Dual-Temperature Fuel Supply for Hydrogen Combustor Stability
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Turbine engines using hydrogen fuel face issues with fuel spreading and igniting in undesirable regions during low power conditions, leading to potential damage, due to lower momentum of the fuel flow and higher burn temperature and velocity of hydrogen.
Innovation Solution
Feeding fuel to the combustion chamber at varying temperatures to increase momentum, particularly using hydrogen fuel, which has a higher tendency to spread and ignite quickly, ensuring it does not reach undesired regions.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Power
If hydrogen fuel is used in the combustor, then energy efficiency and power output are improved, but fuel spreads and ignites in undesirable regions during low power conditions
Solution Approach 1:
The fuel supply system is segmented into multiple independent channels (first fuel channel and second fuel channel) that can be controlled separately. This allows selective fuel injection into different regions of the combustion chamber, preventing uncontrolled fuel spread while maintaining power output. The segmentation enables independent control of fuel flow paths to address the reliability issue without sacrificing power generation capability.
Solution Approach 2:
Different fuel injection strategies are applied to different regions of the combustion chamber through separate fuel channels. The first fuel channel supplies fuel to a first region while the second fuel channel supplies fuel to a second region, allowing localized control of fuel distribution. This local quality approach ensures fuel is delivered precisely where needed, preventing unwanted ignition in undesired regions while maintaining efficient combustion for power output.
2Reliability
If fuel flow momentum is increased to prevent spreading, then fuel control stability is improved, but energy loss increases due to higher injection pressure requirements
Solution Approach 1:
A multi-channel fuel injection system acts as an intermediary structure between the fuel supply and combustion chamber. Instead of requiring high momentum from a single injection point, the system uses multiple channels to distribute fuel, reducing the momentum requirement per channel while achieving overall fuel control stability. This intermediary approach prevents energy loss by distributing the injection effort across multiple lower-pressure pathways rather than requiring one high-pressure injection.
3Device complexity
If single temperature fuel injection is used, then system complexity is reduced, but fuel spread control precision deteriorates during varying power conditions
Solution Approach 1:
The fuel supply system incorporates dynamic control capabilities through multiple independently controllable fuel channels. The system can adjust fuel distribution between the first and second channels based on operating conditions (low power vs. high power), enabling precise fuel spread control across varying power conditions. This dynamic adaptability achieves control precision without excessive complexity by using simple on/off or proportional control of multiple channels rather than complex single-channel modulation.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This approach limits fuel spread and prevents ignition in undesirable areas, enhancing safety and efficiency during low power conditions.
Implementation Method 1
a heat exchanger fluidly coupled to the fuel supply
Implementation Method 2
the fuel is burned in the presence of the air to produce hot gas
Data Source
Figure 1
Figure 2
Figure 3
AI summary
A turbine engine (10, 101) comprises a fuel supply (150, 250, 350, 450) having a fuel, and a heat exchanger (152, 252, 352, 452) fluidly coupled to the fuel supply (150, 250, 350, 450). The engine further includes a first fuel line (164, 264, 364, 464) fluidly coupled to a first portion (167) of the heat exchanger (152, 252, 352, 452) to receive the fuel from the heat exchanger at a first temperature (T1), and a second fuel line (166, 266, 366, 466) fluidly coupled to a second portion (169) of the heat exchanger to receive the fuel at a second temperature (T2), which is different from the first temperature (T1). A combustion section (14, 100, 200, 300, 400) is also provided, including a combustion chamber (46, 104, 204, 304, 404) that is fluidly coupled to both the first fuel line (164, 264, 364, 464) and the second fuel line (166, 266, 366, 466).