BUNDLE TUBE FUEL NOZZLE ARRANGEMENT FOR A GAS TURBINE COMBUSTION CHAMBER

Abstract

A bundle-tube fuel nozzle assembly for a gas turbine combustion chamber includes: a front plate facing an air chamber at the head end, a rear plate facing a combustion chamber, and premix tubes extending from the front plate to the rear plate. An inner side wall extends circumferentially around the first plurality of premix tubes and defines an inner fuel chamber, and an outer side wall extends circumferentially around the inner side wall and defines an outer fuel chamber. Both side walls extend axially from the front plate to the rear plate. The inner fuel chamber is in fluid communication with the outer fuel chamber. Each premix tube encloses at least one fuel injection port through it, which is in fluid communication with the inner fuel chamber.The air chamber at the head end is in fluid contact with the combustion chamber via the inlet ends of the premix tubes.

Description

TECHNICAL AREA

[0001] The present disclosure relates generally to gas turbine combustion chambers and in particular to a bundle tube fuel nozzle arrangement for a gas turbine combustion chamber. STATE OF THE ART

[0002] A gas turbine engine (such as those used for power generation) generally includes a compressor section, a combustion section with one or more combustion chambers, and a turbine section. The compressor section progressively increases the pressure of the working fluid to supply a compressed working fluid to the combustion section. The compressed working fluid is directed through one or more fuel nozzles extending axially within a front or head end of the combustion chamber. Fuel is combined with the flow of compressed working fluid to form a combustible mixture. This combustible mixture is burned within a combustion chamber to produce combustion gases with high temperature, high pressure, and high velocity.The combustion chamber is defined by one or more linings or channels that define a hot gas path through which the combustion gases are conveyed to the turbine section. In a can-annular combustion system, multiple canal combustion chambers (each with its own fuel nozzles and lining) generate combustion gases that drive the turbine section.

[0003] The combustion gases expand as they flow through the turbine section, generating work. For example, the expansion of the combustion gases in the turbine section can rotate a shaft connected to a generator to produce electricity. The turbine can also drive the compressor or another mechanical load (such as a generator or propeller) via a common shaft or rotor.

[0004] In recent years, manufacturers of large gas turbine engines have made considerable efforts to develop combustion systems that produce low emissions (e.g., NOx emissions), often employing fuel nozzles commonly referred to as "micromixers," "advanced premixers," or "bundle-tube fuel nozzles." Each fuel nozzle is located at the top end of the combustion chamber and encloses a group of premix tubes arranged within a casing, extending through a common fuel chamber defined by the casing. Each premix tube has one or more fuel injection holes that are in fluid communication with the fuel chamber. Air enters from the upstream ends of the tubes and mixes with fuel from the fuel injection holes within the tubes, resulting in a fuel-air mixture exiting the tube outlets into the combustion chamber.The flames produced by the bundled tube fuel nozzles are characteristically short.

[0005] Designing a robust bundled-tube fuel nozzle with dozens of premix tubes presents challenges. Some designs incorporate multiple components made of different materials, increasing product cost and complexity. Various approaches have been pursued to secure the tubes and associated housing components within bundled-tube fuel nozzles, connect the nozzles to fuel supply lines, ensure adequate mixing time, provide sufficient cooling for hot surfaces, and minimize dynamics. Consequently, for a single combustion chamber with many (e.g., five or six) bundled-tube fuel nozzles, hundreds of brazed joints and multiple sealing points are used. For a gas turbine engine with six to eighteen combustion chambers, these numbers multiply many times over.

[0006] Further efforts to reduce emissions and improve the throttle response of gas turbine engines have led to the development of axial fuel staging (AFS) systems (sometimes called distributed combustion systems), which include injectors located downstream of the engine head that introduce a fuel-air mixture as a crossflow into the combustion gases produced by the head-end fuel nozzles. The area where the axial fuel staging injectors deliver the fuel-air mixture is often referred to as the secondary combustion zone, located downstream of the primary combustion zone supplied by the head-end fuel nozzles. The ability to control multiple fuel delivery points (e.g., head-end and downstream injectors) gives the gas turbine operator greater flexibility in throttling down the power output of the gas turbine engine (i.e., reducing the engine's power output).to reduce) and to distribute the heat release, which can reduce the dynamics.

[0007] In H-class combustion systems that feature both tube-type fuel nozzles and axial-stage fuel injectors, the air flowing to the tube-type fuel nozzles is first used to cool the combustion chamber lining. Specifically, air from the compressor outlet casing is guided through baffles in a flow sleeve surrounding the lining and moves through the annular space between the lining and the flow sleeve, thus cooling the lining by convection. As a result, the air pressure between the compressor outlet casing and the tube-type fuel nozzles drops significantly. A portion of this air is also directed to the axial-stage fuel injectors.

[0008] Applying the technologies described above to a smaller combustion chamber and gas turbine engine frame (e.g., an F-class engine) would represent a technological advancement. In particular, a retrofittable F-class combustion chamber offering improved hydrogen combustion capability and significantly improved downthrust; achieving the same pressure ratio (dP / P), better NOx / T3.90 capability and control of the exhaust temperature profile; and provided at a reasonable cost, would represent a major advancement in combustion technology for gas turbines. SUMMARY

[0009] A combustion chamber for a gas turbine engine comprises: a head end section defining a chamber at the head end and containing a fuel nozzle assembly; a liner extending downstream of the head end section to a rear frame and defining a combustion chamber; a first plurality of injectors arranged at a first axial position to guide a first fuel-air mixture through the liner; a second plurality of injectors arranged at a second axial position downstream of the first plurality of injectors to guide a second fuel-air mixture through the liner;wherein the head end section, the first plurality of injectors and the second plurality of injectors each receive a respective air supply from a compressor outlet chamber defined by a compressor outlet housing that at least partially surrounds the combustion chamber, wherein the respective air supplies are directed only to one of the fuel nozzle arrangement, the first plurality of injectors and the second plurality of injectors; and wherein the first plurality of injectors and the second plurality of injectors receive more than 50% of the air supply from the compressor outlet housing.

[0010] According to another aspect, a bundle-tube fuel nozzle assembly for a gas turbine combustion chamber comprises: a front plate facing an air chamber at the head end, a rear plate facing a combustion chamber, a first plurality of premix tubes extending from the front plate to the rear plate, an inner side wall extending circumferentially around the plurality of premix tubes and axially from the front plate to the rear plate, and an outer side wall extending circumferentially around the inner side wall and from the front plate to the rear plate; wherein the front plate, the rear plate, the inner side wall, and the outer side wall define an outer fuel chamber;wherein the front plate, the rear plate and the inner side wall define an inner fuel chamber which is in fluid communication with the outer fuel chamber, and each premix tube of the plurality of premix tubes has at least one fuel injection hole through it which is in fluid communication with the inner fuel chamber; and wherein the air chamber at the head end is in fluid communication with the combustion chamber via the inlet ends of the first plurality of premix tubes.

[0011] In another aspect, a combustion chamber for a gas turbine engine comprises: a head section containing a fuel nozzle assembly; a liner extending downstream of the head section to a rear frame and defining a combustion chamber therein; a first plurality of injectors arranged at a first axial position spaced from the head section to guide a first fuel-air mixture through the liner; a second plurality of injectors arranged at a second axial position downstream of the first plurality of injectors to guide a second fuel-air mixture through the liner;wherein the head end section, the first plurality of injectors and the second plurality of injectors each receive a respective air supply from a compressor outlet chamber defined by a compressor outlet housing that at least partially surrounds the combustion chamber, wherein the respective air supplies are directed only to one of the fuel nozzle arrangement, the first plurality of injectors and the second plurality of injectors; and wherein the second plurality of injectors receives a respective second air supply that is larger than each of the respective first air supply to the first plurality of injectors and the respective third air supply to the head end section.

[0012] According to another aspect, a method for operating a gas turbine combustion chamber with multiple axially spaced fuel stages comprises: selectively guiding fuel and a first air supply through a fuel nozzle arrangement in a head-end section of the gas turbine combustion chamber to generate a first fuel-air mixture, and igniting within a lining defining a combustion chamber to generate combustion gases, the lining extending downstream of the head-end section to a rear frame; selectively guiding a second fuel-air mixture through the lining of at least one of a first plurality of injector nozzles arranged at a first axial location spaced from the head-end section;Selective routing of a third fuel-air mixture through the lining of at least one of a second plurality of injectors arranged at a first axial location downstream of one of the second plurality of injectors; wherein the fuel injector assembly, the first plurality of injectors, and the second plurality of injectors each receive a respective air supply from a compressor outlet chamber defined by a compressor outlet housing that at least partially surrounds the combustion chamber, the respective air supplies being directed only to one of the fuel injector assembly, the first plurality of injectors, and the second plurality of injectors; and wherein the second plurality of injectors receives a respective air supply that is greater than the respective air supply of the bundle-tube fuel injector assembly and greater than the respective air supply of the first plurality of injectors.

[0013] Another aspect of the present disclosure includes a combustion chamber head end section with an integrated cooling system, wherein the combustion chamber head end section comprises: a bundle tube fuel nozzle assembly for a gas turbine combustion chamber, the bundle tube fuel nozzle assembly comprising: a front plate facing an air chamber at the head end, a rear plate facing a combustion chamber, a first plurality of premix tubes extending from the front plate to the rear plate, and a side wall extending circumferentially around the first plurality of premix tubes and axially from the front plate to the rear plate; wherein the front plate, the rear plate, and the side wall define a fuel chamber, and each premix tube of the first plurality of premix tubes has at least one fuel injection hole through it, which is in fluid communication with the fuel chamber;and wherein the air chamber at the head end is in fluid communication with a combustion chamber via the inlets of the first plurality of premix tubes; and wherein the integrated cooling system comprises at least one airflow channel which is integral with an outer surface of a respective premix tube and extends from the front plate to the rear plate.

[0014] A further aspect of the present disclosure provides a combustion chamber head end section with an air supply system, wherein the combustion chamber head end section comprises: a bundle tube fuel nozzle assembly for a gas turbine combustion chamber, the bundle tube fuel nozzle assembly comprising: a front plate facing an air chamber at the head end, a rear plate facing a combustion chamber, a first plurality of premix tubes extending from the front plate to the rear plate, and a side wall extending circumferentially around the first plurality of premix tubes and axially from the front plate to the rear plate; wherein the front plate, the rear plate, and the side wall define a fuel chamber, and each premix tube of the first plurality of premix tubes has at least one fuel injection hole through it, which is in fluid communication with the fuel chamber;and wherein the air supply system comprises the head-end air chamber, a first inlet flow conditioner which partially defines the head-end air chamber, and a second inlet flow conditioner, wherein the head-end air chamber is in fluid communication with a combustion chamber via the first plurality of premix tubes, the first inlet flow conditioner surrounds the bundle tube fuel nozzle assembly, and the second inlet flow conditioner surrounds the first inlet flow conditioner.

[0015] According to another aspect of the present disclosure, a combustion chamber head end section with an air supply system comprises: a bundle tube fuel nozzle assembly for a gas turbine combustion chamber, wherein the bundle tube fuel nozzle assembly comprises: a front plate facing an air chamber at the head end, a rear plate facing a combustion chamber, a first plurality of premix tubes extending from the front plate to the rear plate, a side wall extending circumferentially around the first plurality of premix tubes and axially from the front plate to the rear plate, and an outer side wall extending from the front plate to the rear plate and surrounding the side wall;wherein the front plate, the rear plate and the side wall define a fuel chamber and each premix tube of the first plurality of premix tubes has at least one fuel injection hole through it which is in fluid communication with the fuel chamber; wherein the air supply system comprises the air chamber at the head end, an annular air chamber defined between the outer side wall and the side wall, and a circumferential arrangement of openings defined by the front plate around a circumference of the bundle tube fuel nozzle arrangement; wherein the air chamber at the head end is in fluid communication with the annular air chamber via the circumferential arrangement of openings and with the combustion chamber via the first plurality of premix tubes.

[0016] According to another aspect, a combustion chamber for a gas turbine engine comprises: a head end section containing a fuel nozzle assembly and defining an air chamber at the head end; a liner extending downstream of the head end section to a rear frame and defining a combustion chamber therein; a first plurality of injectors arranged at a first axial position spaced from the head end section to guide a first fuel-air mixture through the liner;and a dynamic reduction system comprising a plurality of cold-side resonators arranged entirely within the air chamber at the head end, each resonator of the plurality of cold-side resonators having a resonator body with a closed end and an open neck extending from the resonator body opposite the closed end, the resonator body defining a respective volume and the open neck being in fluid communication with the air chamber at the head end.

[0017] Two or more aspects described in this disclosure, including those described in this summary section, can be combined to form implementations not specifically described herein. That is to say, all embodiments described herein can be combined with one another.

[0018] The details of one or more exemplary implementations are set out in the accompanying drawings and the detailed description below. Further features, functions, and advantages are evident from the drawings and the description, as well as from the claims. BRIEF DESCRIPTION OF THE DRAWINGS

[0019] A complete and enabling disclosure of the present products and processes, including their best manner, which is directed to a person skilled in the art, is set out in the patent specification which refers to the attached figures, wherein: Fig. 1 a schematic diagram of a gas turbine arrangement with a combustion system as described herein; is; Fig. 2 A perspective view of a combustion chamber with multiple axial fuel stages for use in the gas turbine arrangement of Fig. 1 according to the present revelation; Fig. 3A and Fig. 3B Detailed or schematic cross-sectional views of the combustion chamber of Fig. 2 are; Fig. 4 a perspective side view of a head end section of the combustion chamber according to aspects of the present disclosure; Fig. 5 a perspective view of a front side of a bundle tube fuel nozzle assembly and associated damper according to aspects of the present disclosure; Fig. 6 a perspective view of a rear side of the bundle tube fuel nozzle assembly of Fig. 5 according to aspects of the present disclosure and is an enlarged view of cooling features associated with the bundle tube fuel nozzle arrangement; Fig. 7 is a partial cross-sectional view of the bundle tube fuel nozzle arrangement of the present disclosure; Fig. 8 is a top view from the inside of a section of the bundle tube fuel nozzle arrangement of the present disclosure; Fig. 9 an enlarged cross-sectional view of a head end section of a combustion chamber according to the present disclosure; Fig. 10 a perspective view of the bundle tube fuel nozzle arrangement and the associated fuel lines according to aspects of the present disclosure; Fig. 11 a schematic representation of a rear surface of the bundle tube fuel nozzle arrangement of the present disclosure; Fig. 12 an enlarged cross-sectional view of a plurality of premixing tubes of the bundle tube fuel nozzle arrangement according to aspects of the present disclosure; Fig. 13 an enlarged cross-sectional view of a plurality of premix tubes and cooling features of the bundle tube fuel nozzle arrangement according to aspects of the present disclosure; Fig. 14 is a perspective side view of the rear section of the present combustion chamber, showing the relative positions of a first plurality of fuel injectors and a second plurality of fuel injectors; Fig. 15 is a schematic diagram showing the fuel circuits associated with the present combustion chamber according to various aspects set out herein; Fig. 16 is a series of images illustrating the various operating modes of the present combustion chamber from ignition to full load according to aspects of the present disclosure; and Fig. 17 is a series of images illustrating the various operating modes of the present combustion chamber from full load to extinguishing of the flame according to aspects of the present disclosure. DETAILED DESCRIPTION

[0020] The following detailed description illustrates, by way of example and without limitation, a gas turbine combustion chamber with multiple axially spaced fuel stages and a method for operating such a combustion chamber. The description enables those skilled in the art to manufacture and use the combustion system. It provides several embodiments of the combustion chamber arrangement and its various components and includes methods currently considered to be the best for manufacturing and using the combustion system. An exemplary combustion system is described herein as part of a heavy-duty gas turbine arrangement used for power generation. However, it is considered that the combustion system described herein may also find application in a wide range of systems in many fields other than power generation.

[0021] In the sense used herein, the terms "first," "second," and "third" may be used interchangeably to distinguish one component from another and are not intended to indicate the location or importance of the individual components. The terms "upstream" and "downstream" refer to the relative direction with respect to fluid flow in a fluid path. For example, "upstream" refers to the direction from which the fluid flows, and "downstream" refers to the direction in which the fluid flows. The terms "front" and "backward" refer, without further specification, to directions, with "front" referring to the front or compressor end of the gas turbine engine and "backward" referring to the rear or turbine end of the gas turbine engine.

[0022] The term "radial" refers to the relative direction that is substantially perpendicular to an axial centerline of a given component, and the term "axial" refers to the relative direction that is substantially parallel to an axial centerline of a given component. The term "radius" as used herein (or any variation thereof) refers to a dimension extending outward from a center point of any suitable shape (e.g., a square, a rectangle, a triangle, etc.) and is not limited to a dimension extending outward from a center point of a circular shape. Similarly, the term "perimeter" as used herein (or any variation thereof) refers to a dimension extending around a center point of any suitable shape (e.g., a square, a rectangle, a triangle, etc.).) extends and is not limited to a dimension extending around the center of a circular shape. If a first component is closer to the axis (i.e., axial centerline) than a second component, it may be indicated herein that the first component is 'radially inside' or 'inward' from the second component. Conversely, if the first component is farther from the axis than the second component, it may be indicated herein that the first component is 'radially outside' or 'outward' from the second component. As stated above, and depending on the context, such terms may be applied with respect to the axis of the combustion chamber or the axis of the gas turbine engine.

[0023] When an element or layer is described as "on," "interacting with," "connected with," "coupled with," or "mounted on" another element or layer, it may be directly on, interacting with, connected with, coupled with, or mounted on the other element or layer, or there may be intervening elements or layers. Conversely, when an element is described as "directly on," "directly interacting with," "directly connected with," or "directly coupled with" another element or layer, there are no intervening elements or layers. Other words used to describe the relationship between elements should be interpreted similarly (e.g., "between" versus "directly between," "adjacent" versus "directly adjacent," etc.).In the sense used here, the term "and / or" includes any and all combinations of one or more of the associated listed items. The verb forms of "couple" and "assemble" can be used interchangeably here.

[0024] Each example is provided for illustration, not to limit the invention. Indeed, it will be obvious to those skilled in the art that modifications and variations can be made to the present combustion system and its components without departing from the scope of protection or the spirit of the present disclosure. For example, features illustrated or described as part of one embodiment can be used in another embodiment to give yet another embodiment. It is therefore intended that the present disclosure includes such modifications and variations, insofar as they fall within the scope of protection of the accompanying claims and their equivalents.Although exemplary embodiments of the present combustion system and method are generally described in the context of a heavy-duty gas turbine engine for power generation for the purpose of illustration, those skilled in the art will readily recognize that embodiments of the present disclosure can be applied to any combustion chamber installed in any turbomachine and are not limited to a gas turbine combustion chamber unless expressly stated in the claims.

[0025] Various embodiments of the present combustion system and process will now be discussed in detail, one or more examples of which are illustrated in the accompanying drawings. In the detailed description, numerical and letter designations are used to refer to features in the drawings. Identical or similar designations in the drawings and the description have been used to refer to identical or similar parts.

[0026] Fig. Figure 1 provides a functional block diagram of an exemplary gas turbine engine 10, which may include various embodiments of the present disclosure. As shown, the gas turbine engine 10 generally includes an inlet section 12, which may contain a series of filters, cooling coils, moisture separators, and / or other devices for cleaning and otherwise conditioning a working fluid (e.g., air) 14 entering the gas turbine engine 10. The working fluid 14 flows to a compressor section, where a compressor 16 increasingly imparts kinetic energy to the working fluid 14 to produce a compressed working fluid 18.

[0027] The compressed working fluid 18 is mixed with a (gaseous or liquid) fuel 20 to form a combustible mixture in one or more combustion chambers 100 of a combustion section or system 24. The combustible mixture—whether gaseous and / or liquid fuel—is burned to produce combustion gases 26 at high temperature, high pressure, and high velocity. The combustion gases 26 flow through an expansion turbine 28 of a turbine section to produce work. For example, the expansion turbine 28 can be connected to a shaft 30, such that rotation of the expansion turbine 28 drives the compressor 16 to generate the compressed working fluid 18. Alternatively or additionally, the shaft 30 can connect the expansion turbine 28 to a load, such as a generator 32 to produce electricity.

[0028] The exhaust gases 34 from the expansion turbine 28 flow through an exhaust gas section (not shown) that connects the expansion turbine 28 to an exhaust stack downstream of the gas turbine engine 10. The exhaust gas section can, for example, include a heat recovery steam generator (not shown) for cleaning the exhaust gases 34 and extracting additional heat from them before release into the environment.

[0029] In an F-class engine (e.g., a 9-frame F-class engine from GE Vernova in Greenville, SC), a compressor exhaust casing partially defines a compressor exhaust chamber, which surrounds a portion of each of the combustion chambers (sometimes called "combustion chamber tubes"). An expansion turbine casing, or expansion turbine shell, forms the rearmost outer boundary of the chamber, and an inner cylinder defines the innermost boundary. Each combustion chamber is installed through one of a circumferential array of openings in the compressor exhaust casing and is positioned between struts that support the compressor exhaust casing. In an F-class engine, the openings in the compressor exhaust casing are approximately 20 inches in diameter. The combustion chambers are also connected at their rear ends to the hot gas path hardware (e.g., the first-stage expansion turbine hardware).Thus, the present combustion chamber 100 is configured to be retrofitted into the existing environment for an F-class engine with its defined opening size, defined strut positions, and defined position of the expansion turbine hardware. Conventional F-class combustion chambers feature a head end section with swozzle-type fuel nozzles and a large head end diameter, with a length-to-diameter ratio of approximately 3.4, where the length is measured from the head end section to the rear frame.

[0030] Fig. Figure 2 is a perspective view of combustion chamber 100 of combustion section 24, which is located in Fig. 1 is shown schematically. Fig. 3A, Fig. 3B and Fig. Figure 4 shows cross-sectional views of the combustion chamber 100.

[0031] The combustion chamber 100 includes an end cover 102 to which a bundle-tube fuel nozzle assembly 200 is coupled. The end cover 102 defines the front boundary of the head end section 104 of the combustion chamber. The bundle-tube fuel nozzle assembly 200 defines the rear boundary of the head end section 104 of the combustion chamber and the front boundary of a combustion chamber. The head end section 104 further includes a front flange housing 103, which extends circumferentially around an inner support cylinder 105 and extends axially between the end cover 102 and a combustion chamber mounting flange 107. The combustion chamber mounting flange 107 attaches the combustion chamber 100 to a compressor outlet housing 17, which surrounds sections of all combustion chambers 100 of the gas turbine engine 10 and defines a compressor outlet chamber 19 that receives compressed working fluid (e.g. air) 18 from the compressor 16.

[0032] An internal or first inlet flow conditioner (IFC) 109 extends between the mounting flange 107 and the bundled-tube fuel nozzle assembly 200, defining the downstream boundary of the head end section 104 and separating the head end section 104 from the primary combustion zone 120. The end cover 102, the internal support cylinder 105, and the internal inlet flow conditioner 109 together define an air chamber 111 at the head end, which supplies air to the bundled-tube fuel nozzle assembly 200. The bundle tube fuel nozzle assembly 200 has a suitably sized diameter to be retrofitted into an existing F-class engine (e.g., a diameter between 12 and 14 inches or between about 30.5 and about 35.5 centimeters compared to a diameter between 18 and 20 inches or between about 45.7 and about 50.8 centimeters for an H-class engine).This means that the bundle tube fuel nozzle arrangement 200 spans the entire diameter of the front end of the lining 106, in contrast to conventional combustion systems in which several fuel nozzles are installed in a cap plate arrangement and the cap plate arrangement spans the diameter and defines the upstream boundary of the combustion chamber.

[0033] The inner inlet flow conditioner 109 is surrounded by an outer or second inlet flow conditioner 113, such that an annular gap exists between the inner IFC 109 and the outer IFC 113. Both the inner IFC 109 and the outer IFC 113 are cylindrical channels perforated with a plurality of holes to allow airflow from the compressor outlet housing 17, which surrounds the combustion chamber 100, into the air chamber 111 at the head end. The two sets of perforations in the outer inlet flow conditioner 113 and the inner inlet flow conditioner 109 are configured (in size, number, and orientation) to achieve the desired pressure drop for the compressed air 18 entering the bundle tube fuel nozzle assembly 200. In particular, the perforations in the outer IFC 113 are larger than the perforations in the inner IFC 109, and the perforations in the outer IFC 113 are aligned with the perforations in the inner IFC 109.The dimensioning and alignment are important, as it has been found that the perforations in the inner inlet flow conditioner 109 have the greatest influence on the pressure drop of the airflow.

[0034] Fig. Figure 4 provides a perspective view of the internal components of the head end section 104 of the combustion chamber 100, which, in series from the front end, includes a plurality of fuel lines 402 (in particular the fuel connection lines 412), the end cover 102, the inner support cylinder 105, a flange 121 of the inner support cylinder, a mounting flange 115 of the inner IFC, the inner IFC 109, the bundle tube fuel nozzle assembly 200, and an inner Hula seal 219 surrounding the bundle tube fuel nozzle assembly 200. In an exemplary embodiment, the inner IFC 109 is welded at its rear end to the bundle tube fuel nozzle assembly 200 and at its front end to the mounting flange 115 of the inner IFC. The flange 121 of the inner support cylinder can be formed in two circumferential segments which together form a circular ring.The inner support cylinder 105 is formed from two circumferential halves that are bolted or otherwise fastened together to form a complete cylindrical shape. The inner support cylinder 105 may include one or more windows 119 to allow assembly with the inner IFC 109. The two circumferential segments or halves of the inner support cylinder 105 are welded to the circumferential segments of the flange 121 of the inner support cylinder, and the segments of the mounting flange 121 of the inner support are bolted to the mounting flange 115 of the inner IFC. The front end of the inner support cylinder 105 (i.e., each circumferential half) is welded to a corresponding semicircular plate of the end cover 102.The two semicircular plates of the end cover 102 are screwed together or otherwise detachably attached to each other in order to define together the front boundary of the air chamber 111 at the head end.

[0035] It should be noted that the assembly of the internal components of the head end section 104 described above is exemplary and should not be considered a limitation of the present technology. The head end section 104, including its internal components discussed above, is configured to achieve various technical and practical objectives, such as providing an airflow at the required pressure to the bundle-tube fuel nozzle assembly 200, facilitating the assembly and maintenance of the head end section 104, and meeting mechanical and aerodynamic requirements regarding operation and durability. The described coupling of the components of the head end section 104 allows the head end section 104 (e.g., including the bundle-tube fuel nozzle assembly 200 and the internal IFC 109) to be removable together from the lining 106 of the combustion chamber 100.Additionally, an igniter, a flame detector, a dynamic pressure sensor and / or other sensors can be arranged within the air chamber 111 at the head end or in the immediate vicinity of the head end section 104 (e.g., slightly downstream of the bundle tube fuel nozzle 200).

[0036] As in Fig. 2, Fig. 3A and Fig. As shown in Figure 3B, the combustion chamber includes a liner 106 and an outer sleeve 116. The liner 106 defines a combustion chamber with a length “L” from the head end section 104 (e.g., from the rear surface of the bundle-tube fuel nozzle assembly 200) to a rear frame 112, where the length-to-head-end-diameter ratio is approximately 2.7. The liner 106 has a generally cylindrical upstream section 108 and a tapered downstream section 110 extending between the upstream section 108 and the rear frame 112. The upstream and downstream sections 108, 110 of the lining 106 can be continuous along the length of the combustion chamber 100 or can be formed as a first (e.g. an upper or radially outer) clamping shell component and a second (e.g. a lower or radially inner) clamping shell component joined together by welding.Unlike many conventional F-series combustion chambers, which have separate cylindrical and tapered sections coupled at a sealed joint, the present liner 106 can be considered a "self-supporting body" in which the cylindrical section 108 and the tapered section 110 are integrally formed. Consequently, the elimination of the seal prevents any loss of airflow between sections 108 and 110.

[0037] Unlike the lining 106, which extends axially between the head end section 104 and the rear frame 112, the outer sleeve 116 includes a front (first) impact sleeve 122 and a rear (second) impact sleeve 124 to span the length L of the combustion chamber 100. The front baffle sleeve 122 circumferentially surrounds a first plurality of injectors 510 and extends axially from the head end section 104 to the rear baffle sleeve 124. The rear baffle sleeve 124 circumferentially surrounds a second plurality of injectors 550 and extends axially from the front baffle sleeve 122 to the rear frame 112. The front baffle sleeve 122 includes a plurality of openings configured (sized and shaped) to provide an airflow from the compressor outlet chamber 19 with a prescribed first pressure drop for the first plurality of injectors.

[0038] The rear baffle sleeve 124 encloses a plurality of openings configured (sized and shaped) to provide an airflow from the compressor outlet chamber 19 with a prescribed second pressure drop for the second plurality of injectors, the first pressure drop being different from the second pressure drop. In one embodiment, the first pressure drop is less than the second pressure drop. A first annular space is defined between the first baffle sleeve 122 and the lining 106, and a second annular space is defined between the second baffle sleeve 124 and the lining 106. The first annular space is fluidically isolated from the second annular space, so that the airflow through each baffle sleeve 122, 124 is assigned to a respective plurality of injectors. As described herein, the airflows to the head end section 104 (e.g.,the bundle tube fuel nozzle arrangement 200), the first plurality of injectors 510 and the second plurality of injectors 550 separated from each other.

[0039] To support the airflow from the compressor outlet chamber into the respective first or second annular space, the baffle sleeve(s) 122, 124 can be fitted with one or more aerodynamic blades 126 ( Fig. 2) are provided with aerodynamic blades 126 that project from the outer surface of the respective baffle sleeve 122, 124 into the high-speed airflow passing through the respective baffle sleeve 122, 124. The aerodynamic blades 126 act as flow-catching devices that, through a combination of stagnation and redirection, capture and redirect air that would previously have passed through the baffle openings due to the lack of a static pressure differential to drive the airflow through them. The blades 126 direct the airflow inwards onto the hot surfaces of the lining 106, thereby reducing the metal temperature to an acceptable level and improving the cooling performance of the baffle sleeve(s) 122, 124. In addition, the blades 126 help to ensure that a sufficient airflow is directed to the respective plurality of AFS injectors 510, 550.

[0040] The blades 126 are mounted or formed on the surface of the respective baffle sleeve 122, 124 near the baffle sleeve openings along the side plates of the baffle sleeve 122, 124. The blade 126 can at least partially surround one of the baffle sleeve openings and can include a first section mounted or formed on the surface, as well as an edge defining an open side of the blade 126. The edge can be oriented in a plane substantially perpendicular to the surface of the baffle sleeve 122, 124 or at another angle to the direction of the airflow. In cases where the baffle sleeve 122, 124 is manufactured by additive manufacturing, the blades 126 can be formed integrally with the respective baffle sleeve 122, 124. Alternatively, the blades 126 can be welded to the respective baffle sleeve 122, 124.The number and position of the blades 126 are defined by the shape of the baffle sleeve 122, 124, the flow within the compressor outlet casing 17 and the thermal load on the lining 106 from the combustion chamber 100.

[0041] Each of the fuel injection systems (bundle tube fuel nozzle arrangement and axial fuel staged injectors) is discussed in detail below, starting with the bundle tube fuel nozzle arrangement 200 and with reference to the Fig. 5, Fig. 6, Fig. 7, Fig. 8, Fig. 9, Fig. 10, Fig. 11, Fig. 12 to Fig. 13. Although the head end section 104 is illustrated to include the bundle-tube fuel nozzle assembly 200 described herein, it is understood that the head end section 104 may also include other types of fuel nozzle assemblies, such as those mounted in a cap plate that defines the front boundary of the combustion chamber. In other words, a rear plate 204 of the bundle-tube fuel nozzle assembly 200 can be replaced by a conventional cap plate, which itself may benefit from the cooling system disclosed herein.

[0042] The bundle-tube fuel nozzle assembly 200 includes a front plate 202 facing the air chamber 111 at the head end, a rear plate 204 facing the combustion chamber (e.g., the primary combustion zone 120), a plurality of premix tubes 210 extending from the front plate 202 to the rear plate 204, and a side wall 206 extending circumferentially around the plurality of premix tubes 210 and axially from the front plate 202 to the rear plate 204. The front plate 202, the rear plate 204, and the side wall 206 together define a fuel chamber 220 (e.g., an inner fuel chamber) that surrounds a first plurality of premix tubes 210. The air chamber 111 at the head end is in fluid communication with the combustion chamber 120 via inlets of the premix tubes 210. Each premix tube 210 includes at least one fuel injection hole 216 (most clearly in Fig. 13), which is in fluid communication with the fuel chamber 220. The bundle tube fuel nozzle assembly 200 spans an entire diameter of the head end section 104.

[0043] More precisely, each premixing tube 210 defines a premixing passage and extends from an inlet 212 defined in the front plate 202 through the fuel chamber 220 to an outlet 214 defined in the rear plate 204. Each of the plurality of premixing tubes 210 can have at least one fuel injection hole 216 defined to provide a fluid connection between the fuel chamber 220 and the inner premixing passage. In operation, each premixing passage 210 can take in air at the inlet 212 and fuel at the fuel injection hole(s) 216, which are mixed and expelled as a fuel-air mixture at the outlet 214 for combustion in the primary combustion zone 120.It is understood that the bundled tube fuel 200 can include any number of premixed tubes 210 and that the present disclosure should not be limited to a specific number of tubes 210 unless expressly stated in the claims.

[0044] The side wall 206 of the bundle-tube fuel nozzle assembly 200 defines an inner side wall, and the fuel chamber 220 is an inner fuel chamber. The inner side wall (i.e., side wall 206) is surrounded by an outer side wall 226 with an axial length 208 suitable for additive manufacturing. For example, the axial length 208 may be about 4 inches (about 10 centimeters). An outer fuel chamber 230 is defined between the inner side wall 206 and the outer side wall 226 (in particular, between the inner side wall 206 and a chamber wall 224) and extends circumferentially around the first plurality of premix tubes 210. At least one fuel line 402 ( Fig. 4) is coupled to the front plate 202 and is in fluid communication with the outer fuel chamber 230. In particular, the outer fuel chamber 230 does not have any premixing tubes 210 (that is, no premixing tubes 210 run through the outer fuel chamber 230 or are in direct fluid communication with it). As in Fig. As shown in Figure 6, the scope of the bundle tube fuel nozzle arrangement 200 includes only cooling features (discussed below) and does not include any premixing tubes 210.

[0045] More precisely, as in Fig. Figure 7 illustrates a plurality of slotted fuel inlets 232 extending outwards from the front plate 202 (i.e., upstream of it) to fluidically couple the outer fuel chamber 230 to a respective fuel line 402. The slotted fuel inlets 232, which are integrally formed with the bundle-tube fuel nozzle assembly 200, are arranged circumferentially around the circumference of the bundle-tube fuel nozzle assembly 200. Any number of slotted fuel inlets 232 can be used. Two of them are shown in Fig. Figure 7 shows a partial cross-sectional view of an embodiment with three slot-shaped fuel inlets 232. Thus, as shown, each of the plurality of circumferentially spaced coupling lines 242 is in fluid communication with the outer fuel chamber 230.

[0046] Fuel is supplied via fuel coupling lines 242 ( Fig. 3A, Fig. 9, Fig. 10) supplied to the slot-shaped fuel inlets 232, and flows into the annular outer fuel chamber 230. In one embodiment, the fuel passes from the outer fuel chamber 230 to the inner fuel chamber 220 by passing through groups of fuel supply channels 260 ( Fig. 8) flows, which are arranged in groups around the circumference of the bundle-tube fuel nozzle assembly 200. The channels 260 are arranged tangentially to a radius of the bundle-tube fuel nozzle assembly 200 and are oriented such that they guide fuel between adjacent rows of premix tubes 210, as shown by the arrows. Such an orientation facilitates the fuel distribution from the circumference to the center of the bundle-tube fuel nozzle assembly 200. Since the air 18 flowing through the premix tubes 210 is significantly hotter than the fuel, the fuel absorbs heat from the premix tubes 210 as it passes through the inner fuel chamber 220. The fuel passes one or more fuel injection holes 216 ( Fig. 13) and mixes in the premixing tubes 210 before being fed into the combustion chamber (e.g. the primary combustion zone 120).

[0047] Fig. Figure 9 provides an alternative view of the channels 260, which are arranged around the circumference of the bundle-tube fuel nozzle assembly 200. The openings 260 extend inward from the outer fuel chamber 230 relative to a radius of the bundle-tube fuel nozzle assembly 200 to fluidically connect the outer fuel chamber 230 to the inner fuel chamber 220. Since the air 18 flowing through the premix tubes 210 is significantly hotter than the fuel, the fuel absorbs heat from the premix tubes 210 as it passes through the inner fuel chamber 220. The fuel passes through one or more fuel injection holes 216 and mixes in the premix tubes 210 before being fed to the combustion chamber (e.g., the primary combustion zone 120).

[0048] In exemplary embodiments, as in Fig. As shown in Figure 9 and described in concurrently pending US patent applications numbered 18 / 081,924 and 18 / 081,949, both filed on December 15, 2022, the chamber wall 224, which defines the outer fuel chamber 230, has the shape of a corrugated bellows, and the inner side wall 206, which extends axially between the front plate 202 and the rear plate 204, may include a self-breaking section 264. The bellows-shaped chamber wall 224 intersects the inner side wall 206 behind the self-breaking section 264. The bellows-shaped chamber wall 224 and the self-breaking section 264 of the inner side wall 206 may be annular around the axial center line C. L the bundle tube fuel nozzle assembly 200 extend to cope with the thermal stresses caused by temperature differences between the fuel and the compressed air.

[0049] The inner side wall 206 is radially spaced from the outer side wall 226, defining an annular chamber 225 between them, more precisely defined between the bellows-shaped chamber wall 224 and the outer side wall 226. The annular chamber 225 is an air chamber supplied with air through a plurality of openings 223 ( Fig. 7) enters, which are defined around the circumference of the bundle tube fuel nozzle assembly 200. The air entering the openings 223 is supplied from the air chamber 111 at the head end. As in Fig. As shown in Figure 6, air from the annular chamber 225 is directed through circumferential cooling channels 294, which are defined in the rear plate 204, and exits into the combustion chamber via vortex funnels 298, as explained below.

[0050] The fuel supply system 270 for the bundle tube fuel nozzle arrangement 200 is in Fig. Figure 10 illustrates this. In the exemplary embodiment, three fuel lines 402 and a central fuel line 404 are shown. As discussed above, a plurality of (e.g., three) fuel coupling lines 242 ( Fig. 3A) welded to the slotted fuel inlets 232 of the bundle-tube fuel nozzle assembly 200. Each fuel coupling line 242 has a front end with a circular cross-section and a rear end with a slotted cross-section. The front end of each fuel coupling line 242 is welded to a straight tube section 252 extending between the fuel coupling line 242 and a fuel line bellows 262 (e.g., a single or double fuel bellows assembly). The fuel line bellows 262 reduces the probability of fuel leakage outside the head end section 104 of the combustion chamber 100. The fuel line bellows 262 is attached to a mounting flange 272 to secure the respective fuel line 402 to the end cover 102. A fuel connection line 412 extends forward from the end cover 102 to connect to a fuel supply line (not shown) outside the combustion chamber 100.Fuel line 402 is straight (without bends) and extends from fuel line 242 through end cover 102. Within end cover 102, there are no fuel seals or fittings (e.g., compression fittings) that could potentially deteriorate or fail and cause leakage. The absence of fuel seals and fittings is particularly important when operating with highly reactive fuels such as hydrogen.

[0051] As in Fig. 5, Fig. 7, Fig. 9 and Fig. As shown in Figure 10, the bundle-tube fuel nozzle assembly 200 is provided with a central fuel inlet 234, which is formed integrally with the bundle-tube fuel nozzle assembly 200 and extends axially outward from the front plate 202. A coupling line 244 is attached to the central fuel inlet 234, and a fuel line 254 is joined to the coupling line 244. In this case, the coupling line 244 is straight, and the fuel line 254 may have a curved section. As illustrated, the central fuel inlet 234, the coupling line 244, and the fuel line 254 may each have a circular cross-section, although other cross-sectional shapes may also be used. As with the fuel lines 402, a fuel line bellows 262 is used to reduce the probability of fuel leakage from the central fuel line 404.The central fuel line 404 also includes a mounting flange 272 for coupling with the end cover 102 and a fuel connection line 412 for coupling with an external fuel supply line (not shown).

[0052] The central fuel line 404 leads to a central fuel chamber 222, which is located in Fig. Figure 11 schematically illustrates the fuel supply. For the sake of simplicity, it is presented as follows: Fig. Figure 11 represents only a section of the premixing tubes 210. The central fuel chamber 222 is defined by a partition 280, which encloses a plurality of boundary premixing tubes 282 and boundary airflow channels 284, arranged between each pair of adjacent boundary premixing tubes 282. The partition 280 extends axially from the front plate 202 to the rear plate 204, and the boundary airflow channels 284 are in fluid communication with the air chamber 111 at the head end. Each boundary airflow channel of the plurality of boundary airflow channels 284 has a uniform cross-sectional shape from an inlet at the front plate 202 to an outlet defined in the rear plate 204. As discussed below, the outlet is fluidically coupled to one or more cooling channels 294 defined in the rear plate 204.

[0053] As a result of the partition 280, the premixing tubes 210 define a radially outer group of premixing tubes 210, 278, which are in fluid communication with the inner fuel chamber 220; a radially inner group of premixing tubes 210, 286, which are in fluid communication with the middle fuel chamber 222; and the previously mentioned boundary premixing tubes 210, 282, which are positioned along the partition 280 and form part of the partition 280. As best as in Fig. As shown in Figure 13, the boundary premixing tubes 210, 282 have a plurality of fuel injection holes 216, wherein at least one fuel injection hole 290 is in fluid communication with the inner fuel chamber 220 and at least one fuel injection hole 292 is in fluid communication with the middle fuel chamber 222. The presence of the boundary premixing tubes 282 between the inner fuel chamber 220 and the middle fuel chamber 222 reduces thermal stresses and ensures that even if the fuel chambers 220 and 222 are supplied separately or at different flow velocities, no cavities form in the flame front, which would otherwise be caused by a solid boundary wall between the fuel chambers 220 and 222.

[0054] As in Fig. 12 and Fig. As shown in Figure 13, at least one premixing tube of the plurality of premixing tubes 210, 278, 286 includes at least one airflow channel 296, which is integral with an outer surface of the respective premixing tube 210, 278, 286 and extends from the front plate 202 to the rear plate 204 of the bundle-tube fuel nozzle assembly 200. Each respective airflow channel 296, which is part of an integrated cooling system of the head end section 104, is in fluid communication with the air chamber 211 at the head end and the combustion chamber (e.g., the primary combustion zone 120).More precisely, each of the respective airflow channels 296 has an inlet defined in the front plate 202 and an outlet defined in the rear plate 204, and the outlet is fluidically coupled to at least one cooling channel 294, defined in the rear plate 204 and extending between the respective outlets of adjacent premixing tubes 210, 278, 286, to provide convection cooling at the rear plate 204. To optimize the amount of cooling flow provided by the cooling channels 294, the inlet can be provided with a flow restriction (not shown). In various embodiments, the integrated cooling system includes one or two airflow channels 296 that are integral with the outer surface of the respective premixing tube 210, 278, 286.

[0055] Each of the cooling channels 294 terminates in a vortex funnel 298, a conical structure in fluid communication with the combustion zone to supply a swirling airflow to the combustion zone. Specifically, each of the cooling channels 294 intersects the vortex funnel 298 tangentially, thereby promoting a vortex flow as the air exits the vortex funnel 298. In some embodiments, the vortex funnel 298 may include a lip that reduces the diameter of the opening of the vortex funnel 298, thereby accelerating the flow out of the vortex funnel 298. The introduction of small vortex flows between the non-swirling flows generated by the premix tubes 210, 278, 282, 286 promotes combustion within the primary combustion zone 120. The vortex funnels 298 are enclosed in the integrated cooling system of the head end section 104.

[0056] The bundled-tube fuel nozzle assembly 200 described above is formed from an additively manufactured body in which the premixing tubes 210, 278, 282, 286 are integrally connected to the front plate 202 and the rear plate 204. The premixing tubes 210, 278, 282, 286 each have a tube wall thickness that is relatively thin compared to the thickness of the front plate 202. Other features, including the inner side wall 206, the outer side wall 226, the chamber wall 224 (e.g. the corrugated chamber wall), the fuel inlets 232, 234, the partition 280 and the cooling features (e.g. the limiting airflow channels 284, the airflow channels 296, the convection cooling channels 294 and the vortex funnel 298) of the integrated cooling system of the head end section are incorporated into the additively manufactured body.

[0057] It has been shown that thermal stresses can occur in additively manufactured components with elements of varying thicknesses. To widen the transitions between the thickness of the front plate 202 and the thickness of the walls of the respective premixing tubes 210, the front plate 202 incorporates ribs 213 ( Fig. 5 and Fig. 7) which project radially outwards from the front plate 202 in a honeycomb pattern between the premixing tubes 210 (e.g., between the premixing tubes 278 of the first plurality of premixing tubes). The indentations of the premixing tubes 210, 278, 282, 286 are concentric with the concavities defined by the ribs 213 and are recessed relative to the ribs 213. Such a configuration (e.g., ribs, concavities, concentric arrangement) also helps to prevent the formation of steps on the inner surfaces of the premixing tubes 210, which could lead to problems with flame retention.

[0058] By additively manufacturing all components together as a single unit, the need for multiple welded or soldered joints between several small components is eliminated, and the risk of leaks from the fuel chambers 220, 222, and 230 is reduced. Furthermore, such an arrangement eliminates the need for seals between fuel nozzles in the head end section, offers greater design flexibility regarding the placement of the premix tubes, and avoids the need for additional hardware to complete the assembly.

[0059] Other features that are additively manufactured with the bundle tube fuel nozzle assembly are the mounting bodies 302 ( Fig. 7) one or more quarter-shaft tube dampers 300 (visible in Fig. 5, Fig. 9 and Fig. 10) The mounting bodies 302 are integrally coupled to the rear plate 204, extend through the fuel chamber 220, 222 and terminate at an end upstream of the front plate 202, the term "upstream" referring to the airflow through the premix tubes 210 and / or the flow of fluids through the combustion chamber. As in Fig. As can be seen most clearly in Figure 5, an extended damper body 306 is welded to the damper mounting body 302 to create a quarter-shaft tube damper of a desired length to attenuate the dynamics of a specific frequency. The damper end 308 (of the extended damper body 306) has one or more openings 310 to allow airflow through the damper 300. The damper end 308 is located distal to the front plate 202.

[0060] The damper mounting body 302 of each of the one or more quarter-shaft tube dampers 300 is thermally decoupled from the inner side wall 206 to prevent deformation that could otherwise occur due to the temperature difference between the cold fuel and the hot air flowing through the damper mounting body 302. The damper mounting body 302 is surrounded by a bellows mounting body 304 that projects from the front plate 202 into the air chamber 111 at the head end, as shown in Fig. Figure 7 shows that the bellows mounting body 304 extends over a shorter distance from the front plate 202 than the damper mounting body 302. An annular gap between the damper mounting body 302 and the bellows mounting body 304 can be used for powder removal after additive manufacturing of the bundle tube fuel nozzle assembly 200.

[0061] A bellows arrangement 312 (in Fig. (5 shown) is coupled to the bellows assembly 304, which couples each of the one or more quarter-shaft tube dampers 300 to prevent fuel from escaping from the fuel chambers 220, 222 into the chamber 111 at the head end. The bellows assembly 312 includes a multi-folded bellows and a thin shield that protects the bellows. The bellows assembly 312 can be coupled to the bellows assembly 304 by welding. The segmented design of the quarter-shaft tube dampers 300 (e.g., with bellows assembly 312) allows for a significant reduction in stresses due to the thermal expansion of the quarter-shaft tube dampers 300, which are distributed at various locations within the bundle tube fuel nozzle assembly 200. As a result, the likelihood of cracking at these locations is minimized, and the service life and durability of the components are improved.

[0062] For example, in Fig. As shown in Figure 5, the one or more quarter-shaft tube dampers 300 comprise multiple quarter-shaft tube dampers, and the multiple quarter-shaft tube dampers 300 have extended damper bodies 306 of at least two different lengths to mitigate the combustion dynamics at different frequencies. In the illustrated embodiment, seven quarter-shaft tube dampers 300 with damper bodies 306 of four different lengths are provided. More or fewer dampers 300 can be used as part of a system to reduce the combustion dynamics of the combustion chamber 100. Alternatively, the damper bodies 306 can have a uniform length, and inserts (not shown) of different lengths can be installed in them to achieve the desired damping characteristics.

[0063] Furthermore, it is considered that the damper mounting bodies 302, the bellows mounting bodies 304, and the bellows assemblies 312 can be used with one or more liquid fuel cartridges (not shown). In such cases, a liquid fuel cartridge would replace one or more of the extended damper bodies 306. For example, three (every second) extended damper bodies 306 around the circumference of the bundle-tube fuel nozzle assembly 200 could be replaced by liquid fuel cartridges, which could be designed with a spray pattern extending over approximately one-third of the rear plate 206 of the head end section 104. Additionally or alternatively, the central damper mounting body 302 can be coupled with a pilot fuel nozzle that can provide pilot fuel for starting with highly reactive fuels such as hydrogen.

[0064] As an example, and not limited to this, the dynamic reduction system, as in Fig. 3A and Fig. Figure 3B shows that the system may also include resonators 320 and / or dampers 340. Resonators 320 may be provided within the chamber 111 at the head end (i.e., as "cold-side" dampers), and dampers 340 may be provided by the lining 106 and the outer sleeves 122 and / or 124 (i.e., as "hot-side" dampers). In particular, a plurality of resonators 320 may be arranged individually or in groups within the chamber 111 at the head end. Each resonator 320 has a resonator body that defines a volume. The resonator body is closed at one end and has an open neck extending from the resonator body opposite the closed end. The neck, which has a smaller diameter than the closed end, is in fluid communication with the air chamber 111 at the head end.In an exemplary embodiment, the plurality of resonators 320 enclose one or more sets of at least one resonator 320 (for example, three sets of three resonators, each having a different volume). Each set is coupled to the upstream inner cylinder 105, which partially surrounds the fuel lines 402 that are coupled to the bundle-tube fuel nozzle assembly 200.

[0065] One or more (“hot-side”) dampers 340 can extend through a respective outer sleeve 122, 124 and through the lining 106, such that the damper volume is in fluid communication with the combustion chamber. The dampers 340 are useful for mitigating the mode-shaping dynamics that occur during different operating conditions of the combustion chamber 100. In the exemplary embodiment, a first damper 340 is arranged upstream of the first plurality of injectors 510, a second damper 340 is arranged between the first plurality of injectors 510 and the second plurality of injectors 550, and a third damper 340 is arranged downstream of the second plurality of injectors 550. More or fewer dampers 340 can be used and can be positioned at various points in fluid communication with the combustion chamber.The first damper 340, the second damper 340, and the third damper 340 can have two or more different damper volumes to dampen different combustion dynamic frequencies. Therefore, the illustrated number and arrangement of the dampers 340 should not be considered a limitation of the present subject matter.

[0066] The combustion chamber 100, its head section 104, and its axial fuel staging system 500 are dimensioned to allow retrofitting into the existing openings of a conventional 9F-class compressor outlet casing 17. The head section 104, with its bundle-tube fuel nozzle assembly 200, was discussed above. As in Fig. 2, Fig. 3A and Fig. As shown in Figure 3B, the axial fuel staging system 500 includes a first plurality of injectors 510 arranged at a first axial position to direct a first fuel-air mixture through the lining 106 to a secondary combustion zone 512, and a second plurality of injectors 550 arranged at a second axial position downstream of the first plurality of injectors to direct a second fuel-air mixture through the lining 106 to a tertiary combustion zone 514. Each of the head end section 104 (e.g., the bundle tube fuel nozzle arrangement 200), the first plurality of injectors 510, and the second plurality of injectors 550 receives a separate air supply from the compressor outlet chamber 19, which is defined by a compressor outlet housing 17 that at least partially surrounds the combustion chamber 100.The respective air supplies are directed only to one of the head end section 104 (e.g. the bundle tube fuel nozzle arrangement 200), the first plurality of injectors 510 and the second plurality of injectors 550.

[0067] The first plurality of injectors 510 and the second plurality of injectors 550 together receive more than 50% of the air supply from the compressor outlet housing 17. A first air supply to the first plurality of injectors 510 differs in volume from a second air supply to the second plurality of injectors 550 and a third air supply to the head end section 104. The second plurality of injectors 550 receives a respective (second) air supply that is larger than the respective (third) air supply of the head end section 104 (e.g., the bundle-tube fuel nozzle arrangement 200) and that is larger than the respective (first) air supply of the first plurality of injectors 510.Furthermore, in various preferred embodiments, a second air supply to the second plurality of injectors 550 is less than the sum of a first air supply to the first plurality of injectors 510 and a third air supply to the head end section 104.

[0068] The axial fuel staging system 500 includes a first plurality of injectors 510 and a second plurality of injectors 550. The first plurality of injectors 510 is arranged on a front (upstream) section of the liner 106, and the second plurality of injectors 550 is arranged on a rear (downstream) section of the liner 106, extending between the upstream section and the rear frame 112. More precisely, as shown in Fig. Figure 3A shows the upstream section of the lining 106 defined between the rear face of the bundle-tube fuel nozzle assembly 200 (or cap plate if different fuel nozzles are used) and the first plurality of injectors 510 (i.e., immediately downstream of the first plurality of injectors 510), while the downstream section of the lining 106 is defined between the upstream section and the rear frame 112. In an exemplary embodiment, the first plurality of injectors 510 comprises at least two injectors, and the second plurality of injectors 550 comprises more than two injectors. In the embodiment shown, the first plurality of injectors 510 comprises three injectors, and the second plurality of injectors 550 comprises six injectors. In an exemplary embodiment, the injectors 510 and 550 are identical.In other embodiments, different injectors can be used between the first and second injection stage or within each injection stage.

[0069] In one embodiment as in Fig. As shown in Figure 14, one injector of the first plurality of injectors 510 is arranged on a front lower section (e.g., a front lower half) 106A of the lining 106, and two injectors of the first plurality of injectors 510 are arranged on a front upper section (e.g., a front upper half) 106B of the lining 106, the front lower section 106A of the lining 106 being proximal to an axial centerline GT C L of the gas turbine engine 10 ( Fig. 1) lies and the anterior upper section 106B of the lining 106 distal to the axial midline GT C L of the gas turbine engine 10 ( Fig. 1). In the illustrated embodiment, four injectors of the second plurality of injectors 550 are arranged on the rear upper section (e.g., the rear upper half) 106C of the lining 106, and two injectors of the second plurality of injectors 550 are arranged on the rear lower section (e.g., the rear lower half) 106D of the lining 106, the rear upper section 106C of the lining 106 being distal to an axial centerline GT C. L of the gas turbine engine 10 ( Fig. 1) lies and the rear lower section 106D of the lining 106 is proximal to the axial midline GT C L of the gas turbine engine 10 ( Fig. 1). In other words, the injectors 510, 550 are arranged on the upper sections of the lining 106A, 106B on a radially outer section of the lining 106, while the injectors 510, 550 are arranged on the lower sections of the lining 106A, 106B on a radially inner section of the lining 106.

[0070] The 510 injectors can be supplied with fuel together via an "AFS-1" circuit. Alternatively, a first subset of the 510 injectors can be connected to a first fuel circuit (e.g., "AFS-1A"), and the remaining 510 injectors (a second subset) can be connected to a second fuel circuit (e.g., "AFS-1B"). Both the first and second subsets of the 510 injectors can include one or more injectors.

[0071] Similarly, the 550 injectors can be supplied with fuel together via an "AFS-2" fuel circuit. Alternatively, a third subset of the 550 injectors can be coupled to a third fuel circuit ("AFS-2A"), and the remaining 550 injectors (a fourth subset) can be coupled to a fourth fuel circuit ("AFS-2B"). Both the third and fourth subsets of the 550 injectors can comprise one or more injectors.

[0072] In a non-restrictive embodiment, which in Fig. As illustrated in Figure 14, the injector 510 at the front lower section 106A of the liner 106 is considered the “AFS-1A” circuit, and the injectors 510 at the front upper section 106B of the liner 106 are considered the “AFS-1B” circuit. The injectors 550 at the rear lower section 106C of the liner 106 are considered the “AFS-2A” circuit, and the injectors 550 at the rear upper section 106D of the liner 106 are considered the “AFS-2B” circuit.

[0073] During operation, the first plurality of injectors 510 and the second plurality of injectors 550 receive more than 50% of the air supply from the compressor outlet housing 17. The first plurality of injectors 510 are surrounded by the first baffle sleeve 122, which has a first plurality of baffle openings. A first air supply from the compressor outlet chamber 17 is in fluid communication with the first plurality of injectors 510 via the first plurality of baffle openings, so that the respective first air supply experiences a first pressure drop as it flows through the first plurality of baffle openings. Similarly, the second plurality of injectors 550 are surrounded by the second baffle sleeve 124, which has a second plurality of baffle openings.The second air supply from the compressor outlet chamber 17 is in fluid communication with the second plurality of injection nozzles 550 via the second plurality of baffle openings, so that the second air supply experiences a second pressure drop as it flows through the second plurality of baffle openings. The second pressure drop differs from the first pressure drop.

[0074] As in Fig. 2, Fig. 3A and Fig. As shown in Figure 3B, each injector of the first plurality of injectors 510 and the second plurality of injectors 550 includes an injector body 515 having an elongated shape that is longer in the axial direction than in the transverse direction (e.g., a geometric shape of a stadium), and an injector fuel line 520 extending from the injector body 515 along an outer surface of the outer sleeve 116 through the mounting flange 107. Each injector fuel line 520 includes a straight section 522 near the mounting flange 107 and may include a curved section 524 between the straight section and the respective injector body 515. A curved conduit shield or cover 526 is detachably mounted over the straight section 522 by being screwed to the outer inlet flow conditioner 113, which is part of the head end section 104 of the combustion chamber 100.

[0075] In various embodiments, the at least one injector of the first plurality of injectors 510 is oriented at a first angle relative to the combustion chamber centerline, and the at least one injector of the second plurality of injectors 550 is oriented at a second angle relative to the combustion chamber centerline, the first and second angles being different from each other. For example, the first angle may be about 10 degrees (± 5 degrees), while the second angle may be about 30 degrees (± 5 degrees). In some embodiments, the at least two injectors of the first plurality of injectors 510 are oriented at one or more first angles relative to a combustion chamber centerline that differ from the one or more second angles of the at least two injectors of the second plurality of injectors 550.In some embodiments, the at least two injectors of the second plurality of injectors 550 are aligned at different angles relative to the combustion chamber centerline. For example, the rear ends of an adjacent pair of injectors of the second plurality of injectors may be aligned with each other, as in . Fig. 3A and Fig. 14 shown. The one or more first angles of the at least two injectors of the first plurality of injectors 510 and the one or more second angles of the at least two injectors of the second plurality of injectors 550 are configured to promote complete combustion and to optimize an outlet temperature profile, an emission profile or both.

[0076] Fig. Figure 15 is a schematic diagram of the fuel supply controls for combustion chamber 100, as described herein. Fuel from a fuel supply is directed through a series of gas control valves (GCV1-GCV4) and optional single valves 602, 604, which belong to a fuel circuit for a specific combustion chamber component or combustion chamber area. The control valves GCV1-GCV4 and the single valves 602, 604 are electronically connected to a controller 600, as indicated by dashed lines.

[0077] More precisely, the controller 600 controls GCV1 to adjust the fuel flow to the central chamber 222 of the bundled-tube fuel nozzle assembly (“BTFN”) 200 (or, for example, to a central fuel nozzle of the head end section 104). The controller 600 controls GCV2 to adjust the fuel flow to the inner chamber 220 of the bundled-tube fuel nozzle assembly 200 (or, for example, to outer fuel nozzles positioned around the central nozzle of the head end section 104). The controller 600 controls GCV3 to adjust the fuel flow to the first plurality of injectors 510 at the first axial distance from the head end section 104.In embodiments where the first plurality of injectors 510 includes a first subset of injectors and a second subset of injectors, the first subset of injectors can be supplied with fuel via an “AFS-1A” circuit, while the second subset of injectors can be supplied with fuel via an “AFS-1B” circuit. A single (on / off) valve 602 can be used to direct (or stop) the flow to the “AFS-1B” circuit. Similarly, in embodiments where the second plurality of injectors 550 includes a first subset of injectors and a second subset of injectors, the first subset of injectors can be supplied with fuel via an “AFS-2A” circuit, while the second subset of injectors can be supplied with fuel via an “AFS-2B” circuit.A single (on / off) valve 604 can be used to direct (or stop) the current to the "AFS-2B" circuit.

[0078] Fig. Figure 16 provides a pictorial representation of the ramp-up of the gas turbine load from ignition to full speed, full load. Fig. Figure 17 provides a visual representation of the shutdown of the gas turbine engine from full speed and full load to flame extinguishment (combustion system shutdown). Fig. 16 and Fig. 17. The fuel-supplied subsets are marked with the letter "H" for "hot", while the non-fuel-supplied subsets are marked with the letter "C" for "cold". The discussion of the Fig. 16 and Fig. The 17 mentioned load percentages are representative and are based on the operating temperatures of the gas turbine combustion chamber 100. Therefore, such load percentages should not be considered restrictive.

[0079] As described herein, the present disclosure provides a method for operating a gas turbine combustion chamber 100 with multiple axially spaced fuel stages. The method includes: selectively guiding fuel and a first air supply through a fuel nozzle arrangement (e.g., a bundle-tube fuel nozzle arrangement 200) in a head end section 104 of the gas turbine combustion chamber 100 to generate a first fuel-air mixture, and igniting the mixture in a lining 106 defining a combustion chamber to generate combustion gases, the lining 106 extending downstream of the head end section 104 to a rear frame 112.The method further includes selectively guiding a second fuel-air mixture through the lining 106 of at least one of a first plurality of injectors 210, which are arranged at a first axial location spaced apart from the head end section 104; and selectively guiding a third fuel-air mixture through the lining 104 of at least one of a second plurality of injectors 550, which are arranged at a second axial location downstream of one of the first plurality of injectors 510. Each of the bundle-tube fuel nozzle assembly 220, the first plurality of injectors 510, and the second plurality of injectors 550 receives a separate air supply from a compressor outlet chamber 19, which is defined by a compressor outlet housing 17 that at least partially surrounds the combustion chamber 100.The respective air supplies are directed only to one of the bundle-tube fuel nozzle assembly 200, the first plurality of injectors 510, and the second plurality of injectors 550. The second plurality of injectors 550 receives an air supply that is larger than the air supply of the bundle-tube fuel nozzle assembly 200 and larger than the air supply of the first plurality of injectors 510.

[0080] The process step of selectively directing fuel and an initial air supply through the head end section 104, which contains the bundle tube fuel nozzle assembly 200, takes place in all combustion modes that exist from ignition to operation at full load, full speed, as shown in the figures in Fig. 16 shown.

[0081] As described herein, the bundle-tube fuel nozzle assembly 200 defines a central fuel chamber 222 and an inner fuel chamber 220 surrounding the central fuel chamber 222. The process step of selectively directing fuel and the initial air supply through the head end section 104, which contains the bundle-tube fuel nozzle assembly 200, includes directing fuel through both the central fuel chamber 222 and the inner fuel chamber 220. In some embodiments, the central fuel chamber 222 and the inner fuel chamber 220 are supplied with fuel such that different fuel-air ratios arise between the central fuel chamber 222 and the inner fuel chamber 220.

[0082] As described above, the first plurality of injectors 510 comprises one or more injectors in a first subset (e.g., AFS-1A) and a remaining number of injectors from the first plurality of injectors in a second subset (e.g., AFS-1B). As shown in Figure 2 of Fig. As shown in Figure 16, the process step of selectively guiding a second fuel-air mixture through the lining 106 of at least one of the first plurality of injectors 510 from about 93% of full speed up to about 7% load includes supplying fuel to a first subset (e.g. AFS-1A) of one or more injectors of the first plurality of injectors 510 and not supplying fuel to the second subset (e.g. AFS-1B) of the remaining number of injectors of the first plurality of injectors 510.

[0083] In some embodiments, such as in Fig. As shown in Figure 14, the first subset (e.g., AFS-1A) of the first plurality of injectors 510 includes one or more injectors located at a front lower section 106A of the lining 106, and the remaining number of injectors of the first plurality of injectors 510 in the second subset (e.g., AFS-1B) includes one or more injectors located at a front upper section 106B of the lining 106.

[0084] When increasing the load from approximately 8% to approximately 17% load, as shown in Figure 3 of Fig. As shown in Figure 16, the process step of selectively guiding a second fuel-air mixture through the lining 106 of at least one of the first plurality of injectors 510 includes the supply of fuel to all of the one or more injectors of the first plurality of injectors 510.

[0085] As described above, the second set of injectors 550 includes one or more injectors in a third subset (e.g., AFS-2A) and a remaining number of injectors from the second set of injectors 550 in a fourth subset (e.g., AFS-2B). From ignition to approximately 18% load, as shown in Figures 1 to 3 of Fig. As shown in Figure 16, the process step of selectively guiding the third fuel-air mixture through the lining 106 of at least one of the second plurality of injectors 550 includes the fact that no fuel is supplied to the second plurality of injectors 550. Thus, as shown in Figure 3, the first plurality of injectors 510 are supplied with fuel (represented by the letter "H") and the second plurality of injectors 550 are not supplied with fuel (represented by the letter "C").

[0086] As shown in picture 4 of Fig. As shown in Figure 16, the process step of selectively guiding a third fuel-air mixture through the lining 106 of at least one of the second plurality of injectors 550 from about 18% load to about 35% load includes supplying fuel to the third subset (e.g., AFS-2A) of the one or more injectors and not supplying fuel to the fourth subset (e.g., AFS-2B) of the remaining one or more injectors of the second plurality of injectors 550.

[0087] In some embodiments, such as in Fig. As shown in Figure 14, the third subset (e.g., AFS-2A) of the second plurality of injectors 550 includes one or more injectors located at a rear lower section 106C of the liner 106, and the remaining number of injectors of the fourth subset (e.g., AFS-2B) of the second plurality of injectors 550 includes one or more injectors located at a rear upper section 106D of the liner 106.

[0088] From approximately 36% load to full load, as shown in Figure 5 of Fig. As shown in Figure 16, the method for selectively guiding a second fuel-air mixture through the lining 106 of at least one of the first plurality of injectors 510 includes supplying fuel to each injector of the first plurality of injectors 510, and the selectively guiding a third fuel-air mixture through the lining 106 of at least one of the second plurality of injectors 550 includes supplying fuel to each injector of the second plurality of injectors 550.

[0089] Now, with reference to Fig. 17 The method for operating the combustion chamber 100 further includes throttling down the gas turbine combustion chamber, preferably in such a way as to achieve compliance with the emission regulations. As shown in Figure 1 of Fig. As shown in Figure 17, all circuits of combustion chamber 100 are supplied with fuel from 100% load down to approximately 36% load. The fuel supply to the respective circuits can be reduced to relieve the gas turbine until the gas turbine reaches a load of approximately 36%.

[0090] A mode change begins at approximately 35% load, and the process step of selectively directing a third fuel-air mixture through the lining 106 of at least one of the second plurality of injectors 550 includes terminating the fuel supply to the fourth subset (e.g., AFS-2B) of one or more injectors. As discussed above, the second plurality of injectors 550 includes a third subset of one or more injectors and a remaining number of injectors of the second plurality of injectors in a fourth subset. As shown in Figure 2 of Fig. As shown in Figure 17, the gas turbine combustion chamber 100 can continue to be relieved from about 35% load to about 18% load, while the fuel is redistributed to the remaining active circuits (i.e., the circuits that supply the bundle tube fuel nozzle assembly, the AFS-1A injectors, the AFS-1B injectors, and the AFS-2A injectors).

[0091] As described, the third subset (e.g. AFS-2A) of the second plurality of injectors 550 includes one or more injectors located at a rear lower section 106C of the liner 106, and the remaining number of injectors of the fourth subset (e.g. AFS-2B) of the second plurality of injectors 550 includes one or more injectors located at a rear upper section 106D of the liner 106.

[0092] A further mode change begins at approximately 17% load, and the process step of selectively guiding a third fuel-air mixture through the lining 106 of at least one of the second plurality of injectors 550 includes terminating the fuel supply to each injector of the second plurality of injectors 550 by terminating the fuel supply to the third subset (e.g., AFS-2A) of the second plurality of injectors 550, as shown in Figure 3 of Fig. 17. As shown in Figure 3 of Fig. As shown in Figure 17, the gas turbine combustion chamber 100 can continue to be relieved from about 17% load to about 8% load while the fuel is redistributed to the remaining active circuits (i.e. the circuits that supply the bundle tube fuel nozzle assembly, the AFS-1A injectors and the AFS-1B injectors).

[0093] As discussed above, the first plurality of injectors 510 can comprise a first subset (e.g., AFS-1A) of one or more injectors and a remaining number of injectors of the first plurality of injectors 510 in a second subset (e.g., AFS-1B). In some embodiments, the first subset (e.g., AFS-1A) of the first plurality of injectors 510 includes one or more injectors located on a front lower section 106A of the lining 106, and the remaining number of injectors of the first plurality of injectors 510 in the second subset (e.g., AFS-1B) includes one or more injectors located on a front upper section 106B of the lining 106.

[0094] A further mode change begins at approximately 7% load, and the process step of selectively directing a second fuel-air mixture through the lining 106 of at least one of the first plurality of injectors 510 includes terminating the fuel supply to the second subset (e.g., AFS-1B) of one or more injectors. As shown in Figure 4 of Fig. As shown in Figure 17, the gas turbine combustion chamber 100 can continue to be relieved from about 7% load to about 93% of the rotational speed, while the fuel is redistributed to the remaining active circuits (i.e. the circuits that supply the bundle tube fuel nozzle assembly and the AFS-1A injectors).

[0095] A further mode change begins at approximately 92% of the rotational speed, and the process step of selectively guiding a second fuel-air mixture through the lining 106 of at least one of the first plurality of injectors 510 includes terminating the fuel supply to each injector of the first plurality of injectors 510. Thus, as shown in Figure 5, only the bundle-tube fuel nozzle assembly 200 continues to be supplied with fuel, and the two subsets of each plurality of injectors 510, 550 are not supplied with fuel.

[0096] The process further includes shutting down the gas turbine combustion chamber. When shutting down the gas turbine combustion chamber, the process step of selectively directing fuel and an initial air supply through a bundle-tube fuel nozzle assembly 200 in a head end section 104 of the gas turbine combustion chamber 100 to generate an initial fuel-air mixture includes reducing the fuel supply to the bundle-tube fuel nozzle assembly 200 until the flame extinguishes.

[0097] To facilitate the implementation of the procedures described herein, the gas turbine combustion chamber 100 further comprises a control unit 600 ( Fig. 15), which is configured to selectively direct fuel to the bundle tube fuel nozzle assembly 200, the first plurality of injectors 510 and the second plurality of injectors 550.

[0098] Exemplary embodiments of the combustion system, its various components, and its operating procedure are described in detail above. The procedures, systems, and components described herein are not limited to the specific embodiments described herein; rather, components of the procedure and systems can be used independently and separately from other components described herein. For example, the procedures and components described herein may have other applications not limited to implementation with turbine arrangements as described herein. Rather, the procedures and components described herein can be implemented and used in conjunction with various other industries.

[0099] While the claimed subject matter has been described in relation to various specific embodiments, those skilled in the art will recognize that the technology can be put into practice with modifications that are within the nature and scope of protection of the claims.

[0100] The following exemplary clauses can be used to describe the present combustion chamber and its bundle-tube fuel nozzle arrangement. All features in all clauses can be combined in a practical manner to realize further embodiments.

[0101] According to a first aspect, a bundle-tube fuel nozzle assembly for a gas turbine combustion chamber comprises: a front plate facing an air chamber at the head end, a rear plate facing a combustion chamber, a first plurality of premix tubes extending from the front plate to the rear plate, an inner side wall extending circumferentially around the first plurality of premix tubes and axially from the front plate to the rear plate, and an outer side wall extending circumferentially around the inner side wall and axially from the front plate to the rear plate; wherein the front plate, the rear plate, the inner side wall, and the outer side wall define an outer fuel chamber;wherein the front plate, the rear plate and the inner side wall define an inner fuel chamber which is in fluid communication with the outer fuel chamber, and each premix tube of the first plurality of premix tubes has at least one fuel injection hole through it which is in fluid communication with the inner fuel chamber; and wherein the air chamber at the head end is in fluid communication with the combustion chamber via the inlet ends of the first plurality of premix tubes.

[0102] Another aspect of the present disclosure includes all the preceding aspects, wherein at least one fuel line is coupled to the front plate and is in fluid communication with the outer fuel chamber.

[0103] Another aspect of the present disclosure includes all the preceding aspects, wherein the at least one fuel line includes a coupling line having a front end with a circular cross-section and a rear end with a slotted cross-section, the rear end being coupled to the outer fuel chamber at a corresponding slotted fuel inlet defined in the front plate.

[0104] Another aspect of the present disclosure includes all the preceding aspects, wherein the at least one fuel line extends through an end cover that defines a front boundary of a head end section that includes the bundle tube fuel nozzle assembly; and wherein the at least one fuel line is free of seals and fittings while extending through the end cover.

[0105] Another aspect of the present disclosure includes all the preceding aspects, wherein the at least one fuel line is a plurality of circumferentially spaced lines, each of the plurality of circumferentially spaced lines being in fluid communication with the outer fuel chamber.

[0106] Another aspect of the present disclosure includes all the preceding aspects, wherein the inner fuel chamber and the outer fuel chamber are fluidically connected to each other via fuel supply channels arranged in groups around a circumference of the bundle tube fuel nozzle assembly; wherein the fuel supply channels are arranged tangentially relative to a radius of the bundle tube fuel nozzle assembly and are oriented such that they guide fuel flowing from the outer fuel chamber into the inner fuel chamber between adjacent rows of premix tubes of the first plurality of premix tubes.

[0107] Another aspect of the present disclosure includes all the preceding aspects, wherein the inner fuel chamber and the outer fuel chamber are fluidically connected to each other via slot-shaped openings defined in the inner side wall.

[0108] Another aspect of the present disclosure includes all the preceding aspects, wherein the first plurality of premixing tubes comprises a radially outer group of premixing tubes in fluid communication with the inner fuel chamber; and wherein a second plurality of premixing tubes are arranged in a central region of the bundle-tube fuel nozzle assembly and extend between the front plate and the rear plate; wherein the second plurality of premixing tubes is a radially inner group of premixing tubes; and wherein the radially inner group of premixing tubes and the radially outer group of premixing tubes are separated by a partition that defines a central fuel chamber and separates the inner fuel chamber from the central fuel chamber.

[0109] Another aspect of the present disclosure includes all the preceding aspects, wherein a central fuel line is coupled to the front wall and is in fluid communication with the central fuel chamber.

[0110] Another aspect of the present disclosure includes all the preceding aspects, wherein the partition comprises a plurality of limiting premixing tubes, each of the plurality of limiting premixing tubes being in fluid communication with both the middle fuel chamber and the inner fuel chamber.

[0111] Another aspect of the present disclosure includes all the preceding aspects, and wherein the partition further comprises a plurality of airflow channels arranged between adjacent premixing tubes of the plurality of boundary premixing tubes, the plurality of airflow channels being in fluid communication with the air chamber at the head end.

[0112] Another aspect of the present disclosure includes all the preceding aspects, wherein at least one airflow channel of the plurality of airflow channels has a uniform cross-sectional shape from an inlet on the front plate to an outlet defined in the rear plate; and wherein the outlet is fluidically coupled to one or more cooling channels defined in the rear plate.

[0113] Another aspect of the present disclosure includes all the preceding aspects, wherein at least one premixing tube of the first plurality of premixing tubes comprises at least one airflow channel which is integral with an outer surface of the respective premixing tube and extends from the front plate to the rear plate; and wherein the at least one airflow channel is in fluid communication with the air chamber at the head end and a combustion zone downstream of the rear plate.

[0114] Another aspect of the present disclosure includes all the preceding aspects, wherein the at least one airflow channel has an inlet defined in the front plate and an outlet defined in the rear plate; wherein the outlet is fluidically coupled to at least one cooling channel defined in the rear plate and extending between respective outlets of adjacent premixing tubes; and wherein the at least one cooling channel terminates in a vortex funnel, the vortex funnel being in fluid communication with the combustion zone to supply a swirling airflow to the combustion zone.

[0115] Another aspect of the present disclosure includes all the preceding aspects, wherein the bundle tube fuel nozzle assembly comprises an additively manufactured body extending over an entire diameter of a head end section of the gas turbine combustion chamber; and wherein the premix tubes are integrally connected to the front plate and the rear plate.

[0116] A further aspect of the present disclosure encompasses all the preceding aspects, wherein the front plate defined by the additively manufactured body comprises ribs projecting radially outward from the front plate in a honeycomb pattern between premixing tubes of the first plurality of premixing tubes; wherein the inlets of the first plurality of premixing tubes are concentric with concavities defined by the ribs and are recessed relative to the ribs; and wherein each premixing tube of the first plurality of premixing tubes has a tube wall thickness and the ribs are configured to widen the transitions between the tube wall thickness of the respective first plurality of premixing tubes and a thickness of the front plate.

[0117] Another aspect of the present disclosure encompasses all the preceding aspects, wherein the outer fuel chamber has no premixing tubes.

Claims

[1] Bundle tube fuel nozzle assembly for a gas turbine combustion chamber, the bundle tube fuel nozzle assembly comprising: a front plate facing an air chamber at the head end, a rear plate facing a combustion chamber, a first plurality of premix tubes extending from the front plate to the rear plate, an inner side wall extending circumferentially around the first plurality of premix tubes and axially from the front plate to the rear plate, and an outer side wall extending circumferentially around the inner side wall and axially from the front plate to the rear plate; wherein the front plate, the rear plate, the inner side wall and the outer side wall define an outer fuel chamber; wherein the front plate, the rear plate and the inner side wall define an inner fuel chamber which is in fluid communication with the outer fuel chamber, and each premix tube of the first plurality of premix tubes has at least one fuel injection hole through it which is in fluid communication with the inner fuel chamber; and the air chamber at the head end is in fluid contact with the combustion chamber via the inlets of the first plurality of premix tubes. [2] Bundle tube fuel nozzle arrangement according to claim 1, wherein at least one fuel line is coupled to the front plate and is in fluid communication with the outer fuel chamber. [3] Bundle tube fuel nozzle arrangement according to claim 2, wherein the at least one fuel line includes a coupling line having a front end with a circular cross-section and a rear end with a slotted cross-section, wherein the rear end is coupled to the outer fuel chamber at a respective slotted fuel inlet defined in the front plate. [4] Bundle tube fuel nozzle assembly according to claim 2, wherein the at least one fuel line extends through an end cover that defines a front boundary of a head end section that encloses the bundle tube fuel nozzle assembly; and wherein the at least one fuel line is free of seals and fittings while extending through the end cover. [5] Bundle tube fuel nozzle arrangement according to claim 2, wherein the at least one fuel line is a plurality of circumferentially spaced lines, each of the plurality of circumferentially spaced lines being in fluid communication with the outer fuel chamber. [6] Bundle tube fuel nozzle arrangement according to claim 1, wherein the inner fuel chamber and the outer fuel chamber are fluidically connected to each other via fuel supply channels arranged in groups around a circumference of the bundle tube fuel nozzle arrangement; wherein the fuel supply channels are arranged tangentially relative to a radius of the bundle tube fuel nozzle arrangement and are oriented such that they guide fuel flowing from the outer fuel chamber into the inner fuel chamber between adjacent rows of premix tubes of the first plurality of premix tubes. [7] Bundle tube fuel nozzle arrangement according to claim 1, wherein the inner fuel chamber and the outer fuel chamber are fluidically connected to each other via slot-shaped openings defined in the inner side wall. [8] Bundle tube fuel nozzle assembly according to claim 1, wherein the first plurality of premixing tubes comprises a radially outer group of premixing tubes in fluid communication with the inner fuel chamber; and wherein a second plurality of premixing tubes are arranged in a central region of the bundle tube fuel nozzle assembly and extend between the front plate and the rear plate; wherein the second plurality of premixing tubes is a radially inner group of premixing tubes; and wherein the radially inner group of premixing tubes and the radially outer group of premixing tubes are separated by a partition that defines a central fuel chamber and separates the inner fuel chamber from the central fuel chamber. [9] Bundle tube fuel nozzle arrangement according to claim 8, wherein a central fuel line is coupled to the front wall and is in fluid communication with the central fuel chamber. [10] Bundle tube fuel nozzle arrangement according to claim 8, wherein the partition wall comprises a plurality of limiting premixing tubes, each of the plurality of limiting premixing tubes being in fluid communication with both the middle fuel chamber and the inner fuel chamber. [11] Bundle tube fuel nozzle arrangement according to claim 8, wherein the partition further comprises a plurality of airflow channels arranged between adjacent premix tubes of the plurality of limiting premix tubes, wherein the plurality of airflow channels are in fluid communication with the air chamber at the head end. [12] Bundle tube fuel nozzle arrangement according to claim 11, wherein at least one airflow channel of the plurality of airflow channels has a uniform cross-sectional shape from an inlet on the front plate to an outlet defined in the rear plate; and wherein the outlet is fluidically coupled to one or more cooling channels defined in the rear plate. [13] Bundle tube fuel nozzle arrangement according to claim 1, wherein at least one premix tube of the first plurality of premix tubes comprises at least one airflow channel which is integral with an outer surface of the respective premix tube and extends from the front plate to the rear plate; and wherein the at least one airflow channel is in fluid communication with the air chamber at the head end and a combustion zone downstream of the rear plate. [14] Bundle tube fuel nozzle arrangement according to claim 13, wherein the at least one airflow channel has an inlet defined in the front plate and an outlet defined in the rear plate; wherein the outlet is fluidly coupled to at least one cooling channel defined in the rear plate and extending between respective outlets of adjacent premix tubes; and wherein the at least one cooling channel terminates in a vortex funnel, wherein the vortex funnel is in fluid communication with the combustion zone to supply a swirling airflow to the combustion zone. [15] Bundle tube fuel nozzle assembly according to claim 1, wherein the bundle tube fuel nozzle assembly comprises an additively manufactured body extending over an entire diameter of a head end section of the gas turbine combustion chamber; and wherein the premix tubes are integrally connected to the front plate and the rear plate. [16] Bundle tube fuel nozzle arrangement according to claim 15, wherein the front plate defined by the additively manufactured body comprises ribs projecting radially outward from the front plate in a honeycomb pattern between premix tubes of the first plurality of premix tubes; wherein the inlets of the first plurality of premix tubes are concentric with concavities defined by the ribs and are recessed relative to the ribs; and wherein each premix tube of the first plurality of premix tubes has a tube wall thickness and the ribs are configured to widen the transitions between the tube wall thickness of the respective first plurality of premix tubes and a thickness of the front plate. [17] Bundle tube fuel nozzle arrangement according to claim 1, wherein the outer fuel chamber does not have premix tubes.

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