber (e.g., from at least one fuel cup as described herein). This ultimately results in controlled combustion in the combustion chamber, ensuring that combustion does not occur in any unwanted areas of the combustion zone. When the ignition tube is not used as an ignition source, the shape of the flame can also be controlled by selectively operating the ignition tube (e.g., by supplying only compressed air to at least one subset of the ignition tube, as described herein). Furthermore, such operation of not using the ignition tube as an ignition source (e.g., after ignition has already occurred) can be used to produce a lean flame in the combustion chamber. A further benefit associated with using hydrogen-containing fuels instead of conventional fuels is that hydrogen-containing fuels produce fewer carbon pollutants during combustion without sacrificing engine performance compared to conventional fuels. In addition, the ignition tube can be used to produce a lean flame, which further reduces the total amount of pollutants generated during the combustion of the fuel-air mixture or during the operation of a turbine engine. Therefore, compared to conventional turbine engines, turbine engines with combustion sections containing hydrogen fuel instead of conventional fuels are more environmentally friendly, producing fewer carbon pollutants.

[0062] Within the scope not yet described, different features and structures of each aspect may be combined or substituted for each other as needed. The fact that a feature is not shown in all examples does not mean that it cannot be shown in this way, but rather that it is done for the sake of brevity. Therefore, various features of different aspects may be mixed and matched as needed to form new aspects, whether or not the new aspects are explicitly described. All combinations or permutations of the features described herein are covered by this disclosure.

[0063] 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.

[0064] Further aspects of this disclosure are provided by the subject matter of the following clauses:

[0065] A turbine engine includes a combustion section comprising: a combustor having a combustor bushing and a dome wall, the combustor bushing and the dome wall at least partially defining a combustion chamber; at least one fuel cup disposed in the dome wall and including a fuel injector and a swirler; and at least one ignition tube including a fluid channel, an outlet directly fluidly connected to the combustion chamber, and an igniter connected to the fluid channel.

[0066] The turbine engine according to any one of the preceding clauses, wherein the at least one ignition tube includes a compressed air passage having compressed air and an ignition fuel injector having fuel, wherein both the compressed air and the fuel are fluidly connected to the fluid passage.

[0067] The turbine engine according to any one of the preceding clauses, wherein the at least one ignition tube is defined by a centerline axis, and wherein the compressed air passage causes the compressed air to swirl relative to the centerline axis.

[0068] The turbine engine according to any one of the preceding clauses, wherein the at least one ignition tube is defined by a centerline axis, and wherein the ignition fuel injector causes the fuel to swirl relative to the centerline axis.

[0069] The turbine engine according to any one of the preceding clauses, wherein the compressed air passage includes a first compressed air passage and a second compressed air passage, the first compressed air passage extending through a first portion of the at least one ignition tube in a first direction, and the second compressed air passage extending through a second portion of the at least one ignition tube in a second direction different from the first direction, the second portion being different from the first portion.

[0070] The turbine engine according to any one of the preceding clauses, wherein the compressed air supplied through the first compressed air passage is swirling compressed air, and the compressed air supplied through the second compressed air passage is non-swirling compressed air.

[0071] The turbine engine according to any one of the preceding clauses, wherein the at least one ignition tube is defined by a centerline axis, and wherein the first compressed air passage extends radially through the at least one ignition tube relative to the centerline axis, and the second compressed air passage extends axially through the at least one ignition tube relative to the centerline axis.

[0072] The turbine engine according to any one of the preceding clauses, wherein the at least one ignition tube is disposed along one of the burner bushing or the dome wall.

[0073] The turbine engine according to any one of the preceding clauses, wherein the at least one ignition tube is disposed along the dome wall, and wherein the at least one ignition tube and the at least one fuel cup are each disposed along a corresponding portion of the dome wall.

[0074] The turbine engine according to any one of the preceding clauses, wherein the turbine engine defines an engine centerline, and wherein the at least one ignition tube is circumferentially spaced from the at least one fuel cup relative to the engine centerline or is circumferentially and radially spaced from the at least one fuel cup.

[0075] The turbine engine according to any one of the preceding clauses, wherein the at least one ignition tube is included within a plurality of ignition tubes, each ignition tube being disposed along a corresponding portion of the dome wall, and the at least one fuel cup is disposed within a fuel cup annular array, each fuel cup being disposed along a corresponding portion of the dome wall.

[0076] The turbine engine according to any one of the preceding clauses, wherein each of the plurality of ignition tubes is circumferentially spaced from each other and from the engine centerline.

[0077] The turbine engine according to any one of the preceding clauses, wherein at least one fuel cup in the annular array of fuel cups is disposed between two circumferentially adjacent ignition tubes in the plurality of ignition tubes.

[0078] The turbine engine according to any one of the preceding clauses, wherein, during turbine engine startup, the fuel is supplied only to the at least one ignition tube and not to the at least one fuel cup, and wherein the at least one ignition tube ignites a mixture of fuel and compressed air in the fluid channel to define an ignited fuel mixture, the ignited fuel mixture being supplied to the combustion chamber before either fuel or compressed air is supplied to the at least one fuel cup.

[0079] The turbine engine according to any one of the preceding clauses, wherein, after the turbine engine is started, the at least one ignition tube may selectively supply the compressed air to the combustion chamber.

[0080] The turbine engine according to any one of the preceding clauses, wherein the at least one ignition tube is defined by a centerline axis extending through the at least one ignition tube, and the combustion chamber is defined by a longitudinal axis, wherein the centerline axis is parallel to or not parallel to the longitudinal axis.

[0081] The turbine engine according to any one of the preceding clauses, wherein the fuel is a hydrogen-containing fuel.

[0082] The turbine engine according to any one of the preceding clauses, wherein the burner is one of a can-ring burner, a can-shaped burner, or a ring burner.

[0083] A burner includes: a burner bushing and a dome wall, the burner bushing and the dome wall at least partially defining a combustion chamber; at least one fuel cup disposed in the dome wall and including a fuel injector and a swirler; and at least one ignition tube, the at least one ignition tube including a fluid channel, an outlet directly fluidly connected to the combustion chamber, and an igniter connected to the fluid channel.

[0084] According to any of the preceding clauses, the burner includes a compressed air passage having compressed air and an ignition fuel injector having fuel, wherein both the compressed air and the fuel are fluidly connected to the fluid passage.

[0085] According to any of the preceding clauses, the burner wherein the at least one ignition tube is defined by a centerline axis, and wherein the compressed air passage causes the compressed air to swirl relative to the centerline axis.

[0086] According to any of the preceding clauses, the burner wherein the at least one ignition tube is defined by a centerline axis, and wherein the ignition fuel injector causes the fuel to swirl relative to the centerline axis.

[0087] According to any of the preceding clauses, the burner includes a first compressed air passage and a second compressed air passage, the first compressed air passage extending through a first portion of the at least one ignition tube in a first direction, and the second compressed air passage extending through a second portion of the at least one ignition tube in a second direction different from the first direction, the second portion being different from the first portion.

[0088] According to any of the foregoing clauses, the compressed air supplied through the first compressed air passage is swirling compressed air, and the compressed air supplied through the second compressed air passage is non-swirling compressed air.

[0089] According to any of the preceding clauses, the at least one ignition tube is defined by a centerline axis, and wherein the first compressed air passage extends radially through the at least one ignition tube relative to the centerline axis, and the second compressed air passage extends axially through the at least one ignition tube relative to the centerline axis.

[0090] According to any of the preceding clauses, the burner wherein the at least one ignition tube is disposed along one of the burner bushing or the dome wall.

[0091] According to any of the preceding clauses, the at least one ignition tube is disposed along the dome wall, and the at least one ignition tube and the at least one fuel cup are each disposed along a corresponding portion of the dome wall.

[0092] According to any of the preceding clauses, the burner, wherein the combustion chamber defines a longitudinal axis, and wherein the at least one ignition tube is circumferentially spaced from the at least one fuel cup relative to the longitudinal axis or is circumferentially and radially spaced from the at least one fuel cup.

[0093] According to any of the preceding clauses, the burner includes at least one ignition tube within a plurality of ignition tubes, each ignition tube being disposed along a corresponding portion of the dome wall, and at least one fuel cup being disposed within a fuel cup annular array, each fuel cup being disposed along a corresponding portion of the dome wall.

[0094] According to any of the foregoing clauses, each of the plurality of ignition tubes is circumferentially spaced relative to each other and the engine centerline.

[0095] According to any of the preceding clauses, in a burner, at least one fuel cup in the annular array of fuel cups is disposed between two circumferentially adjacent ignition tubes of the plurality of ignition tubes.

[0096] According to any of the foregoing clauses, during burner startup, fuel is supplied only to the at least one ignition tube and not to the at least one fuel cup, and the at least one ignition tube ignites a mixture of fuel and compressed air in the fluid channel to define an ignited fuel mixture, the ignited fuel mixture being supplied to the combustion chamber before fuel or compressed air is supplied to the at least one fuel cup.

[0097] According to any of the preceding clauses, the burner, after the burner is started, may selectively supply the compressed air to the combustion chamber.

[0098] According to any of the preceding clauses, the burner wherein the at least one ignition tube is defined by a centerline axis extending through the at least one ignition tube, and the combustion chamber is defined by a longitudinal axis, wherein the centerline axis is parallel to or not parallel to the longitudinal axis.

[0099] The burner according to any of the foregoing clauses, wherein the fuel is a hydrogen-containing fuel.

[0100] The burner according to any of the foregoing clauses, wherein the burner is one of a can-ring burner, a can-shaped burner, or a ring burner.

[0101] According to any of the preceding clauses, the combustion chamber defines a longitudinal axis, wherein the combustion chamber extends an axial length relative to the longitudinal axis, and wherein the ignition tube extends along a portion of the combustion chamber, the portion of the combustion chamber being 0 to 0.4 times the axial length, wherein 0 corresponds to a portion of the dome wall.

[0102] According to any of the preceding clauses, the combustion chamber is defined by a longitudinal axis, and the at least one ignition tube and the at least one fuel cup are each disposed along a corresponding portion of the dome wall and circumferentially spaced apart from each other relative to the longitudinal axis.

[0103] A method of operating a turbine engine having a combustion section having a dome wall and a burner bushing, the dome wall and the burner bushing together at least partially defining a combustion chamber, the combustion section further including at least one fuel cup and an ignition tube disposed on the dome wall, the ignition tube including a fluid channel, an outlet directly fluidly connected to the combustion chamber, and an igniter connected to the fluid channel, the method comprising receiving a fuel flow and compressed air in the ignition tube, the fuel and the compressed air being mixed within the ignition tube to define a first fuel-air mixture; igniting the first fuel-air mixture within the ignition tube via the igniter to define a flame; supplying the flame to the combustion chamber; supplying a second fuel-air mixture to the combustion chamber via the at least one fuel cup; and igniting the second fuel-air mixture via the flame.

[0104] The method according to any of the foregoing clauses further includes, after the flame has been supplied to the combustion chamber, supplying a second mixture of fuel and air to the combustion chamber via the at least one fuel cup.

[0105] The method according to any of the foregoing clauses further includes, after the second mixture is ignited by the flame, stopping the reception of at least one of the fuel flow or the compressed air in the ignition tube.

[0106] The method according to any of the foregoing clauses further includes stopping the reception of the fuel flow in the ignition tube after the second mixture is ignited by the flame.

[0107] The method according to any of the foregoing clauses further includes supplying only compressed air to the combustion chamber via the ignition tube after the second mixture of fuel and air is ignited.

[0108] The method according to any of the foregoing clauses further includes, before the compressed air is supplied to the combustion chamber, altering at least one axial, radial, or circumferential movement of the compressed air within the ignition tube via the ignition tube.

[0109] The method according to any of the foregoing clauses further includes swirling at least one of the fuel or the compressed air via the ignition tube.

[0110] The method according to any of the foregoing clauses further includes supplying the compressed air to the ignition tube via at least one compressed air passage of the ignition tube.

[0111] According to any of the foregoing provisions, wherein the ignition tube is defined by a centerline axis, the method further includes supplying compressed air to the ignition tube via a first compressed air passage extending radially through the ignition tube relative to the centerline axis; supplying compressed air to the ignition tube via a second compressed air passage extending axially through the ignition tube relative to the centerline axis; and mixing the compressed air from the first compressed air passage and the second compressed air passage within the ignition tube.

[0112] The method according to any of the foregoing clauses further includes receiving a hydrogen-containing fuel stream within the ignition tube.

[0113] A method of assembling a combustor for a turbine engine defined by an engine centerline, the combustor having a dome wall and a combustor bushing, the dome wall and the combustor bushing together at least partially defining a combustion chamber, the combustor further including at least one fuel cup and an ignition tube, the ignition tube including a fluid channel, an outlet directly fluidly connected to the combustion chamber, and an igniter connected to the fluid channel, the method comprising aligning the at least one fuel cup within the combustor such that the at least one fuel cup extends through a first portion of the dome wall; and aligning the at least one ignition tube within the combustor such that the at least one ignition tube extends through a second portion of the dome wall different from the first portion or a portion of the combustor bushing.

[0114] The method according to any of the foregoing clauses further includes fluidly connecting the ignition tube to a fuel source suitable for including hydrogen-containing fuel.

[0115] The method according to any of the foregoing clauses further includes fluidly connecting the fuel cup to a fuel source suitable for including hydrogen-containing fuel.

[0116] The method according to any of the foregoing clauses further includes aligning the at least one ignition tube such that the at least one ignition tube extends through the second portion of the dome wall.

[0117] The method according to any of the foregoing clauses further includes radially spaced the first portion from the second portion relative to the engine centerline.

[0118] The method according to any of the foregoing clauses further includes circumferentially separating the first portion from the second portion relative to the engine centerline.

[0119] The method according to any of the foregoing clauses further includes circumferentially and radially spaced apart from the second portion relative to the engine centerline.

[0120] The method according to any of the foregoing clauses further includes aligning a plurality of ignition tubes including the at least one ignition tube relative to an annular array of fuel cups having the at least one fuel cup, wherein each of the plurality of ignition tubes extends through a corresponding first portion of the dome wall, and each fuel cup in the annular array of fuel cups extends through a corresponding second portion of the dome wall.

[0121] The method according to any of the foregoing clauses further includes at least two fuel cups in the annular array of fuel cups, such that the ignition tubes of the plurality of ignition tubes are not disposed between the circumferential regions between the at least two fuel cups.

[0122] According to any of the foregoing clauses of the method, wherein the combustion chamber is defined by a longitudinal axis and the combustion chamber extends an axial length relative to the longitudinal axis, and wherein the method further comprises aligning the at least one ignition tube such that the ignition tube corresponds to a portion of the axial length, the portion of the axial length being less than or equal to 0.4 times the axial length, wherein 0 times the axial length corresponds to a portion of the dome wall.

Claims

1. A method for supplying a first fuel and air mixture and a second fuel and air mixture to a burner, characterized in that, The burner has: Combustion chamber; The burner bushing and the dome wall together define the combustion chamber; At least one fuel cup, the at least one fuel cup being discharged into the combustion chamber, the at least one fuel cup extending through the dome wall at a first position of the burner; as well as At least one ignition tube, said at least one ignition tube comprising: An outlet is provided, which discharges into the combustion chamber, and the at least one ignition tube extends through at least one of the dome wall or the burner bushing at a second position of the burner, which is separate from the first position. Centerline axis; An igniter wall having an upstream end portion and a downstream end portion axially spaced from the upstream end portion, the downstream end portion having an upstream end and a downstream end, the downstream end portion having a substantially constant cross-sectional area perpendicular to the centerline axis from the upstream end to the downstream end, the igniter wall converging radially inward from the upstream end portion to the upstream end of the downstream end portion; and An ignition fuel injector, the ignition fuel injector being circumferentially surrounded and spaced apart from the upstream end portion of the igniter wall; The method includes: A first fuel flow and a first compressed air flow are supplied only to the at least one ignition tube to define the first fuel and air mixture; The first fuel and air mixture is ignited via an igniter arranged along the at least one ignition tube to define the first ignited fuel and air mixture; The first ignited fuel and air mixture is supplied to the combustion chamber at the second position through the outlet of the at least one ignition tube; After the first ignited fuel and air mixture is supplied to the combustion chamber, a second fuel stream and a second compressed air stream are supplied to the at least one fuel cup to define the second fuel and air mixture; and The second fuel and air mixture is supplied to the combustion chamber at the first position.

2. The method according to claim 1, characterized in that, It further includes igniting the second fuel and air mixture via the first ignited fuel and air mixture to define the second ignited fuel and air mixture.

3. The method according to claim 2, characterized in that, Further includes: After the second fuel and air mixture is ignited, the supply of the first fuel stream to the at least one ignition tube is stopped; as well as During the ignition of the second fuel and air mixture, the first compressed air flow is supplied to the at least one ignition tube.

4. The method according to claim 3, characterized in that, It further includes shaping the second ignited fuel and air mixture via the first compressed air flow.

5. The method according to claim 1, characterized in that, It further includes supplying the first ignited fuel and air mixture to the combustion chamber through a portion of the dome wall via the at least one ignition tube.

6. The method according to claim 1, characterized in that, in, The at least one ignition tube includes a plurality of ignition tubes, and the method further includes supplying the first fuel flow and the first compressed air flow to each of the plurality of ignition tubes to define the first fuel and air mixture.

7. The method according to claim 1, characterized in that, in, The at least one ignition tube includes a plurality of ignition tubes, and only a subset of the plurality of ignition tubes includes a corresponding igniter.

8. The method according to claim 7, characterized in that, in, The at least one fuel cup includes a plurality of fuel cups, and the method further includes, after igniting the first fuel and air mixture, supplying a second fuel flow and a second compressed air flow to at least a portion of the fuel cups, including the at least one fuel cup, to define the second fuel and air mixture.

9. The method according to claim 1, characterized in that, in, The second fuel stream includes a hydrogen-containing fuel stream.

10. The method according to claim 1, characterized in that, The method further includes supplying the first fuel stream and the first compressed air stream only to the at least one ignition tube to define the first fuel and air mixture, wherein the first fuel stream comprises hydrogen-containing fuel.

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