EP4083511A1 - Fuel nozzle with different first and second discharge ports for providing a hydrogen / air mixture - Google Patents

Abstract

The proposed solution relates to a fuel nozzle for injecting hydrogen into a combustion chamber (207) of an engine (103), the fuel nozzle (7) having a nozzle head (71) with outflow openings (19, 21) to provide a hydrogen-air mixture an end face (710) of the nozzle head (71). On the end face there are several first outflow openings (21) for hydrogen to be injected and at least one second outflow opening (19) for air to be injected to provide the hydrogen-air mixture, the at least one second outflow opening (19) having a polygonal cross-section and the a plurality of first outflow openings (21) on the end face (710) distributed around the at least one second outflow opening (19).

Description

The proposed solution relates to a fuel nozzle for an engine, in particular for a hydrogen-powered engine.

In the case of engines which have been used to date and which are operated with kerosene as fuel, for example, the fuel and air are injected into a combustion chamber of the combustion chamber via at least one fuel nozzle in order to provide an ignitable fuel-air mixture. In order to provide the fuel-air mixture, the fuel nozzle comprises a nozzle head with outflow openings on an end face of the nozzle head. When the fuel nozzle is installed as intended, this front face faces a combustion space of the combustion chamber. Typically, the fuel is injected here via a first outflow opening which appears circular on the end face. The first outflow opening for the fuel is thus designed in the manner of an annular gap. A second outflow opening for air to be injected which is located radially on the inside, with respect to a main flow direction of the fuel to be injected, also typically has a circular course on the end face. The same applies to at least one additional, third outflow opening on the end face of the nozzle head or on a through-opening in a heat shield of the combustion chamber that accommodates the nozzle head. The several different outflow openings for fuel and air are thus typically designed in cross-section in the form of circular rings in the manner of annular gaps. That works then also regularly a circular-cylindrical design of the nozzle head of the fuel nozzle.

While the above-described design of a nozzle head of a fuel nozzle for liquid fuel to be injected, for example kerosene, has proven itself, there is a need for fuel nozzles for use on an engine with a view to engines operated with a gaseous fuel, e.g. hydrogen, and thus fuel to be injected in gaseous form .

In this regard, the proposed fuel nozzle provides a remedy.

For example, a proposed fuel nozzle has a plurality of first outflow openings for hydrogen to be injected and at least one second outflow opening for air to be injected on one end face of its nozzle head in order to provide a hydrogen-air mixture. The at least one second outflow opening here has a polygonal cross-section, and the plurality of first outflow openings for the hydrogen are distributed on the end face around the at least one second outflow opening.

The proposed solution makes it possible to provide a plurality of hydrogen injection flows in the direction of the combustion chamber on the front side of the nozzle head, which flow out distributed on the front side of the nozzle head. This includes, in particular, that the first outflow openings for the hydrogen to be introduced each have a first cross-sectional area or a first flow cross-section that is only a fraction of a second cross-sectional area or a second flow cross-section that the at least one second outflow opening has for the air to be injected. In this way, for example, in relation to the at least one second outflow opening, the first outflow openings for the hydrogen to be injected are almost punctiform and consequently in a front view on the end face a plurality or multitude of punctiform-appearing, discrete outlet holes and thus sources for a plurality or multitude of Hydrogen inflows ready in the combustion chamber. The arrangement of the first outflow openings distributed around the at least one second outflow opening allows a more advantageous mixture formation for a gaseous fuel to be injected (and thus in particular for the provision of an ignitable hydrogen-air mixture) than with previously conventional fuel nozzles with a comparatively large-area, circularly encircling first outflow opening for the fuel to be injected.

An advantageous mixture formation, e.g. for an inflammable hydrogen-air mixture, is also supported by the polygonal cross-section of the at least one second outflow opening provided for air to be injected. In this way, a geometrically comparatively sharply delimited air flow exiting at the end face of the nozzle head can be provided, around which a plurality of discrete hydrogen flows are generated from the first outflow openings.

For the design of the at least one second outflow opening for the air to be injected, a square cross-section has proven particularly advantageous. In particular, the second outflow opening on the end face of the nozzle head can have a rectangular, in particular rectangular, or trapezoidal cross section.

Alternatively or additionally, it can be provided that the at least one second outflow opening and/or at least one flow channel of the nozzle head opening into the at least one second outflow opening has at least one air guiding element for twisting the outflowing air. At the at least one second outflow opening and/or upstream of the at least one second outflow opening in a flow channel of the nozzle head, the air to be injected is thus provided with a twist via at least one air guiding element. The air flow exiting at the at least one second outflow opening thus has a rotational movement component which is conducive to the most homogeneous possible mixture formation downstream of the nozzle head.

In one embodiment variant, two or more second outflow openings are provided on the end face, around which a plurality of first outflow openings for hydrogen to be injected are arranged in a distributed manner. In such an embodiment variant, for example, not only a single (central) second outflow opening for air to be injected is provided on the end face of the nozzle head. Rather, there are several (at least two) second outflow openings on the end face. A plurality of first outflow openings for hydrogen to be injected are then arranged around each of these second outflow openings. In this way it can be achieved that each air flow from a second outflow opening is surrounded by a plurality of hydrogen flows from the first outflow openings.

In one embodiment variant, the two or more second outflow openings are arranged one after the other along a circumferential direction on the end face. The second outflow openings for air to be injected are thus located next to one another on the end face. In this case, the second outflow openings are located next to one another, for example along a curved or straight line, so that, for example, a row of second outflow openings is provided on the end face, with each individual second outflow opening considered on its own at the end face being surrounded by a plurality of first outflow openings for hydrogen to be injected .

In one embodiment variant, the plurality of first outflow openings each have a circular, rhombic or hexagonal cross section, for example. As already explained above, such a circular, diamond-shaped or hexagonal cross-section or a cross-sectional area of a first outflow opening defined therewith on the first end face can be significantly smaller than a cross-section or cross-sectional area of a second outflow opening for air to be injected. A cross-sectional area of a second outflow opening is, for example, many times larger than a cross-sectional area of a first outflow opening. In particular, it can be provided in this connection that the cross-sectional area of a second outflow opening is at least five times larger than a cross-sectional area of each first outflow opening.

In a variant embodiment of the proposed solution, the end face is not circular and therefore the nozzle head is not necessarily designed to be circular-cylindrical, in contrast to designs that have been customary in practice up to now. Rather, the end face of the nozzle head is square, in particular rectangular, in one embodiment. Accordingly, the end-side cross section of the nozzle head is then also square, in particular rectangular.

Alternatively or additionally, the end face of the nozzle head can have main edges which run essentially parallel to one another and which each extend along an arc of a circle, and two side edges which connect the main edges to one another. An outer contour of the end face is consequently defined by the two main edges and the two side edges, with the two main edges each following a circular arc section and running essentially parallel to one another. In particular, the end face of such an embodiment variant can also be quadrangular and/or elongate in relation to a circumferential direction. In built State of the fuel nozzle has, for example, such a circumferential direction around a central axis of the engine, along which axially different components of the engine, such as the compressor, combustion chamber and turbine of the core engine, are arranged one behind the other and which runs parallel to a main flow direction, along which air flows through the engine .

The proposed solution also includes a combustion chamber assembly with a combustion chamber for an engine, on which at least one embodiment variant of a proposed fuel nozzle for injecting a hydrogen-air mixture is provided.

A combustion chamber of such a combustion chamber assembly can have a heat shield with a through opening in the area of a combustion chamber head, for example, in which the nozzle head of the fuel nozzle is accommodated. The inside of the heat shield usually faces the combustion space of the combustion chamber. In order to make additional air available in the combustion chamber via the nozzle head, at least one additional outflow opening can be formed between the nozzle head and an edge of the passage opening on the heat shield side. Via this at least one additional outflow opening, air flowing past outside of the nozzle head also reaches the combustion chamber during operation of the engine.

In order to improve the mixture formation and mixture control when injecting gaseous fuel such as hydrogen and thus the operation of an engine with such a fuel, in one embodiment the at least one additional outflow opening is formed by a gap, which is elongated when looking at the end face of the nozzle head and along a portion of the outer periphery of the nozzle head.

In a first possible development, at least two additional outflow openings, spatially separated from one another, are then formed between the nozzle head and the edge of the through-opening. There are thus local, spatially separated, additional (third) outflow openings for additional air flows through the passage opening on the heat shield side. Corresponding gaps can thus be provided, for example, in an annular combustion chamber that extends around a central axis of the engine, on the one hand radially inside and on the other hand radially outside on the outer circumference of the nozzle head.

In an alternative embodiment, an additional (third) outflow opening that runs completely around the circumference of the nozzle head is formed between the nozzle head and the edge of the through-opening. In such a configuration, for example, no individual additional outflow openings that are locally separated from one another are then provided. Rather, a front view of the end face of the nozzle head shows, for example, a gap running around the circumference of the nozzle head. Incidentally, in a further development, such a gap is not circular. Rather, the additional outflow opening that completely encircles the nozzle head on the peripheral side can have a rectangular contour.

Part of the proposed solution is also an engine with an embodiment variant of a proposed combustor assembly. For example, a hydrogen-powered engine is provided, which thus provides at least one embodiment variant of a proposed fuel nozzle for the effective provision of a hydrogen-air mixture on a combustion chamber head of a combustion chamber of the combustion chamber assembly.

The attached figures illustrate exemplary possible embodiment variants of the proposed solution.

Figur 1

in Seitenansicht eine Ausführungsvariante einer vorgeschlagenen Kraftstoffdüse;

Figur 2

eine Draufsicht auf eine Stirnseite eines Düsenkopfes der Kraftstoffdüse der Figur 1;

Figuren 2A-2C

exemplarisch unterschiedliche Querschnitte für erste Austrittsöffnungen für Wasserstoff an der Kraftstoffdüse der Figuren 1 und 2;

Figur 3

ausschnittsweise und mit Blick auf die Stirnseite des Düsenkopfes der Kraftstoffdüse der Figuren 1 und 2 in einem bestimmungsgemäß eingebauten Zustand, in dem der Düsenkopf in einer Durchgangsöffnung eines Hitzeschildes der Brennkammer aufgenommen ist;

Figur 4

in mit der Figur 3 übereinstimmender Ansicht ein alternativ ausgestalteter Düsenkopf;

Figur 5

in mit der Figur 2 übereinstimmender Ansicht eine alternativ ausgestaltete Kraftstoffdüse, bei der an der Stirnseite des Düsenkopfes mehrere nebeneinanderliegende zweite Ausströmöffnungen für Luft vorgesehen sind;

Figur 6

in mit den Figuren 3 und 4 übereinstimmender Ansicht der Düsenkopf der Kraftstoffdüse der Figur 5 in einem bestimmungsgemäß eingebauten Zustand;

Figur 7A

in mit der Figur 6 übereinstimmender Ansicht eine mögliche Weiterbildung des Düsenkopfes der Figur 6 mit an den zweiten Ausströmöffnungen vorgesehenen Luftleitelementen;

Figur 7B

eine Schnittdarstellung entsprechend der in der Figur 7A dargestellten Schnittlinie;

Figuren 8A-8B

in mit den Figuren 8A und 8B übereinstimmenden Ansichten eine alternative Ausgestaltung des Düsenkopfes mit Luftleitelementen innerhalb von in die zweiten Ausströmöffnungen mündenden Strömungskanälen des Düsenkopfes;

Figur 9

in Draufsicht und schematisch ein Flugzeug mit zwei Triebwerken, die jeweils mindestens eine Kraftstoffdüse der vorgeschlagenen Lösung aufweisen;

Figur 10

schematisch den Aufbau eines der Triebwerke des Flugzeugs der Figur 9, die jeweils mit Wasserstoff betrieben werden;

Figur 11

eine aus dem Stand der Technik bekannte Brennkammerbaugruppe, bei der eine konventionelle Kraftstoffdüse für das Eindüsen von Kerosin in eine Brennkammer vorgesehen ist;

Figur 12A

in teilweise geschnittener und vergrößerter Darstellung eine aus dem Stand der Technik bekannte Kraftstoffdüse entsprechend der Figur 11;

Figur 12B

eine Schnittansicht der Kraftstoffdüse der Figur 12A;

Figur 12C

mit Blick auf eine Stirnseite eines Düsenkopfes der Kraftstoffdüse der Figuren 12A die eingebaute Kraftstoffdüse mit dem in einer Durchgangsöffnung eines Hitzeschildes aufgenommenen Düsenkopf.

Here show:

figure 1

a side view of an embodiment of a proposed fuel nozzle;

figure 2

a plan view of an end face of a nozzle head of the fuel nozzle figure 1 ;

Figures 2A-2C

exemplarily different cross sections for the first outlet openings for hydrogen on the fuel nozzle Figures 1 and 2 ;

figure 3

Sectional and with a view of the front side of the nozzle head of the fuel nozzle Figures 1 and 2 in an installed state as intended, in which the nozzle head is accommodated in a passage opening of a heat shield of the combustion chamber;

figure 4

in with the figure 3 matching view of an alternatively configured nozzle head;

figure 5

in with the figure 2 matching view of an alternatively configured fuel nozzle, in which a plurality of second outflow openings for air are provided next to one another on the end face of the nozzle head;

figure 6

in with the Figures 3 and 4 matching view of the nozzle head of the fuel nozzle figure 5 in a condition installed as intended;

Figure 7A

in with the figure 6 matching view of a possible development of the nozzle head figure 6 with air guiding elements provided at the second outflow openings;

Figure 7B

a sectional view corresponding to that in the Figure 7A cut line shown;

Figures 8A-8B

in with the Figures 8A and 8B corresponding views of an alternative embodiment of the nozzle head with air guiding elements within flow channels of the nozzle head which open into the second outflow openings;

figure 9

in top view and schematically, an aircraft with two engines, each having at least one fuel nozzle of the proposed solution;

figure 10

Schematically the structure of one of the engines of the aircraft figure 9 , each powered by hydrogen;

figure 11

a prior art combustor assembly in which a conventional fuel nozzle is provided for injecting kerosene into a combustor;

Figure 12A

in a partially sectioned and enlarged representation of a known from the prior art fuel nozzle according to figure 11 ;

Figure 12B

a sectional view of the fuel nozzle of FIG Figure 12A ;

Figure 12C

looking at an end face of a nozzle head of the fuel nozzle Figures 12A the built-in fuel nozzle with the nozzle head accommodated in a passage opening of a heat shield.

the figure 9 shows a top view of an aircraft 101, for example a passenger aircraft. The aircraft 101 has a fuselage 102 with two wings, on each of which an engine 103, for example a turbofan engine, is provided. A hydrogen storage tank 104 is accommodated in the fuselage 102 of the aircraft 101 . In this hydrogen storage tank 104, hydrogen is held available as a fuel for the engines 103, for example in liquid form. The hydrogen from the hydrogen storage tank 104 is supplied via a fuel supply system 201 (cf. figure 10 ) made available to the engines 103 and used here for combustion in a respective core engine 105 in order to drive a fan of the respective engine 103.

The block diagram of figure 10 10 illustrates the structure of the core engine 105 of an engine 103 in more detail. According to the figure 10 hydrogen is made available as fuel from the hydrogen storage tank 104 via the fuel supply system 201 to the respective core engine 105 . The core engine 105 has a low-pressure compressor 202, a high-pressure compressor 204, a diffuser 205, a fuel injection system 206, a combustion chamber 207, a high-pressure turbine 208, a low-pressure turbine 209 and a Outlet nozzle 210 on. The low pressure compressor 202 and the high pressure compressor 204 are shown in the block diagram of FIG figure 10 connected to each other via a connecting channel 203 . The high pressure compressor 204 is driven by the high pressure turbine 208 via a first shaft 211 while the low pressure compressor 203 is driven by the low pressure turbine 209 via a second shaft 212 . Instead of in the figure 10 Of course, a three-shaft design can also be provided for the visible two-shaft design for the coupling.

When the engine 103 is in operation, the low-pressure turbine 209 drives a fan 213 of the engine 103 via a (reduction) gear unit 214 . The transmission unit 214 is connected to the second shaft 212 on the input side and is coupled to the fan 213 via a fan shaft 215 on the output side. For example, gear unit 214 includes an epicyclic reduction gear. Alternatively or additionally, a planetary gear can be part of the gear unit 214, although alternative gear designs are of course also possible. In principle, a gear unit 214 can also be omitted, so that the second shaft 212 driven by the low-pressure turbine is coupled directly to the fan 213 .

the figure 11 shows a configuration known from the prior art of a combustion chamber assembly with the fuel injection system 206 and the combustion chamber 207, via which the turbine stages of the high-pressure turbine 208 and the low-pressure turbine 209 can be driven. The combustion chamber 207 defines a combustion chamber bounded by a combustion chamber wall 1 . The exhaust gas produced during combustion in the combustion chamber is conducted in the main flow direction s via a turbine guide wheel, in particular what is known as a turbine inlet guide wheel 8, to the high-pressure turbine 208. Upstream, the combustion chamber 207 has a combustion chamber head 11 and downstream therefrom a heat shield 12 in which a nozzle head of a fuel nozzle 7 of the fuel injection system 206 is accommodated. In practice, the heat shield 12 and the combustion chamber head 11 are often joined together as a welded construction. The combustion chamber 207 is further arranged between a (radially) outer casing 2 and a (radially) inner casing 3 of the combustion chamber assembly.

An air flow from the high-pressure compressor 205 is guided through the diffuser 205 and finally through the pre-diffuser 6 into a housing space accommodating the combustion chamber 207 . The air flow coming from the pre-diffuser 6 is divided here. Part of the air flow is conducted into the combustion chamber via the combustion chamber head 11, cooling air bores 10 provided in the heat shield 12 and the nozzle head of the fuel nozzle 7 in order to provide an ignitable fuel-air mixture there. Another part of the air from the pre-diffuser 6 flows into two (outer and inner) flow spaces 4 and 5, which are formed between an outer lateral surface of the combustion chamber wall 1 and the housings 2 and 3. Part of the air flow flows into the (outer) flow space 4 between the combustion chamber wall 1 and the outer housing 2, in which the combustion chamber 207 is completely accommodated. Another part of the air flow flows into the (inner) flow space 5 between the combustion chamber wall 1 and the radially inner housing 3. In the inner and Air reaching the outer flow spaces 4 and 5 is used to cool the combustion chamber wall 1. For example, (cooling) air in particular can be routed from the outside into the combustion chamber through cooling air bores 10 for more efficient cooling of the combustion chamber wall 1 and in particular combustion chamber shingles provided thereon on the combustion chamber side. In addition, the combustion chamber wall 1 has additional admixture air holes 9 in order to conduct part of the air from the flow spaces 4 and 5 into the combustion chamber as admixture air. In addition, air from the flow spaces 4 and 5 downstream of the combustion chamber 207 can also be used to cool the turbine guide wheel 8 .

To provide the flammable fuel-air mixture, the fuel provided by the fuel injection system 206 is mixed with air in the fuel nozzle 7 in the area of the heat shield 12 . A nozzle head of the fuel nozzle 7 is accordingly arranged on the combustion chamber head 11 of the combustion chamber 207 for this purpose. The nozzle head of the fuel nozzle 7 is provided on an end of a nozzle stem 70 of the fuel nozzle 7 that protrudes radially inwards and is fixed to the outer housing 2 or a housing wall of this outer housing 2 . In this case, the nozzle stem 70 protrudes through a through-hole 13 in the housing wall of the (outer) housing 2 and is fastened to the housing wall of the housing 2 in a sealing manner via a fastening flange 14 . In the figure 11 For example, the fastening flange 14 is connected to the housing 2 via screws 16 . The feed-through hole 13 on the housing wall of the housing 2 is sealed off via a seal 15 on the fastening flange 14 .

A known from the prior art fuel nozzle 7 is in the Figures 12A, 12B and 12C on an enlarged scale and different views in their installed state on the combustion chamber 207 in more detail.

The fuel nozzle 7 has an internal fuel supply line 17 inside the nozzle stem 70 via which fuel is supplied to a nozzle head 71 of the fuel nozzle 7 . The nozzle head 71 is accommodated in a through opening of the heat shield 12 in order to provide an ignitable fuel-air mixture for air and fuel downstream of the nozzle head 71 in the combustion chamber of the combustion chamber 207 via outflow openings 19 ′ and 21 ′ provided on an end face 710 of the nozzle head 71 . In the nozzle head 71, the fuel from the fuel supply line 17 reaches a distributor 20, via which the fuel can flow out downstream via a first outflow opening 21', which is circular in cross-section. The first outflow opening 21' for the fuel is formed on the nozzle head 71 in cross section in the manner of an annular gap. This is also in the cross-sectional view of the Figure 12B visible, which also illustrates the circular-cylindrical shape of the nozzle head 71.

On the end face 710 of the nozzle head 71, a (first) air flow is generated via a central second outflow opening 19', which is located radially further inward than the first annular outflow opening 21' for the fuel. Additional air flows are provided via additional outflow openings 23′ located radially further outside. These additional, third outflow openings 23' can be provided on the nozzle head 71 itself, but are located radially further outwards and are not formed on a core of the nozzle head 71 in which the distributor 20 for the fuel is formed.

Air guide elements 22 for twisting the respective air flow can be provided in a flow channel that opens into the central, second outflow opening 19′ and in flow channels that open out into one of the additional, third outflow openings 23′. Air guiding elements 22 of this type (also called twisting elements) thus allow the air to flow out with an additional moment, as a result of which mixture formation is improved.

Based on the in the Figure 12c The visible view of the end face 710 of the nozzle head 71 and thus an inside of the heat shield 12 facing the combustion chamber of the combustion chamber 207 once again illustrates the usual circular-cylindrical design of the nozzle head 71 of a fuel nozzle 7 according to the prior art. The outflow openings 19′, 21′ and 23′, which are concentric to one another and each have the shape of a circular ring, can also be seen from this.

During the formation of a fuel nozzle according to the Figures 12A, 12B and 12C offers advantages for the injection of a fuel-air mixture with liquid fuel, such a fuel nozzle has turned out to be disadvantageous in a hydrogen-operated engine 103, in which gaseous hydrogen is to be injected as fuel into the combustion chamber 207. Here, a proposed fuel nozzle represents a significant improvement over that of the Figures 1 to 8B different possible variants are shown as examples.

In this case, each of the embodiment variants on the end face 710 of the nozzle head 71 of the fuel nozzle 7 provides a plurality of first outflow openings 21 for hydrogen to be injected and at least one second outflow opening 19 for air to be injected. The at least one second outflow opening 19 is designed with a polygonal cross section or a polygonal cross-sectional area through which flow occurs, and a plurality of first outflow openings 21 for the hydrogen are arranged on the end face, each distributed around the at least one second outflow opening 19 .

Here is each, for example, according to the sectional side view of figure 1 , provided that the fuel—here hydrogen—is routed to the nozzle head 71 via the internal fuel supply line 17 provided in the nozzle stem 70 . At the nozzle head 71 the hydrogen is then injected at the end face 71 via discrete first outflow openings 21 . The hydrogen is made available to the first outflow openings 21 from the fuel supply line 17 via a distributor 20 on the nozzle head side.

In the variant of the Figures 1 and 2 the nozzle head 71 is designed with a rectangular cross section and has a single, central second outflow opening 19 with a likewise rectangular cross section for air to be injected. A plurality of first outflow openings 21 for hydrogen are arranged around this central second outflow opening 19 . The first outflow openings 21 for hydrogen to be injected have a cross-sectional area to be flown through which is only a fraction of the cross-sectional area to be flown through of the central second outflow opening 19 for air. Compared to the cross-sectional area of the central second outflow opening 19, the first outflow openings 21 are punctiform in a front view of the end face, so that the hydrogen exits via a plurality or a large number of small injection sources on the comparatively large-area end face 710.

The cross sections of the first inflow openings 21 can, for example, according to the Figures 2A, 2B and 2C be round, in particular circular ( Figure 2A ), but also polygonal, especially square and thus, for example, diamond-shaped ( Figure 2B ) or hexagonal ( Figure 2C ).

The nozzle head 71 of the fuel nozzle 7 of Figures 1 and 2 is likewise accommodated in a passage opening of a heat shield 12 on the combustion chamber side when installed as intended. As here in the view of figure 3 on the front side 710, a gap that runs completely around the circumference can be formed between an edge of the passage opening on the heat shield side and an edge of the rectangular end face 710. In the embodiment of the figure 3 this gap extends along a rectangular contour. The circumferential gap provides an additional outflow opening 23 for air. An air flow past the nozzle head 71 in the direction of the combustion space of the combustion chamber 207 for the hydrogen-air mixture to be generated can thus be provided via the additional outflow opening 23 .

In the variant of the figure 4 the nozzle head 7 is also designed with a square cross section on the end face 710 . However, the shape of the nozzle head 71 corresponds more closely to a segment of a circle of the combustion chamber head 11, which extends around a central axis of the engine 103, and of the associated heat shield 12 figure 4 the nozzle head 71 in cross-section through two main edges that run essentially parallel to one another and two side edges that connect these main edges to one another (and, for example, run essentially radially) -
in the figure 4 shown right and left - bordered. The radially outer and radially inner main edges of the nozzle head 71 each extend along an arc of a circle along a circumferential direction u (also compare figure 5 and 6 ).

A central second outlet opening 19 for air to be injected is in the embodiment of FIG figure 4 compared to the variant of the figures 2 and 3 more elongated in the circumferential direction u, but first outflow openings 21 with a significantly smaller cross section for hydrogen to be injected are also provided over the entire circumference of the central second outflow opening 19 .

On a radially outer edge of the nozzle head 71 and a radially outer edge of the passage opening in the heat shield 12, a narrow gap extending in the circumferential direction u is provided as one of two additional third outflow openings 23.1 and 23.2 for an additional air flow. A second gap for an additional outflow opening 23.2 in interaction with the passage opening on the heat shield side is formed at a radially inner edge of the nozzle head 71 at a radial distance therefrom.

In the variant of the figure 5 the end face 710 of the nozzle head 71 of the fuel nozzle 7 has a plurality of second outflow openings 21 for air to be injected, which are located next to one another along the circumferential direction u. The individual second outflow openings 19 each have a trapezoidal cross section and are each surrounded by a plurality of first outflow openings 19 for the hydrogen to be injected. Thus, a plurality of (at least two) first outflow openings 19 are always provided on the end face 71 , in particular between two consecutive second outflow openings 21 . If necessary, just one first outflow opening 19 can also be provided here between two consecutive second outflow openings 19 .

In the installed state of the fuel nozzle 7 of figure 5 is then also analogous to the embodiment of the figure 4 no gap running all around the circumference is formed as an additional outflow opening for air to be injected (although this would of course also be possible here). Analogous to the variant of the figure 4 Instead, two spatially separated, longitudinally extended additional outflow openings 23.1, 23.2 are formed on the one hand radially on the outside and on the other hand radially on the inside between a respective edge of the nozzle head 71 and a respective edge of the through-opening on the heat shield side, in which the nozzle head 71 is accommodated.

In a possible further training according to the Figures 7A and 7B air guide elements 22 are provided in the second outflow openings 19 for air to be injected and in flow channels 18 leading to the second outflow openings 19 within the nozzle head 71 . Via these air guide elements running at an angle to the circumferential direction u (compare in particular the sectional view of the Figure 7B ) a provided air flow is given a twist during operation of the engine 103, which is advantageous for the mixture formation.

In the alternative embodiment of the Figures 8A and 8B any air guide elements 22 provided for twisting an air flow are not provided on the outflow openings 19 themselves. Rather, air guide elements 22 are provided here only within the respective flow channels 18 opening into associated second outflow openings 19 . Thus, for example, a respective flow channel 18 within the nozzle head 71 has a corresponding one in front of its end opening into a second outflow opening 19 and thus downstream Air guiding element 22, for example in the form of a baffle plate, or a channel wall inclined to the circumferential direction u, in order to impart a twist to the air flow generated.

Although a proposed fuel nozzle is described above as being particularly suitable for injecting hydrogen, a proposed fuel nozzle is of course also suitable for injecting other liquid or gaseous fuels, for example for injecting methane. The plurality of first outflow openings 21 can thus also be provided for a different fuel to be injected and in this case can then be arranged distributed around at least one second outflow opening 19 for air to be injected.

Reference List

1

combustion chamber wall

2

Outer Case

3

inner case

4

Outer flow space

5

inner flow space

6

pre-diffuser

7

fuel nozzle

70

nozzle stem

71

nozzle head

710

face

8th

turbine guide wheel

9

proportioning air hole

10

cooling air hole

11

combustor head

12

heat shield

13

through hole

14

mounting flange

15

poetry

16

screw

17

fuel line

18

flow channel

19, 19'

Second outflow opening (for air)

20

distributor

21

First outflow opening (for hydrogen)

21'

First outflow opening (for kerosene)

22

air deflector

23, 23', 23.1, 23.2

Additional outflow opening

101

airplane

102

hull

103

(Turbofan) engine

104

hydrogen storage tank

105

core engine

201

fuel delivery system

202

low-pressure compressor

203

connecting channel

204

high-pressure compressor

205

diffuser

206

fuel injection system

207

combustion chamber

208

high pressure turbine

209

low pressure turbine

210

outlet nozzle

211

first wave

212

second wave

213

fan

214

(Reduction) gear unit

215

fan wave

s

main flow direction

and

circumferential direction

Claims (17)

Fuel nozzle for injecting hydrogen into a combustion chamber (207) of an engine (103), the fuel nozzle (7) having a nozzle head (71) with outflow openings (19, 21) on an end face (710) to provide a hydrogen-air mixture of the nozzle head (71),
characterized in that
on the front side there are several first outflow openings (21) for hydrogen to be injected and at least one second outflow opening (19) for air to be injected to provide the hydrogen-air mixture, the at least one second outflow opening (19) having a polygonal cross-section and the a plurality of first outflow openings (21) on the end face (710) distributed around the at least one second outflow opening (19). Fuel nozzle according to Claim 1, characterized in that the at least one second outflow opening (19) has a quadrangular cross-section. Fuel nozzle according to Claim 2, characterized in that the at least one second outflow opening (19) has a rectangular or trapezoidal cross section. Fuel nozzle according to one of Claims 1 to 3, characterized in that the at least one second outflow opening (19) and/or at least one flow channel (18) of the nozzle head (71) opening into the at least one second outflow opening (19) has at least one air guiding element (22 ) for twisting air flowing out via the at least one second outflow opening (19). Fuel nozzle according to one of the preceding claims, characterized in that two or more second outflow openings (19) are provided on the end face (710), around which a plurality of first outflow openings (21) for injecting hydrogen are distributed. Fuel nozzle according to Claim 5, characterized in that the two or more second outflow openings (19) are arranged one after the other along a circumferential direction (u) on the end face (710). Fuel nozzle according to one of the preceding claims, characterized in that the plurality of first outflow openings (21) each have a circular, diamond-shaped or hexagonal cross-section. Fuel nozzle according to one of the preceding claims, characterized in that the end face (710) of the nozzle head (71) is quadrilateral, in particular rectangular. Fuel nozzle according to one of the preceding claims, characterized in that the end face (710) of the nozzle head (71) has two main edges running essentially parallel to one another, each extending along a circular arc, and two side edges connecting the main edges to one another. Combustion chamber assembly with a combustion chamber (207) for an engine (104), on which at least one fuel nozzle (7) according to one of the preceding claims is provided for injecting a hydrogen-air mixture. Combustion chamber assembly according to Claim 10, characterized in that the combustion chamber (207) has a heat shield (12) with a through opening in which the nozzle head (71) of the fuel nozzle (7) is accommodated. Combustion chamber assembly according to Claim 11, characterized in that at least one additional outflow opening (23, 23.1, 23.2) is formed between the nozzle head (71) and an edge of the through opening, via which air flows past the nozzle head (71) into a combustion chamber of the combustion chamber ( 207) can flow. Combustion chamber subassembly according to Claim 12, characterized in that the at least one additional outflow opening (23, 23.1, 23.2) is formed by a gap which is elongated when looking at the end face (710) of the nozzle head (71) and is formed on a section of the outer Circumference of the nozzle head (71) runs along. Combustion chamber assembly according to Claim 12 or 13, characterized in that at least two additional outflow openings (23.1, 23.2) spatially separated from one another are formed between the nozzle head (71) and the edge of the passage opening. Combustion chamber subassembly according to Claim 12 or 13, characterized in that an additional outflow opening (23) running completely around the circumference of the nozzle head (71) is formed between the nozzle head (71) and the edge of the through-opening. Combustion chamber assembly according to Claim 15, characterized in that the additional outflow opening (23) which runs completely around the circumference of the nozzle head (71) has a rectangular contour. An engine including a combustor assembly according to any one of claims 10 to 16.

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