WO2024156685A1 - Combustion chamber for a gas turbine, and gas turbine - Google Patents

Abstract

The invention relates to a combustion chamber (10) for a gas turbine (100), comprising a pressure housing (11), a flame tube (12), as well as a fuel supply unit (13), wherein the flame tube (12) is at least partially arranged in the pressure housing (11), and the fuel supply unit (13) is at least partially arranged in the flame tube (12), wherein the fuel supply unit (13) comprises at least one pre-mixing chamber (14) for pre-mixing a fuel with air, and wherein the fuel supply unit (13) comprises at least one outflow channel (15) for introducing the fuel-air mixture from the pre-mixing chamber (14) into a combustion space (16) of the combustion chamber (10).

Description

Combustion chamber for a gas turbine and gas turbine

Description

The invention relates to ^: a combustion chamber with the features of independent patent claim 1, a combustion chamber with the features of independent patent claim 14, a gas turbine with the features of independent patent claim 16, a gas turbine with the features of independent patent claim 17, a vehicle with the features of independent patent claim 18, a method with the features of independent patent claim 19, a method with the features of independent patent claim 22, and a method with the features of independent patent claim 25.

The general operating principle of gas turbines is known from the state of the art. In gas turbine combustion chambers, the fuel and air are usually mixed predominantly at the end of the combustion chamber at which the fuel is introduced into the combustion chamber. A direct introduction of a fuel-air mixture into the combustion chamber and/or a successive supply of fuel along the axial extension of the combustion chamber does not take place, which means that the fuel-air ratio in the combustion chamber of the combustion chamber can only be adjusted locally to a limited extent and the emission behavior of the combustion chamber during operation can only be influenced to a limited extent.

It is therefore an object of the present invention to at least partially overcome at least one of the disadvantages described above. In particular, the object of the invention is to provide a combustion chamber for a gas turbine in order to achieve efficient and/or stable and/or low-emission combustion of fuels, in particular different fuels in the combustion chamber and preferably to enable or support stable and/or energy-efficient and/or low-emission operation of a gas turbine.

The above object is achieved by a combustion chamber with the features of independent patent claim 1, a combustion chamber with the features of independent patent claim 14, a gas tube with the features of independent

Patent claim 16, a gas turbine with the features of the independent

Patent claim 17 a vehicle with the features of the independent

Patent claim 18, a method having the features of the independent

Patent claim 19, a method having the features of the independent

Patent claim 22, as well as a method having the features of the independent

Patent claim 25. Further features and details of the invention •will become apparent from the

Subclaims, the description and the drawings. Features and details described in connection with the combustion chambers according to the invention apply mutually, and of course also in connection with the gas turbines according to the invention and/or in connection with the vehicle according to the invention and/or in connection with the methods according to the invention and vice versa, so that with regard to the disclosure of the individual aspects of the invention, reference is always made or can be made mutually.

According to the invention, a combustion chamber for a gas turbine is provided, comprising a pressure housing, a flame tube, and a fuel supply unit, wherein the flame tube is arranged, at least in sections, in particular completely, in the pressure housing and the fuel supply unit is arranged, at least in sections, in particular completely, in the flame tube, wherein the fuel supply unit comprises at least one, in particular one or exactly one, premixing chamber for premixing a fuel with air, in particular to form a fuel-air mixture, and wherein the fuel supply unit comprises at least one outflow channel for introducing the fuel-air mixture from the premixing chamber into a combustion chamber of the combustion chamber.

In other words, the invention provides that a combustion chamber, a pressure housing, a flame tube and a fuel supply unit. The The flame tube is arranged, at least in sections, in particular completely, in the pressure housing and the fuel supply unit is arranged, at least in sections, in particular completely, in the flame tube. The fuel supply unit comprises at least one, in particular one or exactly one, premixing chamber for premixing a fuel with air. A fuel-air mixture intended for combustion in a combustion chamber of the combustion chamber can thus be premixed in the premixing chamber. The fuel supply unit also comprises at least one outflow channel through which the fuel-air mixture generated in the premixing chamber can be discharged into the combustion chamber of the combustion chamber to be burned there.

A combustion chamber according to the invention has the advantage that the fuel-air mixture intended for combustion in the combustion chamber is not first formed in the combustion chamber of the combustion chamber and then ignited, but is already formed in advance in the premixing chamber of the fuel supply unit and then introduced into the combustion chamber. As a result, a particularly homogeneous fuel-air mixture with a predefined fuel-air ratio can be generated in a front area of the combustion chamber in relation to a flow through the combustion chamber along a main flow direction, and this enables homogeneous and even as well as low-emission combustion of the fuel-air mixture to be achieved right from the start.

Within the scope of the invention, it is conceivable that the fuel supply unit comprises a plurality of outflow channels for introducing a fuel-air mixture from the premixing chamber into the combustion chamber. In particular, it is conceivable that the fuel supply unit comprises at least ten, in particular at least twenty, preferably at least thirty, particularly preferably at least forty or at least fifty outflow channels for introducing a fuel-air mixture from the premixing chamber into the combustion chamber. By using a plurality of outflow channels, in particular offset ones, the fuel-air mixture can be distributed as evenly as possible in the combustion chamber and thus a correspondingly homogeneous combustion can be achieved. Accordingly, the components of the combustion chamber that form or delimit the combustion chamber, such as the flame tube or a flow body arranged in the flame tube, are subjected to a comparatively homogeneous thermal load with respect to their circumference. It can be provided that at least two, in particular all, outlet channels for introducing a fuel-air mixture from the premixing chamber into the combustion chamber are arranged on at least one circular path and/or at equidistant intervals. It can also be provided that the outlet channels are arranged on several, preferably concentrically arranged, circular paths of different radii. It is conceivable that the outlet channels are arranged at equidistant intervals on at least two circular paths, in particular on all circular paths. Additionally or alternatively, it can be provided that at least two circular paths, in particular all circular paths, have an equal radius difference or an equal, in particular absolute, difference in relation to their radii. At least one circular path, in particular all circular paths, can be arranged coaxially with the central axis or axis of rotation of the fuel supply unit in relation to its central axis or axis of rotation. By means of a described arrangement of the outflow channels, a spatially homogeneous introduction of the fuel-air mixture from the premixing chamber into the combustion chamber can be achieved. Alternatively or additionally, it can be provided that at least one outflow channel, in particular all outflow channels, for introducing a fuel-air mixture from the premixing chamber into the combustion chamber are in fluid communication with the combustion chamber and the premixing chamber in such a way that the fuel-air mixture from the premixing chamber can be introduced into the combustion chamber through the outflow channel.

The terms outer wall and inner wall should be understood in the context of the present invention to mean that an outer wall has an offset in the radial outward direction compared to an inner wall. In other words, the outer wall runs on a larger radius or on a larger radius range than the inner wall. Alternatively or additionally, the inner wall is arranged closer to the rotation or central axis of the combustion chamber than the outer wall. The same applies analogously to the terms inside and outside, whereby, for example, a wall (inner wall or outer wall) of a part or component can each comprise an inside and an outside.

The combustion chamber of the combustion chamber is to be understood here as a space in the combustion chamber in which the combustion of a fuel takes place and in which the resulting combustion gases are guided. The flow through the combustion chamber during operation of the combustion chamber takes place, starting from a fuel supply facing side of the combustion chamber, in the direction of a side of the combustion chamber facing away from the fuel supply. In particular, it is conceivable that the main flow direction in the combustion chamber is directed from a fuel supply unit arranged adjacent to the combustion chamber into the combustion chamber and/or in the direction of a guide vane arranged adjacent to the combustion chamber.

Within the scope of the invention, it can be provided that the flame tube and the pressure housing are designed as a common, preferably monolithic, component. In particular, it is conceivable that the flame tube and the pressure housing are made of the same material, preferably as a common cast part. This results in a particularly simple and cost-effective manufacture of the flame tube or the pressure housing. Furthermore, unwanted leakage flows between the flame tube and the pressure housing can be avoided from the outset by such a design, since no subsequent connection between the flame tube and the pressure housing has to be created and weak points resulting from this in relation to a seal between the various components can be avoided. Alternatively, it can be provided that the flame tube and the pressure housing are designed as separate components. In particular, it is conceivable that the flame tube and the pressure housing can be inserted into one another along an axial extension of the flame tube or the pressure housing or along a central axis and/or rotation axis of the flame tube or the pressure housing. It can be provided that the flame tube can be arranged at least partially, in particular completely, in the pressure housing. A separate design of the pressure housing and flame tube results in the advantage that the flame tube, as a wearing part, can be replaced particularly easily and cost-effectively without having to replace the pressure housing at the same time.

Within the scope of the present invention, it can be provided that a gas turbine is a micro gas turbine. In particular, it can be provided that the gas turbine is a gas turbine with an output of up to 1 MW, preferably with an output of up to 600 kW. In particular, it is conceivable that it is a gas turbine with an output of at least 200 kW or 200 kW, in particular at least 250 kW or 250 kW, preferably at least 400 kW or 400 kW, particularly preferably at least 600 kW or 600 kW. Furthermore, it can be provided that the gas turbine is a shaft power turbine. In other words, it can be provided that the gas turbine is designed to drive at least one, in particular exactly one, shaft. The (mechanical) rotational energy of the shaft can then be converted into electrical energy by a generator. The generator can be included in the gas turbine, so that the gas turbine first at least partially converts chemical energy bound in a fuel into (mechanical) rotational energy of at least one, in particular exactly one, shaft and then at least partially converts the (mechanical) rotational energy of at least one, in particular exactly one, shaft into electrical energy.

Within the scope of the invention, it can be provided that the gas turbine or combustion chamber is a gas turbine or combustion chamber that can be operated with hydrogen. The operation of the gas turbine or combustion chamber with alternative types of fuel is also conceivable. This can preferably be natural gas, kerosene or other types of fuel. The operation of a gas turbine or combustion chamber according to the invention with hydrogen is to be regarded as particularly preferred due to the low emissions compared to operation with fossil or synthetic fuels. Synthetic or fossil fuels can preferably be fuels based on hydrocarbons. In other words, it can be provided that the fuel is hydrogen. Alternatively, the fuel can be natural gas, kerosene or other types of fuel, with hydrogen being regarded as particularly preferred as a fuel due to its comparatively high environmental compatibility.

The term main flow direction is to be understood here as an axially aligned flow direction along which the flow in the combustion chamber, preferably in the combustion chamber of the combustion chamber, is directed, at least partially, during operation of the combustion chamber. The presence of an axial main flow direction does not exclude the flow from having further directional components, such as a circumferential component. An axial alignment is understood here to mean a parallel or substantially parallel alignment to the central axis, in particular the axis of rotation, of the combustion chamber or the flame tube and/or pressure housing and/or flow body and/or the Fuel supply unit is understood. In the present case, the main flow direction points from an area in which the fuel is supplied to the combustion chamber of the combustion chamber in the direction of an outlet opening of the combustion chamber, from which the combustion gas guided in the combustion chamber can exit and can preferably be supplied to a turbine or turbine section arranged downstream.

The term axial extension is to be understood here as the extension of the corresponding body (e.g. the flame tube and/or pressure housing and/or flow body) along its central axis or axis of rotation and/or along an axial direction. It can be provided that the central axis simultaneously forms the axis of rotation.

Within the scope of the invention, it can be provided that the flame tube delimits the combustion chamber of the combustion chamber at least in sections. In particular, it can be provided that the flame tube forms at least one outer wall of the combustion chamber. Additionally or alternatively, it can be provided that the fuel supply unit is arranged adjacent to an end of the combustion chamber that is upstream in relation to a flow through the combustion chamber along a main flow direction.

Within the scope of the invention, it can be advantageous that the pressure housing and/or the flame tube and/or the flow body and/or the fuel supply unit is/are rotationally symmetrical, at least in sections. Additionally or alternatively, it is conceivable that at least two, in particular all, components from the group of pressure housing, flame tube, fuel supply unit and flow body can be or are arranged coaxially with respect to their central axis and/or axis of rotation.

Within the scope of the invention, it can be advantageous that the pressure housing and the flame tube form a flow space, wherein an outer wall of the flow space is formed, at least in sections, in particular completely, by the pressure housing and an inner wall of the flow space is formed, at least in sections, in particular completely, by the flame tube, wherein the premixing chamber and the flow space are in fluid communication, so that air from the flow space can be introduced into the premixing chamber. In other words, it can be provided that the Combustion chamber comprises a flow space, wherein the flow space is delimited by the pressure housing and the flame tube. The flame tube forms an inner wall of the flow space and the pressure housing an outer wall of the flow space. The flow space serves to supply fresh air, in particular compressor air, into the combustion chamber or combustion chamber so that combustion can take place in the combustion chamber. So that a fuel-air mixture can be generated in the premixing chamber, the flow space and the premixing chamber of the fuel supply unit are in fluid communication so that air from the flow space can be introduced into the premixing chamber. This results in a structurally advantageous supply of air from the flow space to the premixing chamber, so that there is no need for a separate air supply to the premixing chamber. This results in a correspondingly compact and simple design of the combustion chamber as well as an air flow that is robust against any malfunctions and a guaranteed supply of fresh air to the premixing chamber.

It can also be provided that the flow space encloses the combustion chamber of the combustion chamber at least in sections, in particular completely, and/or that the combustion chamber and the flow space have a radial offset, with the flow space extending over larger radii than the combustion chamber. Additionally or alternatively, it can be provided that the flow space and the combustion chamber are separated by the flame tube and/or that the flame tube forms an inner wall of the flow space and an outer wall of the combustion chamber.

With regard to the present invention, it is conceivable that at least one air supply channel is included for introducing air into the flow space formed by the pressure housing and the flame tube, wherein the air supply channel is preferably designed to be spiral-shaped, at least in sections, so that the air introduced into the flow space through the air supply channel has a swirl, in particular around a central axis or axis of rotation of the flame tube. In other words, the air required for the combustion of a fuel in the combustion chamber can be introduced into the combustion chamber through the air supply channel. The air is first introduced into the flow space formed by the flame tube and pressure housing through the air supply channel. The air supply channel can be designed to be spiral-shaped, at least in sections, or can be wrapped around the flame tube, at least in sections. wind. In this way, a swirl can be imposed on the air guided through the air supply duct. The swirl can be directed around a central axis or axis of rotation of the flame tube. As a result, the air supplied does not flow through the air supply duct purely axially, but also has a circumferential component, so that the air supplied through the air supply duct flows around the flame tube in a swirling manner and air can be introduced into the combustion chamber via this. With regard to the spiral design of the air supply duct, at least in sections, it can be provided that the axis of rotation of the spiral is arranged coaxially with the central axis or axis of rotation of the flame tube and/or the pressure housing. The use of such an air supply duct results in a compact design of the combustion chamber and efficient air supply to the combustion chamber or combustion chamber. By means of a swirling flow around the flame tube, an advantageous introduction of air into the combustion chamber can be achieved, whereby a homogeneous mixing between fuel and air in the combustion chamber is achieved and stable and low-emission combustion can be achieved. It can be provided that the air supply channel has an air inlet opening for introducing an air flow into the air supply channel, wherein the air inlet opening is preferably arranged at a downstream end of the combustion chamber with respect to a flow through the combustion chamber along a main flow direction. Compressor air, for example, from a compressor upstream in the gas path of the combustion chamber, can be introduced into the combustion chamber through the air inlet opening. It can also be provided that the air inlet opening is oriented such that the introduction of the air into the air supply channel takes place orthogonally to a central axis or axis of rotation of the flame tube and/or pressure housing.

It is conceivable within the scope of the invention that at least one sensor for detecting a measured variable is arranged in the air supply duct. At least one sensor can be designed as a flow sensor, in particular as an air mass sensor, and/or as a temperature sensor and/or as a pressure sensor. In other words, it can be provided that an air mass flow and/or a temperature and/or a pressure in the air supply duct can be measured by at least one sensor. It can be provided that at least one sensor is arranged upstream of a spiral section of the air supply duct, with respect to a flow through the air supply duct from the air inlet opening in the direction of the flow space. In other words, it is conceivable that at least one sensor is positioned in such a way that air which flows through the Air supply channel flows in the direction of the flow space formed by the flame tube and pressure housing, first passes the sensor and only then enters the spiral section of the air supply channel. This has the advantage that a reliable detection of the air mass flow guided in the air supply channel can be achieved.

It is also conceivable with regard to the present invention that at least one sensor for detecting a pressure and/or a temperature is arranged in the air supply channel and/or in the flow space and/or in the combustion chamber and/or in the premixing chamber. In other words, it can be provided that at least one sensor element is arranged in the air supply channel and/or in the flow space and/or in the combustion chamber and/or in the premixing chamber, wherein the sensor element is designed to detect a temperature and/or a pressure. It can be provided that one sensor for detecting a temperature and one sensor for detecting a pressure are provided in each case. Combined detection of pressure and temperature via a sensor is also conceivable in the present case. By monitoring the pressure and temperature in the air supply channel and/or flow space and/or combustion chamber and/or in the premixing chamber, conclusions can be drawn about the amount of air present in the combustion chamber and/or flow space and/or in the premixing chamber or the fuel-air ratio present in the combustion chamber and/or the premixing chamber. Accordingly, on the basis of the recorded sensor data, an improved control of the combustion process in the combustion chamber can be realized or the setting of a fuel-air ratio in the combustion chamber or in the combustion space that is as constant as possible can be realized.

Within the scope of the invention, it is conceivable that the flame tube has at least one opening, in particular a bore, for introducing air from the flow space into the combustion chamber. In other words, it can be provided that at least one opening is provided in the flame tube, which penetrates the flame tube, so that air can be introduced from the flow space into the combustion chamber through the opening.

It is conceivable within the scope of the invention that at least one opening in the flame tube for introducing air from the flow space into the combustion chamber is designed in such a way that the air can be introduced into the combustion chamber with a swirl. Preferably, it can be provided for this purpose that a central axis of at least one opening in the flame tube for Introduction of air from the flow space into the combustion chamber is inclined compared to a radial orientation in a plane aligned orthogonal to the central axis or axis of rotation of the flame tube. This has the advantage that an air flow washing around the flame tube in the flow space can be guided through the openings into the combustion chamber with less loss and the swirl contained in the flow washing around the flame tube can be transported, at least partially, into the combustion chamber. The inclination of the central axis of at least one opening can preferably be aligned such that the opening faces a flow washing around the flame tube. Such an inclination is preferable with regard to an inflow of air from the flow space into the combustion chamber with as little loss as possible. However, it is also conceivable that the inclination of at least one opening is aligned such that the opening faces away from a flow washing around the flame tube.

Within the scope of the invention, it is conceivable that at least one, in particular one or exactly one, air duct is formed in the flame tube for introducing air from the flow space into the premixing chamber, wherein air from the flow space can be guided through the air duct from an outside of the flame tube to an inside of the flame tube. At least one air duct can penetrate the flame tube completely. In other words, it can be provided that the flame tube comprises at least one air duct, wherein the air duct penetrates the flame tube, so that air from the flow space or an outside of the flame tube can be guided through the air duct in the flame tube to an inside of the flame tube, so that the air can then be introduced into the premixing chamber of the fuel supply unit.

It can be provided within the scope of the invention that at least one, in particular one or exactly one, air duct of the flame tube comprises at least one distribution section and at least one connecting section, wherein the distribution section is designed as an annular channel which runs around the inside of the flame tube, at least in sections, in particular completely, and wherein the connecting section penetrates the flame tube in such a way that air from the flow space can be introduced into the distribution section via the connecting section. In this context, it can be provided that at least one distribution section can be brought into or lies in overlap with the fuel supply unit, at least in sections, so that air can preferably be distributed via the distribution channel, at least in sections, over the circumference of the Fuel supply unit, in particular along an outer wall of the fuel supply unit or the premixing chamber. In other words, it can be provided that at least one, in particular one or exactly one, air duct is formed in the flame tube for introducing air from the flow space into the premixing chamber, wherein the air duct comprises at least one distribution section and at least one connecting section. The distribution section can be arranged on an inner side of the flame tube and/or formed as an annular duct that runs around the entire circumference, at least in sections. Furthermore, the distribution section can be arranged, at least in sections, to overlap with the fuel supply unit, so that air can be distributed via the distribution section, at least in sections, over the circumference of the fuel supply unit, in particular along an outer wall of the fuel supply unit. Furthermore, it can be provided that at least one connecting section penetrates the flame tube, in particular completely, so that fluid communication between the flow space formed by the pressure housing and the flame tube and at least one distribution section of the air channel can be or is established via the connecting section. The proposed structure results in a particularly simple and at the same time robust air guide for supplying air to the premixing chamber of the fuel supply unit. At least one distribution section can be designed as a, preferably semicircular, groove. This results in a particularly low-loss flow guide in the distribution section.

It can be provided that at least one connecting section, in particular all connecting sections, is oriented with respect to its central axis in such a way that a swirling flow, in particular air flow, can be generated in the distribution section, wherein preferably the swirl or the axis of rotation of the swirl is directed around a central axis of the fuel supply unit. In other words, it can be provided that at least one connecting section is inclined with respect to its central axis in relation to a radial orientation in such a way that a swirling flow can be generated in the distribution section by the air introduced from the connecting section into the distribution section. This allows a low-loss inflow into the distribution section to be realized. In order to generate a swirling air flow in the distribution section, it can preferably be provided that a central axis of at least one connecting section is inclined with respect to a radial orientation in a orthogonal to the central axis or axis of rotation of the flame tube, wherein the angle of inclination between a radial orientation and the central axis of the connecting section is preferably at least 45°, in particular at least 60°, particularly preferably at least 70° (all figures in degrees). As a result, the air flow emerging from the connecting section can be applied to the fuel supply unit, at least partially, and a swirling air flow can thus be generated in the distribution section, wherein the axis of rotation of the swirl is preferably aligned coaxially or essentially coaxially with the central axis or axis of rotation of the fuel supply unit. By generating a swirling flow in the distribution section, a low-loss air transport into the premixing chamber can be achieved.

In particular, it is conceivable within the scope of the invention that one or exactly one air channel is formed in the flame tube for introducing air from the flow space into the premixing chamber, wherein the air channel comprises at least one, in particular one or exactly one, distribution section and at least two connecting sections, in particular at least four, preferably at least six, particularly preferably at least eight or exactly eight connecting sections, wherein the distribution section is formed as an annular channel which runs around the inside of the flame tube, at least in sections, preferably completely, and the connecting sections penetrate the flame tube in such a way that air from the flow space can be introduced into the distribution section via the connecting sections. It can be provided that the connecting sections are distributed over the circumference of the flame tube, in particular in equidistant sections.

It is also conceivable that in the fuel supply unit, in particular in an outer wall of the premixing chamber, at least one inlet opening is formed for introducing air, in particular from the flow space, into the premixing chamber, wherein preferably at least one inlet opening, in particular all inlet openings, at least in sections, can be brought into fluid communication with at least one air channel of the flame tube, so that air from the air channel can be introduced into the premixing chamber through the inlet opening. In other words, it can be provided that the fuel supply unit has at least one inlet opening for introducing air, in particular air from the flow space, into the premixing chamber. In this case, at least one opening can preferably be arranged in a wall of the premixing chamber or penetrate a wall of the premixing chamber in such a way that air can be guided from an outside of the premixing chamber to an inside of the premixing chamber or can be introduced into the premixing chamber. It can also be provided that at least one inlet opening, in particular all inlet openings, of the fuel supply unit for introducing air, in particular from the flow space, into the premixing chamber can be brought into fluid communication with at least one, in particular one or exactly one, air duct, so that air from the air duct can flow into the premixing chamber through the inlet opening or inlet openings. The proposed structure results in a particularly simple and at the same time robust air duct for supplying air to the premixing chamber of the fuel supply unit. It can be provided that the premixing chamber comprises several inlet openings, in particular at least four, preferably at least six, particularly preferably at least eight or exactly eight inlet openings. By using a plurality of inlet openings, a spatially homogeneous introduction of air into the premixing chamber can be achieved. At least two, in particular at least three or all, inlet openings can be distributed, preferably at equidistant intervals, over the circumference of the fuel supply unit. At least two inlet openings, in particular all inlet openings, can be arranged in an identical or substantially identical position with respect to an axial direction and/or an axial extension of the fuel supply unit.

Within the scope of the invention, it can be provided that the central axis of at least one inlet opening, in particular of all inlet openings, for introducing air, in particular from the flow space, into the premixing chamber is oriented in such a way that the air can be introduced into the premixing chamber with a swirl or a swirl can be generated in the premixing chamber, wherein the axis of rotation of the swirl is preferably aligned coaxially or substantially coaxially with the central axis or axis of rotation of the fuel supply unit. In order to generate a swirl-laden air flow in the premixing chamber, it can preferably be provided that a central axis of at least one inlet opening for introducing air, in particular from the flow space, into the premixing chamber, is inclined with respect to a radial orientation in a plane aligned orthogonally to the central axis or axis of rotation of the flame tube, wherein the angle of inclination between a radial Orientation and the central axis of the opening is at least 45°, in particular at least 60°, particularly preferably at least 70° (all figures in angular degrees). As a result, the air flow emerging from the inlet opening can be applied, at least partially, to the inner wall of the premixing chamber, thus generating a swirling air flow in the premixing chamber, wherein the axis of rotation of the swirl is preferably aligned coaxially or essentially coaxially with the central axis or axis of rotation of the fuel supply unit. By generating a swirling flow in the premixing chamber, a homogeneous mixing of fuel and air in the premixing chamber can be supported. The swirl generated in the premixing chamber can be designed in parallel with a swirl generated in at least one connecting section. As a result, a particularly low-loss air transport into the premixing chamber can be achieved.

It is also conceivable that the fuel supply unit comprises at least one, in particular one or exactly one, fuel supply channel for introducing a fuel into the premixing chamber. At least one fuel supply channel can comprise at least one outlet opening for introducing a fuel into the premixing chamber and/or at least one inlet opening for introducing a fuel into the fuel supply channel. It can be provided that at least one outlet opening of the fuel supply channel, preferably all outlet openings of the fuel supply channel for introducing a fuel into the premixing chamber, is arranged upstream of at least one inlet opening, in particular all inlet openings, for introducing air, in particular from the flow space, into the premixing chamber with respect to a flow through the combustion chamber along a main flow direction. This allows a more homogeneous mixing of air and fuel in the premixing chamber to be achieved. Additionally or alternatively, it can be provided that the central axis of at least one outlet opening for introducing a fuel into the premixing chamber is inclined to at least one central axis of an inlet opening for introducing air, in particular from the flow space, into the premixing chamber. This can generate stronger mixing vortices for mixing air and fuel in the premixing chamber and thus contribute to generating a fuel-air mixture that is as homogeneous as possible. Within the scope of the invention, it is optionally possible for at least one, in particular one or exactly one, fuel supply channel to be designed as a fuel nozzle, wherein the fuel nozzle comprises a hemispherical end section, wherein the end section is arranged, at least in sections, in the premixing chamber and wherein a plurality of outlet openings for introducing a fuel into the premixing chamber are formed in the end section, wherein the center axes of the outlet openings preferably intersect in the center of the end section and/or the outlet openings are distributed at equidistant intervals over the end section. In other words, it can be provided that at least one fuel supply channel is designed as a fuel nozzle, wherein in particular the fuel nozzle extends, at least in sections, into the premixing chamber of the fuel supply unit. At one end of the fuel nozzle, in particular at an end arranged, at least in part, in the premixing chamber, a hemispherical end section can be provided on the fuel nozzle, wherein a plurality of outlet openings, in particular at least four, preferably at least eight, preferably at least ten, particularly preferably at least twenty outlet openings, are formed in the end section for introducing a fuel into the premixing chamber. In this context, it can be provided that the central axes of the outlet openings intersect in the center, in particular the sphere center, of the end section and/or the outlet openings are distributed at equidistant intervals over the end section. Such a structure can support or realize a homogeneous fuel distribution in the premixing chamber.

At least one fuel supply channel of the fuel supply unit can comprise, preferably at one end, in particular at an end opposite at least one outlet opening of the fuel supply channel, at least one inlet opening for introducing a fuel into the fuel supply channel. Alternatively or additionally, at least one fuel supply channel of the fuel supply unit can comprise, preferably at one end, in particular at an end opposite at least one outlet opening of the fuel supply channel, at least one, in particular one or exactly one, connection interface for the preferably positive and/or force-fitting connection of the fuel supply channel to a fuel line. In this way, fuel from the fuel line can be introduced into the fuel supply channel in a targeted manner and without unwanted leaks. At least one connection interface can For example, it can be designed as a thread so that the connection between the fuel line and the fuel supply channel can be made or designed as a screw connection. For example, it is conceivable that an external thread is formed on the fuel supply channel so that the fuel line can be connected or can be connected to the fuel supply channel using a union nut, preferably provided on the fuel line.

Furthermore, within the scope of the invention, it can be provided that at least one outflow channel for introducing a fuel-air mixture from the premixing chamber into the combustion chamber is designed in such a way that the fuel-air mixture can be introduced into the combustion chamber with a swirl. It is conceivable that a rotation axis of the swirl is aligned coaxially or essentially coaxially with the central axis or rotation axis of the fuel supply unit and/or the flame tube and/or the flow body. In this context, it can be provided that the direction of the swirl imposed by the outflow channel corresponds to the direction of a swirl generated in the premixing chamber. This results in a low-loss inflow of the fuel-air mixture from the premixing chamber into the outflow channel(s) and/or the combustion chamber. Additionally or alternatively, it can be provided that at least one outflow channel is designed to be spiral-shaped, at least in sections, to generate a swirl, the rotation axis of the spiral preferably being aligned coaxially or substantially coaxially with the central axis or rotation axis of the fuel supply unit and/or the flame tube and/or the flow body. In this context, it is conceivable that the swirl of the fuel-air mixture introduced into the combustion chamber by the fuel supply unit is opposite to a swirl of the air introduced into the combustion chamber, in particular from the flow chamber. This makes it possible to achieve a particularly homogeneous mixture of the fuel-air mixture with the air introduced into the combustion chamber. Alternatively, it is conceivable that the swirl of the fuel-air mixture introduced into the combustion chamber by the fuel supply unit is designed to be parallel to a swirl of the air introduced into the combustion chamber, in particular from the flow chamber. This makes it possible to achieve a particularly low-loss flow in the combustion chamber.

With regard to the present invention, it is conceivable that the fuel supply unit has at least one, in particular one or exactly one, Receiving section for at least partially receiving a flow body, wherein a central axis of the fuel supply unit is preferably arranged coaxially with a central axis of the receiving section. This results in a structurally simple suspension of a flow body in the flame tube that is advantageous with regard to easy maintenance of the combustion chamber.

It is also conceivable that the fuel supply unit comprises at least one outflow channel for introducing a fuel-air mixture from the premixing chamber into a flow body, wherein in particular the outflow channel is arranged in a receiving section for at least partially receiving a flow body. In other words, it is conceivable that the fuel supply unit comprises at least one outflow channel through which a fluid connection can be established between the flow body and the premixing chamber. For this purpose, it can be provided that the outflow channel is arranged in the receiving section of the fuel supply unit, so that a fuel-air mixture from the premixing chamber can be introduced through the outflow channel in the receiving section, at least in sections, in the flow body that can be arranged or is arranged in the receiving section. By introducing a fuel and/or fuel-air mixture into the flow body, a continuous introduction of fuel or the fuel-air mixture into the combustion chamber along the axial extent of the combustion chamber or the combustion chamber can be realized. This allows the fuel-air ratio in the combustion chamber to be regulated locally and low-emission and stable combustion in the combustion chamber to be supported or ensured.

It can also be provided within the scope of the invention that at least one, in particular one or exactly one flow body is enclosed by the combustion chamber. It can be provided within the scope of the invention that the flame tube and the flow body form a combustion chamber, wherein an outer wall of the combustion chamber is formed, at least in sections, in particular completely, by the flame tube and an inner wall of the combustion chamber is formed, at least in sections, in particular completely, by the flow body.

It can be provided within the scope of the invention that at least one flow body comprises a fuel channel through which a fuel or a fuel-air mixture in the combustion chamber, wherein in particular the fuel channel has at least one inlet opening for introducing a fuel or the fuel-air mixture into the fuel channel and at least one outlet opening for discharging the fuel or the fuel-air mixture into the combustion chamber. In other words, at least one channel-shaped cavity (fuel channel) can be provided in the flow body, through which a fuel or a fuel-air mixture can be guided, at least in sections, through the flow body and introduced into the combustion chamber. For this purpose, it can be provided that the fuel channel has at least one inlet opening through which the fuel or the fuel-air mixture can be introduced into the fuel channel and/or that the fuel channel has at least one outlet opening for introducing the fuel or the fuel-air mixture into the combustion chamber. Such a structure has the advantage that a fuel can not only be introduced into the combustion chamber locally at one end of the combustion chamber, but can also be distributed via the flow body along the axial extent of the combustion chamber or continuously introduced into the combustion chamber. This makes it possible to locally control the fuel-air ratio in the combustion chamber and thus achieve stable and low-emission combustion in the combustion chamber. It can be provided that at least one outlet opening is designed as a nozzle (fuel nozzle) so that the flow rate of the fuel or the fuel-air mixture is locally increased as it exits the outlet opening into the combustion chamber. This can ensure that ignition of the fuel or the fuel-air mixture in the combustion chamber does not result in a flashback into the fuel channel. Alternatively or additionally, it is conceivable that at least one inlet opening, in particular all inlet openings, is arranged upstream of at least one outlet opening, in particular all outlet openings, with respect to a flow through the combustion chamber along a main flow direction. Alternatively or additionally, it can be provided that the flow body, at least in sections, can be arranged or is arranged in a receiving section of the fuel supply unit in such a way that at least one inlet opening of a fuel channel of the flow body, at least in sections, can be brought or is in fluid communication with at least one outflow channel for introducing a fuel-air mixture from the premixing chamber into the flow body, so that a fuel or a fuel-air mixture from the premixing chamber of the fuel supply unit into the flow body, preferably into the fuel channel of the flow body.

Within the scope of the invention, it can be advantageous that the fuel supply unit comprises at least one auxiliary premixing chamber for premixing a fuel with air, and wherein the fuel supply unit includes at least one outflow channel for introducing the fuel-air mixture from the auxiliary premixing chamber into the combustion chamber of the combustion chamber. Preferably, it can be provided that in at least one outflow channel, preferably in all outflow channels, at least one, preferably one or exactly one, ignition cartridge is arranged for catalytic ignition of the fuel-air mixture guided through the outflow channel into the combustion chamber for introducing the fuel-air mixture from the auxiliary premixing chamber. In other words, it can be provided that the fuel supply unit comprises at least one auxiliary premixing chamber in addition to the premixing chamber, wherein the auxiliary premixing chamber is designed for premixing a fuel with air. It can be provided that at least one secondary premixing chamber, in particular all secondary premixing chambers, are designed separately from the premixing chamber and/or are fluidically separated from the premixing chamber, so that preferably no, in particular direct, fluid communication can take place from the secondary premixing chamber to the premixing chamber or vice versa. Due to the proposed structure, a fuel-air mixture can be generated at least temporarily in a secondary premixing chamber during operation of the combustion chamber and can be fed into the combustion chamber of the combustion chamber via the outflow channel. The ignition cartridge arranged in the outflow channel catalytically ignites the fuel-air mixture. This can start and/or support continuous combustion of the remaining fuel or fuel-air mixture introduced into the combustion chamber via the fuel supply unit. In other words, for example, a fuel-air mixture can be formed and catalytically ignited in the secondary premixing chamber(s) only in a start phase of combustion. Subsequently, continuous combustion in the combustion chamber can be maintained by a continuous supply of a fuel-air mixture into the combustion chamber solely through the outlet channels of the premixing chamber and the fuel supply unit. This protects the ignition cartridges in terms of wear. Furthermore, the use of ignition cartridges allows reliable ignition of the fuel-air mixture. mixture and the number of mechanical ignition devices such as spark plugs can be reduced or their use can be avoided entirely.

Within the scope of the invention, it is conceivable that at least two, preferably all, secondary premixing chambers and/or outflow channels for introducing a fuel-air mixture from a secondary premixing chamber into the combustion chamber and/or ignition cartridges are arranged on a circular path, the rotation axis of the circular path being aligned coaxially with the rotation axis of the fuel supply unit. Additionally or alternatively, it is conceivable that at least two, preferably all, secondary premixing chambers and/or outflow channels for introducing a fuel-air mixture from a secondary premixing chamber into the combustion chamber and/or ignition cartridges are distributed, preferably at equidistant intervals, over the circumference of the fuel supply unit. This enables homogeneous ignition of the fuel-air mixture in the combustion chamber by the ignition cartridges.

Within the scope of the present invention, it can be provided that at least one ignition cartridge comprises at least one wire, preferably a wire mesh or wire braid, wherein the wire, in particular the wire mesh or wire braid, can be brought into contact, at least in sections, with a fuel-air mixture that can be passed through or is passed through the ignition cartridge. In particular, at least one wire, preferably the wire mesh or wire braid, can be made at least partially or completely from platinum, in particular from an alloy of platinum and rhodium. By using platinum or a platinum-rhodium alloy, a catalytic ignition of the fuel-air mixture passed through the ignition cartridge can be achieved. A coarse-meshed design of the wire mesh is recommended to avoid pressure losses.

It is conceivable within the scope of the invention that the fuel supply unit comprises several, in particular at least two, preferably at least four or exactly four, particularly preferably at least six or exactly six, secondary premixing chambers. Additionally or alternatively, it can be provided that each secondary premixing chamber is in fluid communication with at least one, in particular one or exactly one, outflow channel for introducing a fuel-air mixture from the secondary premixing chamber into the combustion chamber of the combustion chamber. Also it is conceivable that at least one secondary premixing chamber is in fluid communication with several, in particular at least two or at least four, outflow channels for introducing a fuel-air mixture from the secondary premixing chamber into the combustion chamber of the combustion chamber. By supplying several outflow channels from just one secondary premixing chamber, a simplified fuel supply to the combustion chamber can be achieved. The assignment of each premixing chamber to just one outflow channel results in a structurally simpler design of the fuel supply unit.

Within the scope of the invention, it is conceivable that at least one secondary premixing chamber, preferably all secondary premixing chambers, can be brought into or is in fluid communication with at least one air channel of the flame tube, so that air can be introduced into the secondary premixing chamber through the air channel. In particular, at least one secondary premixing chamber can comprise at least one inlet opening for introducing air into the secondary premixing chamber, wherein the inlet opening can preferably be brought into or is in fluid communication, at least in sections, with at least one air channel of the flame tube. In this context, it is conceivable that at least one secondary premixing chamber, preferably all secondary premixing chambers, is in fluid communication with at least one, in particular one or exactly one, distribution section of at least one air channel. The proposed structure enables a structurally simple and at the same time reliable air supply to the secondary premixing chamber or the secondary premixing chambers.

It can be provided within the scope of the invention that at least one secondary premixing chamber, in particular all secondary premixing chambers, comprises at least one, in particular one or exactly one, fuel supply channel for introducing a fuel into the secondary premixing chamber. At least one fuel supply channel can comprise at least one outlet opening for introducing a fuel into the premixing chamber and/or at least one inlet opening for introducing a fuel into the fuel supply channel. It can be provided that at least one outlet opening of the fuel supply channel, preferably all outlet openings of the fuel supply channel, for introducing a fuel into a secondary premixing chamber, with respect to a flow through the combustion chamber along a main flow direction, upstream of at least one inlet opening, in particular all inlet openings, for introducing air, in particular from the flow space, into the secondary premixing chamber. is arranged. This allows a more homogeneous mixing of air and fuel in the secondary premixing chamber to be achieved. Additionally or alternatively, it can be provided that the central axis of at least one outlet opening for introducing a fuel into the secondary premixing chamber is inclined to at least one central axis of an inlet opening for introducing air, in particular from the flow space, into the premixing chamber. This allows stronger mixing vortices to be generated for mixing air and fuel in the secondary premixing chamber and thus contributes to generating the most homogeneous fuel-air mixture possible.

It is also conceivable that a guide device is included for directing a flow emerging from the combustion chamber. It can be provided that the guide device comprises at least one, in particular one or exactly one, receiving section for at least partially receiving the flow body, wherein in particular the guide device extends, at least in sections, into the flame tube and, at least in sections, forms an inner wall of the combustion chamber. This results in a structurally simple suspension of the flow body in the flame tube that is advantageous in terms of easy maintenance of the combustion chamber. It can also be provided that the guide device is designed to be rotationally symmetrical, at least in sections, and in particular a rotation axis or central axis of the guide device is arranged coaxially with a rotation axis of the flame tube and/or a rotation axis or central axis of the guide device intersects the receiving section in the middle.

Within the scope of the invention, it can be provided that the flow emerging from the combustion chamber is directed through the guide vane to a turbine rotor arranged downstream of the guide vane with respect to a flow through the combustion chamber along a main flow direction. It is conceivable that the guide vane comprises at least one guide vane. The guide vane can preferably comprise a plurality of guide vanes, the guide vanes forming a guide grid or guide wheel. Alternatively or additionally, it can also be provided that the guide vane is arranged adjacent to an end of the combustion chamber which is downstream with respect to a flow through the combustion chamber along a main flow direction.

It can be provided within the scope of the invention that at least one receiving section, in particular one or exactly one, receiving section of the Pre-guide apparatus and/or a receiving section of the fuel supply unit can be connected to the flow body in a form-fitting and/or force-fitting manner, at least in sections. It can be provided that the cross section of at least one receiving section, in particular a receiving section of the pre-guide apparatus and/or a receiving section of the fuel supply unit, and the cross section of the flow body, in particular the cross section of at least one end of the flow body, are designed to be complementary to one another, at least in sections, so that the flow body can be inserted into the receiving section, at least in sections. It can be provided within the scope of the invention that the cross section of at least one receiving section, in particular a receiving section of the pre-guide apparatus and/or a receiving section of the fuel supply unit, is circular. This results in the advantage of a particularly simple arrangement of the flow body in the receiving section. It can also be provided that the cross section of the receiving section, in particular a receiving section of the guide vane and/or a receiving section of the fuel supply unit, is oval, triangular, rectangular, square or otherwise polygonal. This results in the advantage that when the flow body is received, at least in sections, in the receiving section, the flow body is secured against rotation about a central axis or axis of rotation of the flow body.

It is conceivable within the scope of the invention that at least two, in particular all components from the group of flame tube, pressure housing, fuel supply unit and flow body are designed as separate components. This results in the advantage that individual components of the combustion chamber can be replaced independently of other components, for example in the event of increased wear, which enables time- and cost-efficient maintenance of the combustion chamber. Alternatively or additionally, it is conceivable that the pressure housing and the flame tube can be inserted into one another, at least in sections, along an axial extension of the flame tube and/or the pressure housing or along a central axis and/or rotation axis of the flame tube and/or the pressure housing. In other words, it can be provided that the flame tube can be inserted into the pressure housing, at least in sections, in particular completely, along a central axis of the flame tube or the pressure housing. A separate design of the flame tube and pressure housing results in the advantage that the Flame tube and fuel supply unit can be replaced independently of one another. Alternatively or additionally, it is conceivable that the flame tube and the fuel supply unit can be inserted into one another, at least in sections, along an axial extension of the flame tube and/or the fuel supply unit or along a central axis and/or rotation axis of the flame tube and/or the fuel supply unit. In other words, it can be provided that the fuel supply unit can be inserted into the flame tube, at least in sections, in particular completely, along a central axis of the flame tube or the fuel supply unit. A separate design of the flame tube and fuel supply unit results in the advantage that the flame tube and the fuel supply unit can be replaced independently of one another.

Within the scope of the invention, it can be provided that the surface of at least one flow body, in particular at least the part of the surface which forms an inner wall of the combustion chamber, is designed as a closed surface. In other words, it is conceivable that the surface, in particular at least the part of the surface which forms an inner wall of the combustion chamber, has no openings, i.e. is designed to be free of openings.

The above object is further achieved by a combustion chamber for a gas turbine, comprising a pressure housing, a flame tube, a fuel supply unit and at least one, in particular one or exactly one, flow body, wherein the flame tube is arranged, at least in sections, in particular completely, in the pressure housing and the fuel supply unit is arranged, at least in sections, in particular completely, in the flame tube and the flow body is arranged, at least in sections, in particular completely, in the flame tube and, at least in sections, in the fuel supply unit, wherein the fuel supply unit comprises at least one, in particular one or exactly one, fuel supply channel for introducing a fuel or a fuel-air mixture into the flow body, wherein the flow body comprises at least one fuel channel for introducing a fuel or a fuel-air mixture into a combustion chamber of the combustion chamber, wherein at least one fuel supply channel of the fuel supply unit is in fluid communication with at least one fuel channel of the flow body, so that a fuel or a fuel-air mixture can flow through the Fuel supply channel of the fuel supply unit can be introduced into the fuel channel of the flow body.

In other words, according to the invention, a combustion chamber comprises a pressure housing, a flame tube, a fuel supply unit and at least one, in particular one or exactly one, flow body. The flame tube is arranged, at least in sections, in particular completely, in the pressure housing and the fuel supply unit is arranged, at least in sections, in particular completely, in the flame tube and the flow body is arranged, at least in sections, in particular completely, in the flame tube and, at least in sections, in the fuel supply unit. The fuel supply unit further comprises at least one fuel supply channel for introducing a fuel or a fuel-air mixture into the flow body. The flow body further comprises at least one fuel channel for introducing the fuel and/or the fuel-air mixture into a combustion chamber of the combustion chamber. At least one fuel channel of the flow body is in fluid communication with at least one fuel supply channel of the fuel supply unit such that a fuel or a fuel-air mixture can be introduced into the fuel channel of the flow body through the fuel supply channel of the fuel supply unit.

A combustion chamber according to the invention has the advantage that a fuel can not only be introduced into the combustion chamber locally at one end of the combustion chamber, but can also be distributed via the flow body along the axial extent of the combustion chamber or continuously introduced into the combustion chamber. This makes it possible to control the fuel-air ratio in the combustion chamber locally and thus achieve stable and low-emission combustion in the combustion chamber.

It is conceivable in the present case that at least one fuel channel of the flow body has at least one inlet opening through which the fuel or the fuel-air mixture can be introduced into the fuel channel and/or that the fuel channel has at least one outlet opening for introducing the fuel or the fuel-air mixture into the combustion chamber. It can be provided that at least one outlet opening is designed as a nozzle (fuel nozzle) so that the flow rate of the fuel or the fuel-air mixture when exiting the Outlet opening into the combustion chamber is locally increased. This can ensure that ignition of the fuel or fuel-air mixture in the combustion chamber does not result in a flashback into the fuel channel. Alternatively or additionally, it is conceivable that at least one inlet opening, in particular all inlet openings, are arranged upstream of at least one outlet opening, in particular all outlet openings, with respect to a flow through the combustion chamber along a main flow direction.

Within the scope of the invention, it is conceivable that at least one recess is provided on the flame tube for at least partially accommodating at least one, in particular one or exactly one, spark plug. In particular, it is conceivable that several, in particular at least two, at least four, at least six, preferably at least eight or at least ten, recesses are provided on the flame tube for at least partially accommodating at least one, in particular one or exactly one, spark plug. The recesses on the flame tube can preferably be distributed over the circumference of the flame tube, in particular at equidistant intervals. At least one recess for partially accommodating a spark plug on the flame tube can be dimensioned such that a spark plug can be guided through the recess, preferably lengthwise, at least in sections. The proposed structure enables the spark plugs to be easily replaced without the combustion chamber having to be completely or partially dismantled.

Within the scope of the invention, it can be provided that at least two, in particular all, recesses for at least partially accommodating a spark plug in the flame tube have an identical or substantially identical distance to the central axis of the flame tube with respect to their central axis and/or are distributed at equidistant intervals over the circumference of the flame tube. In other words, it can be provided that the recesses for at least partially accommodating a spark plug in the flame tube are arranged on a circular path, the center of the circular path being formed or intersected by the central axis of the flame tube. Additionally or alternatively, it is conceivable that the central axis of at least one recess for partially accommodating a spark plug on the flame tube is oriented axially or substantially axially, so that the spark plug can preferably be introduced into the recess along an axial direction, at least in sections. At least one Recess for accommodating a spark plug in sections in the flame tube can comprise a threaded section, in particular an internal threaded section, wherein a spark plug can be screwed into the threaded section. This makes it possible to create a force-fitting or positive connection between the spark plug and the flame tube and to fix the spark plug in its position during operation of the combustion chamber.

Within the scope of the invention, it can be provided that the combustion chamber comprises at least one spark plug for igniting a fuel-air mixture in the combustion chamber of the combustion chamber. In particular, it can be provided that several, preferably at least two, at least four or at least six, preferably at least eight or at least ten, spark plugs are included. At least one spark plug can comprise a threaded section, in particular an external threaded section, wherein the spark plug can be screwed via the threaded section into a recess, in particular into a threaded section of the recess, for at least partially accommodating a spark plug in the flame tube.

Within the scope of the invention, it can be provided that a flow body comprises at least one fuel channel, wherein the fuel channel comprises at least one inlet opening for introducing a fuel or fuel-air mixture into the fuel channel and a plurality of outlet openings for introducing the fuel or fuel-air mixture into the combustion chamber. It is also conceivable that the outlet openings are distributed along the axial extent of the flow body, wherein the axial distance of the outlet openings at an end of the flow body that is downstream in the combustion chamber with respect to the main flow direction is greater than the axial distance of the outlet openings at an end of the flow body that is upstream in the combustion chamber with respect to the main flow direction. As a result, a rich combustion of a fuel and a subsequently increasingly lean combustion along the main flow direction and low-emission operation of the combustion chamber can be achieved in the front region of the combustion chamber with respect to the main flow direction. It can further be provided that at at least one axial position at which an outlet opening is arranged, a plurality of outlet openings are distributed over the circumference of the flow body, in particular at equidistant intervals. The above object is further achieved by a gas turbine according to the invention, comprising at least one combustion chamber, the combustion chamber comprising a pressure housing, a flame tube, and a fuel supply unit, wherein the flame tube is arranged, at least in sections, in the pressure housing and the fuel supply unit is arranged, at least in sections, in the flame tube, wherein the fuel supply unit comprises at least one premixing chamber for premixing a fuel with air and wherein the fuel supply unit comprises at least one outflow channel for introducing the fuel-air mixture from the premixing chamber into a combustion chamber of the combustion chamber. The same advantages arise with regard to the gas turbine as have been described with regard to the combustion chamber.

In particular, it can be provided within the scope of the invention that at least one combustion chamber of the gas turbine is designed as a combustion chamber according to the invention, preferably as a combustion chamber according to one of claims 1 to 13 or 15.

Furthermore, within the scope of the invention, it is conceivable that a central axis or rotation axis of the combustion chamber is arranged coaxially with the rotation axis of at least one shaft of the gas turbine. This results in particularly easy access to the combustion chamber, so that adjustments to the combustion chamber or any maintenance work can be carried out particularly easily and in a time-efficient manner.

Furthermore, the above object is achieved by a gas turbine comprising at least one combustion chamber, the combustion chamber comprising a pressure housing, a flame tube, a fuel supply unit and a flow body, wherein the flame tube is arranged, at least in sections, in the pressure housing and the fuel supply unit is arranged, at least in sections, in the flame tube and the flow body is arranged, at least in sections, in the flame tube and, at least in sections, in the fuel supply unit, wherein the fuel supply unit comprises at least one fuel supply channel for introducing a fuel into the flow body, wherein the flow body comprises at least one fuel channel for introducing a fuel into a combustion chamber of the combustion chamber, wherein at least one fuel supply channel of the fuel supply unit is in fluid communication with at least one fuel channel of the flow body, so that a fuel can be fed through the fuel supply channel of the fuel supply unit into the The fuel channel of the flow body can be introduced. With regard to the gas turbine, the same advantages arise as have been described with regard to the combustion chamber.

In particular, it can be provided within the scope of the invention that at least one combustion chamber of the gas turbine is designed as a combustion chamber according to the invention, preferably as a combustion chamber according to one of claims 14 to 15.

Furthermore, within the scope of the invention, it is conceivable that a central axis or rotation axis of the combustion chamber is arranged coaxially with the rotation axis of at least one shaft of the gas turbine. This results in particularly easy access to the combustion chamber, so that adjustments to the combustion chamber or any maintenance work can be carried out particularly easily and in a time-efficient manner.

The above object is further achieved by a vehicle according to the invention, comprising at least one gas turbine according to the invention, in particular at least one gas turbine according to claim 16 and/or at least one gas turbine according to claim 17. Within the scope of the invention, it can preferably be provided that the vehicle is designed as a car, a truck, a train or a ship, in particular a motor-driven ship. With regard to a vehicle according to the invention, the same advantages arise as have already been described with regard to a combustion chamber according to the invention or a gas turbine according to the invention.

Within the scope of the invention, it can be provided that electrical energy for driving the vehicle can be generated by at least one or the gas turbine. In other words, it is conceivable that the energy contained in a fuel can be converted, at least partially, into electrical energy by the gas turbine, wherein the electrical energy is used or can be used, at least partially, to drive the vehicle. For this purpose, it can be provided that the gas turbine comprises at least one generator which is designed to convert mechanical energy generated by the gas turbine into electrical energy.

It can also be provided within the scope of the invention that the vehicle is designed as an aircraft, in particular a commercial aircraft. In this context, it can be provided that the gas turbine is designed as an APU (Auxiliary Power Unit). in the aircraft, at least to provide electrical energy (e.g. to at least partially operate the on-board electronics).

It can also be provided within the scope of the invention that a gas turbine according to the invention, in particular a gas turbine according to claim 20, is used as part of a combined heat and power plant, preferably for the combined generation of electricity and heat. In this respect, it should be noted that the above object is also achieved by a combined heat and power plant, the combined heat and power plant comprising at least one gas turbine according to the invention, preferably at least one gas turbine according to claim 16 and/or at least one gas turbine according to claim 17.

The above object is further achieved by a method according to the invention for operating a combustion chamber, wherein at least the following steps are carried out, in particular in the order given:

- Introducing fuel into a premixing chamber of a fuel supply unit,

- Introducing air into the premixing chamber of the fuel supply unit,

- Mixing the fuel and air in the premixing chamber to form a fuel-air mixture,

- Introducing the fuel-air mixture into a combustion chamber of the combustion chamber and/or introducing the fuel-air mixture into a flow body arranged, at least in sections, in a combustion chamber and/or the fuel supply unit.

Within the scope of the invention, it can be provided that the combustion chamber is a combustion chamber according to the invention. In particular, it can be a combustion chamber according to one of claims 1 to 13 or 15.

Furthermore, within the scope of the invention, it can be provided that at least one of the following steps is additionally carried out:

- Introduction of the fuel-air mixture from the flow body into the combustion chamber,

- Ignition of the fuel-air mixture in the combustion chamber by at least one spark plug. With regard to the present invention, it is conceivable that at least one of the following steps is additionally carried out:

- introducing fuel into at least one secondary premixing chamber of the fuel supply unit,

- introducing air into at least one secondary premixing chamber of the fuel supply unit,

- Mixing the fuel and air in the secondary premixing chamber to form a fuel-air mixture,

- Introducing the fuel-air mixture into an outflow channel, in particular for introducing a fuel-air mixture from the secondary premixing chamber into the combustion chamber, and catalytically igniting the fuel-air mixture in the outflow channel by means of at least one ignition cartridge arranged in the outflow channel, at least in sections.

Furthermore, the above object is achieved by a method for operating a combustion chamber, wherein at least the following steps are carried out, in particular in the specified order:

- Introducing fuel into the fuel supply channel of the fuel supply unit,

- introducing the fuel from the fuel supply channel of the fuel supply unit into the fuel channel of the flow body,

- Introducing the fuel from the fuel channel of the flow body into the combustion chamber,

- Mixing the fuel with air in the combustion chamber to form a fuel-air mixture.

Within the scope of the invention, it can be provided that the combustion chamber is a combustion chamber according to the invention. In particular, it can be a combustion chamber according to one of claims 14 or 15.

Within the scope of the invention, it may be advantageous that at least the following step is additionally carried out:

- Ignition of the fuel-air mixture in the combustion chamber by at least one spark plug. Within the scope of the invention, it is conceivable that the fuel-air mixture in the combustion chamber is ignited by a plurality of spark plugs, with the ignition of at least two spark plugs occurring at different times. In particular, it can be provided that the ignition of two adjacent spark plugs always occurs one after the other, so that an ignition spark that rotates with respect to the spark plugs is realized. It can also be provided that the rotation direction of the ignition spark is designed to be opposite to a swirl of a fuel or fuel-air mixture introduced into the combustion chamber by the fuel supply unit. This makes it possible to achieve uniform ignition or combustion of the fuel-air mixture introduced into the combustion chamber.

The above object is further achieved by a method according to the invention for operating a vehicle according to the invention, in particular a vehicle according to claim 18, wherein at least the following steps are carried out, in particular in the order given:

- Generation of electrical energy by the gas turbine, in particular by combustion of hydrogen,

- Use of electrical energy to power the vehicle.

Within the scope of the invention, it can be provided that individual steps of at least one method according to the invention are carried out at least partially, simultaneously and/or, at least temporarily, continuously. With regard to the methods according to the invention, the same advantages arise as have already been described with regard to the combustion chambers according to the invention or the gas turbines according to the invention or a vehicle according to the invention.

Further advantages, features and details of the invention emerge from the following description, in which several embodiments of the invention are described in detail with reference to the drawings. The features mentioned in the claims and in the description can each be essential to the invention individually or in any combination. In this case:

Fig. 1 is a schematic sectional view of a combustion chamber, Fig. 2 is a schematic view of a fuel supply unit,

Fig. 3 is a schematic view of a fuel supply unit,

Fig. 4 is a schematic sectional view of a fuel supply unit and a flow body,

Fig. 5 is a schematic sectional view of a fuel supply unit in a flame tube,

Fig. 6 is a schematic view of an air supply duct,

Fig. 7 is a schematic sectional view of a flame tube,

Fig. 8 is a schematic sectional view of a combustion chamber,

Fig. 9 is a schematic view of a fuel supply unit,

Fig. 10 is a schematic sectional view of a combustion chamber,

Fig. 11 is a schematic sectional view of a flow body,

Fig. 12 is a schematic view of a gas turbine,

Fig. 13 is a schematic view of a vehicle,

Fig. 14 is a schematic view of a process,

Fig. 15 is a schematic view of a method and

Fig. 16 is a schematic view of a process. Fig. 1 shows a schematic sectional view of a combustion chamber 10 for a gas turbine 100. The combustion chamber 10 comprises a pressure housing 11, a flame tube 12 and a fuel supply unit 13. The flame tube 12 is arranged, at least in sections, in the pressure housing 11 and the fuel supply unit 13 is arranged, at least in sections, in the flame tube 12. The fuel supply unit 13 comprises at least one premixing chamber 14 for premixing a fuel with air. The fuel supply unit 13 also comprises at least one outflow channel 15 for introducing the fuel-air mixture from the premixing chamber 14 into a combustion chamber 16 of the combustion chamber 10.

A combustion chamber 10 according to the invention has the advantage that the fuel-air mixture intended for combustion in the combustion chamber 16 is not first formed in the combustion chamber 16 of the combustion chamber 10 and then ignited, but is already formed in advance in the premixing chamber 14 of the fuel supply unit 13 and then introduced into the combustion chamber 16. As a result, a particularly homogeneous fuel-air mixture with a predefined fuel-air ratio can be generated in a front area of the combustion chamber 16 with respect to a flow through the combustion chamber 16 along a main flow direction H, thus realizing a homogeneous and uniform as well as low-emission combustion of the fuel-air mixture.

As can be seen from Fig. 1, the fuel supply unit 13 comprises several outflow channels 15 for introducing a fuel-air mixture from the premixing chamber 14 into the combustion chamber 16. In addition, Fig. 2 shows a schematic view of a fuel supply unit 13, the viewing direction with respect to Fig. 1 being directed from the combustion chamber 16 against the main flow direction H axially towards the fuel supply unit 13. It can be seen from Fig. 2 that the outlet channels 15 are arranged on several or, in this case, three concentrically arranged circular paths of different radii, the outlet channels 15 being distributed on each circular path at equidistant intervals over the circumference of the circular path or the circumference of the fuel supply unit 13. The circular paths are also arranged coaxially with the rotation axis R of the fuel supply unit 13 with respect to their rotation axis R. By arranging the Outflow channels 15 can be used to realize a spatially homogeneous distribution of the fuel-air mixture from the premixing chamber 14 into the combustion chamber 16.

With reference to Fig. 1, it can be seen that the outlet channels 15 are oriented axially or linearly, so that the fuel-air mixture flows out of the premixing chamber 14 through the outlet channels 15 along the axial direction x. Alternatively, however, it can also be provided that the outlet channels 15 run in a spiral shape, starting from the premixing chamber 14 in the direction of the combustion chamber 16, so that the fuel-air mixture can be introduced into the combustion chamber 16 from the premixing chamber 14 with a swirl. The axis of rotation R of the spiral can be aligned coaxially with the axis of rotation R of the fuel supply unit 13. In addition, Fig. 3 shows a schematic view of a fuel supply unit 13, the viewing direction with respect to Fig. 1 being directed axially from the combustion chamber 16 against the main flow direction H towards the fuel supply unit 13. In Fig. 3, two outlet channels 15 are shown as examples, which are spiral-shaped at least in sections. The dashed lines indicate that the channel runs spirally from the visible surface of the fuel supply unit 13 through the material of the fuel supply unit 13 in the direction of the premixing chamber 14. It is understood that several such outlet channels 15 can be provided, for example according to the arrangement pattern shown in Fig. 2.

Fig. 1 also shows that the pressure housing 11 and the flame tube 12 form a flow space 17, with an outer wall of the flow space 17 being formed, at least in sections, by the pressure housing 11 and an inner wall of the flow space 17 being formed, at least in sections, by the flame tube 12. The flow space 17 envelops the combustion chamber 16 of the combustion chamber 10 or has a radial offset with respect to the combustion chamber 16, with the flow space 17 extending over larger radii than the combustion chamber 16. Furthermore, the flow space 17 and the combustion chamber 16 are separated by the flame tube 12, with the flame tube 12 forming an inner wall of the flow space 17 and an outer wall of the combustion chamber 16.

It is also apparent from Fig. 1 that the flow space 17 and the premixing chamber 14 are in fluid communication such that air can be introduced from the flow space 17 into the premixing chamber 14. For this purpose, an air channel 18 is provided in the flame tube 12. provided. Through the air duct 18, air from the flow chamber 17 can be guided from an outer side 12.1 of the flame tube 12 to an inner side 12.2 of the flame tube 12, so that the air guided through the air duct 18 can then be introduced into the premixing chamber 14 of the fuel supply unit 13.

The air duct 18 comprises a distribution section 18.1 and several connecting sections 18.2. The distribution section 18.1 is designed as an annular duct that runs completely around the inside 12.2 of the flame tube 12. The connecting sections 18.2 are distributed in equidistant sections over the circumference of the flame tube 12 and penetrate the flame tube 12 in such a way that air from the flow space 17 can be guided into the distribution section 18.1 via the connecting sections 18.2.

The distribution section 18.1 of the air duct 18 is further arranged, at least in sections, to overlap with the fuel supply unit 13, so that, via the distribution section 18.1 of the air duct 18, air can be distributed over the circumference of the fuel supply unit 13 along the outer wall of the premixing chamber 14.

In the present case, the air duct 18 in the flame tube 12 comprises a distribution section 18.1 running around the circumference of the flame tube 12 as well as a total of eight connecting sections which are distributed at equidistant intervals around the circumference of the flame tube 12.

It is also apparent from Fig. 1 that the fuel supply unit 13 is provided with a plurality of inlet openings 19 for introducing air from the flow space 17 into the premixing chamber 14. For this purpose, the inlet openings 19 are formed in an outer wall of the premixing chamber 14 and positioned such that the inlet openings 19 are at least partially overlapping with the air duct 18 or the distribution section 18.1 of the air duct 18, so that air from the distribution section 18.1 can be introduced into the premixing chamber 14 through the inlet openings 19. In the present case, a total of eight inlet openings 19 are provided, which are distributed at equidistant intervals over the circumference of the fuel supply unit 13. Furthermore, the inlet openings 19 are arranged at an identical position with respect to the axial extension x of the fuel supply unit 13.

Furthermore, it can be seen from Fig. 1 that the fuel supply unit 13 comprises at least one fuel supply channel 31 for introducing a fuel into the premixing chamber 14. The fuel supply channel 31 has at least one outlet opening 21 for introducing the fuel from the fuel supply channel 31 into the premixing chamber 14. Furthermore, the fuel supply channel 31 has at least one inlet opening 36 for introducing the fuel into the fuel supply channel 31. The outlet opening 21 of the fuel supply channel 31 is arranged upstream of at least the inlet openings 36 for introducing air into the premixing chamber 14 with respect to a flow through the combustion chamber 16 along the main flow direction H. This enables a more homogeneous mixing of air and fuel in the premixing chamber 14 to be achieved.

It is also apparent from Fig. 1 that the flame tube 12, at least in sections, delimits the combustion chamber 16 of the combustion chamber 10 or forms an outer wall of the combustion chamber 16. Furthermore, the fuel supply unit 13 is arranged adjacent to an end of the combustion chamber 16 that is upstream with respect to a flow through the combustion chamber 16 along the main flow direction H.

It is also clear from Fig. 1 that the pressure housing 11 and the flame tube 12 and the fuel supply unit 13 and the flow body 24 are rotationally symmetrical, at least in sections, wherein the pressure housing 11, the flame tube 12, the fuel supply unit 13 and the flow body 24 are arranged coaxially with respect to their axis of rotation R. In the present case, it is clear that the central axis M of the pressure housing 11 also simultaneously forms the axis of rotation R of the pressure housing 11. The same applies to the flame tube 12, the flow body 24 and the fuel supply unit 13.

Furthermore, the axial direction x and the radial direction r oriented orthogonally to the axial direction x are shown in Fig. 1. The main flow direction H is aligned along or parallel to the axial direction x and points from one of the Fuel supply unit 13 facing end of the combustion chamber 16 in the direction of an end of the combustion chamber 16 facing away from the fuel supply unit 13.

Fig. 4 shows a schematic sectional view of a fuel supply unit 13 and a flow body. The remaining structure of the combustion chamber 10 can be provided, for example, in accordance with Fig. 1. It is clear from Fig. 4 that the fuel supply unit 13 comprises at least one fuel supply channel 31, the fuel supply channel 31 in the present case being designed as a fuel nozzle 20. The fuel nozzle 20 has a hemispherical end section 22, the end section 22 being arranged in the premixing chamber 14. Furthermore, a plurality of outlet openings 21 are provided in the end section 22 for introducing fuel from the fuel nozzle 20 into the premixing chamber 14, the central axes M of the outlet openings 21 intersecting at the sphere center of the end section 22. Furthermore, the outlet openings 21 are distributed at equidistant intervals over the hemispherical end section 22.

The fuel nozzle 20 shown in Fig. 4 also has at least one inlet opening 36 for introducing a fuel into the fuel nozzle 20. In the area of the inlet opening 36, the fuel nozzle 20 also has a connection interface (not shown in detail) for the, at least partially, positive and/or non-positive connection of the fuel nozzle 20 to a fuel line.

From Fig. 1, 4, 8 or 10 it is also clear that the combustion chamber 10 comprises a flow body 24. It is also clear that the fuel supply unit 13 comprises a receiving section 23 for receiving a flow body 24, at least in sections, wherein a central axis M or rotation axis R of the fuel supply unit 13 is arranged coaxially with a central axis M or rotation axis R of the receiving section 23. The flow body 24 is received, at least in sections, in the receiving section 23 of the fuel supply unit 13. This results in a structurally simple suspension of the flow body 24 in the flame tube 12, which is advantageous in terms of easy maintenance of the combustion chamber 10. It is also apparent from Fig. 4 that the fuel supply unit 13 comprises at least one outflow channel 25 for introducing a fuel-air mixture from the premixing chamber 14 into the flow body 24, wherein in particular the outflow channel 25 is arranged in the receiving section 23 or penetrates it, at least in sections, so that a fluid connection can be established between the flow body 24 and the premixing chamber 14.

The flow body 24 further comprises at least one fuel channel 28 through which a fuel or a fuel-air mixture can be introduced into the combustion chamber 16. For this purpose, the fuel channel 28 has at least one inlet opening 37 for introducing the fuel or fuel-air mixture into the fuel channel 28 and at least one outlet opening 40 for discharging the fuel or the fuel-air mixture into the combustion chamber 16.

Fig. 5 shows a simplified sectional view of a fuel supply unit 13 in a flame tube 12, the viewing direction being along the rotation axis R of the flame tube 12 or the fuel supply unit 13. It is clear from Fig. 4 that at least one connecting section 18.2 is oriented with respect to its central axis M in such a way that a swirling flow can be generated in the distribution section 18.1, the swirl of the flow, which is shown in Fig. 4 by means of arrows, being directed around the rotation axis R of the fuel supply unit 13. This makes it possible to achieve a low-loss inflow in the distribution section 18.1. Furthermore, it is apparent from Fig. 5 that the center axis M of at least one inlet opening 19 for introducing air into the premixing chamber 14 is oriented such that the air can be introduced into the premixing chamber 14 with a swirl, the rotation axis R of the swirl being aligned coaxially with the rotation axis R of the fuel supply unit 13. The swirl generated in the premixing chamber 14 is formed in the same direction as the swirl generated in the distribution section 18.1.

The combustion chambers 10 shown in Fig. 1, 8 and 10 further comprise an air supply channel 32 for introducing air into the flow space 17 formed by the pressure housing 11 and the flame tube 12. The air supply channel 32 is, at least in sections, spiral-shaped or winds, at least in sections, around the flame tube 12, so that the air introduced into the flow space 17 through the air supply channel 32 introduced air has a swirl around the rotation axis R of the flame tube 12. Accordingly, the air introduced into the flow space 17 via the air supply channel 32 does not flow through the flow space 17 exclusively along the axial direction x, but also has a speed component directed in the circumferential direction, so that the flame tube 12 is washed around by the air with swirl. The use of such an air supply channel 32 results in a compact design of the combustion chamber 10 and an efficient air supply into the combustion chamber 10 or the combustion chamber 16.

Fig. 6 shows a schematic view of an air supply channel 32, the viewing direction being along the axial direction x. The intended flow direction in the air supply channel 32 is indicated by arrows. These schematically indicate, on the one hand, the spiral-shaped flow through the air supply channel 24 and, on the other hand, the continuous outflow of the air guided in the air supply channel 24 from the air supply channel in the direction of the flow space 17 along the flow path, the outflow taking place through the outlet opening formed by a guide rib 42.

The air supply channel 32 serves to introduce air into the flow space 17 formed by the pressure housing 11 and the flame tube 12 and is, at least in sections, spiral-shaped, so that the air introduced into the flow space 17 through the air supply channel 32 has a swirl around the central axis M or rotation axis R of the flame tube 12. The rotation axis R of the spiral is aligned coaxially with the central axis M of the pressure housing 11.

The air supply channel 32 has an air inlet opening 33 through which air, in particular compressor air from an upstream compressor, can be introduced into the air supply channel 32. The air inlet opening 33 is oriented such that the introduction of the air into the air supply channel 32 takes place orthogonally to the center axis M of the pressure housing 11 or the flame tube 12.

Furthermore, a sensor 34, shown only schematically, is arranged in the air supply channel 32 for detecting the air mass flow guided in the air supply channel 32. The sensor 34 is designed as an air mass sensor. The sensor 34 is connected to the spiral-shaped Section of the air supply duct 32 with respect to a flow through the air supply duct 32 from the air inlet opening 33 in the direction of the flow space 17.

Fig. 7 shows a schematic sectional view of a flame tube 12 of a combustion chamber 10. The sectional plane is aligned orthogonal to the axis of rotation R of the flame tube 12 and is positioned with respect to Fig. 1 at a position along the axial extent of the flame tube 12 such that it runs through one of the openings 35. It is clear from Fig. 7 that at least one position along an axial extent of the flame tube 12, a plurality of openings 35 for introducing air from the flow space 17 into the combustion chamber 16 are distributed at equidistant intervals over the circumference of the flame tube 12. This enables a homogeneous introduction of air over the circumference of the flame tube 12 into the combustion chamber 16 to be realized. It is also apparent from Fig. 7 that the central axis M of the openings 35 in the flame tube 12 is inclined relative to a radial direction r or radial orientation in a plane aligned orthogonally to the axis of rotation R of the flame tube 12 (the sectional plane of Fig. 7), so that air from the flow space 17 can be introduced into the combustion chamber 16 with swirl. The inclination of the central axis M is aligned such that the openings 35 face an air flow (indicated by the arrow in Fig. 1) flowing around the flame tube 12 in the flow space 17. This has the advantage that an air flow flowing around the flame tube 12 can be guided through the openings 35 into the combustion chamber 16 with less loss. Furthermore, due to the inclination of the openings 35, the swirl contained in the air flow surrounding the flame tube 12 can be transported, at least partially, into the combustion chamber 16.

Fig. 8 shows a schematic sectional view of a combustion chamber 10 for a gas turbine 100. It is clear from Fig. 8 that the fuel supply unit 13 comprises at least one secondary premixing chamber 29 for premixing a fuel with air. The secondary premixing chamber 29 is formed separately from the premixing chamber 14. Furthermore, the fuel supply unit 13 comprises at least one outflow channel 15 for introducing the fuel-air mixture from the secondary premixing chamber 29 into the combustion chamber 16 of the combustion chamber 10. An ignition cartridge 30 for catalytic ignition of the fuel-air mixture is arranged in the outflow channel 15 for introducing the fuel-air mixture from the secondary premixing chamber 29 into the combustion chamber 16. In the sectional view in Fig. 8, two secondary premixing chambers 29 are shown. Each of the secondary premixing chambers 29 is assigned an outflow channel 15. In total, however, four secondary premixing chambers 29 are provided, with each secondary premixing chamber 29 being assigned an outflow channel 15. In addition, Fig. 9 shows a schematic view of a fuel supply unit 13, the viewing direction with respect to Fig. 8 being directed from the combustion chamber 16 against the main flow direction H axially towards the fuel supply unit 13. It can be seen from Fig. 9 that the outlet channels 15, which are connected to the secondary premixing chambers 29 and in which ignition cartridges 30 are arranged, are arranged on a circular path, the outlet channels 15 of the circular path being distributed at equidistant intervals over the circumference of the circular path or the circumference of the fuel supply unit 13. The circular path is further arranged coaxially with the rotation axis R of the fuel supply unit 13 with respect to its rotation axis R. By arranging the outflow channels 15 or the ignition cartridges 30 in this way, a homogeneous ignition of the fuel-air mixture in the combustion chamber 16 can be achieved.

It is also apparent from Fig. 8 that the secondary premixing chambers 29 are in fluid communication with the air duct 18 formed in the flame tube 12. The air duct 18 is formed in the manner already described with reference to Fig. 1. Air can thus be introduced into the secondary premixing chambers 29 in a simple manner through the air duct 18. For this purpose, the secondary premixing chambers 29 have an inlet opening 19 for introducing air into the secondary premixing chambers 29, wherein each of the inlet openings 19 can be brought into fluid communication with the air duct 18 or with the distribution section 18.1 of the air duct 18. The proposed structure enables a structurally simple and at the same time reliable air supply to the secondary premixing chambers 29 to be realized.

Furthermore, the secondary premixing chambers 29 each comprise a fuel supply channel 31 for introducing a fuel into the secondary premixing chambers. The fuel supply channels 31 each comprise an inlet opening 36 for introducing the fuel into the fuel supply channel 31 and an outlet opening 21 for introducing the fuel from the fuel supply channel 31 into the secondary premixing chamber 29. Fig. 10 also shows a schematic sectional view of a combustion chamber 10 for a gas turbine 100. The combustion chamber 10 comprises a pressure housing 11, a flame tube 12, a fuel supply unit 13 and a flow body 24. The flame tube 12 is arranged, at least in sections, in the pressure housing 12 and the fuel supply unit 13 is arranged, at least in sections, in the flame tube 11. Furthermore, the flow body 24 is arranged, at least in sections, in the flame tube 12 and, at least in sections, in the fuel supply unit 13. The fuel supply unit 13 comprises at least one fuel supply channel 31 for introducing a fuel into the flow body 24 and the flow body 24 comprises at least one fuel channel 28 for introducing a fuel into the combustion chamber 16 of the combustion chamber 10, wherein the fuel supply channel 31 of the fuel supply unit 13 is in fluid communication with the fuel channel 28 of the flow body 24, so that a fuel can be introduced through the fuel supply channel 31 of the fuel supply unit 13 into the fuel channel 28 of the flow body 24. A combustion chamber 10 according to the invention has the advantage that a fuel can not only be introduced into the combustion chamber 10 locally at one end of the combustion chamber 16, but can be distributed via the flow body 24 along the axial extent of the combustion chamber 16 or can be introduced continuously into the combustion chamber 16. This makes it possible to locally control the fuel-air ratio in the combustion chamber 16 and thus to realize stable and low-emission combustion in the combustion chamber 16.

The fuel supply channel 31 has an inlet opening 36 for introducing a fuel into the fuel supply channel 31 and an outlet opening 21. The fuel channel 28 of the flow body 24 also has at least one inlet opening 37 for introducing a fuel into the flow body 24 and at least one outlet opening 40 for introducing the fuel into the combustion chamber 16.

Fig. 11 also shows a schematic sectional view of a flow body 24. The flow body 24 comprises at least one fuel channel 28. The fuel channel 28 comprises an inlet opening 37 for introducing a fuel or fuel-air mixture into the fuel channel 28 and a plurality of outlet openings 40 for introducing the fuel or fuel-air mixture from the flow body 24 into the combustion chamber 16. The outlet openings 40 are distributed along the axial extent x of the flow body 24, wherein the axial distance of the outlet openings 40 at an end of the flow body 24 that is downstream in the combustion chamber 16 with respect to the main flow direction H is greater than the axial distance of the outlet openings 40 at an end of the flow body 24 that is upstream in the combustion chamber 16 with respect to the main flow direction H. As a result, a rich combustion of a fuel and a subsequently increasingly lean combustion along the main flow direction H and a low-emission operation of the combustion chamber 10 can be realized in the front region of the combustion chamber 16 with respect to the main flow direction H. Such a design of a flow body 24 is preferably conceivable at least with respect to the combustion chambers 16 shown in Figs. 8 and 10. It can further be provided that at at least one axial position, at which in the present case an outlet opening is shown, a plurality of outlet openings, in particular at equidistant intervals, are distributed over the circumference of the flow body 24.

The flow body shown in Fig. 11 can be used both with the fuel supply unit 13 of Fig. 1 and with the fuel supply units 13 of Figures 8 or 10. With reference to Figures 1 and 8, an additional outflow channel in the fuel supply unit 13 for introducing fuel into the flow body 24 would be conceivable in this case. Alternatively, however, it can also be provided that the flow body is designed in terms of its outer contour according to the flow body 24 of Fig. 11, but has no outlet openings 40 and/or no fuel channel 28.

Furthermore, it is apparent from Fig. 1 that the flame tube 12 is provided with at least one recess 26 for at least partially accommodating a spark plug 27. For the sake of simplicity, only one spark plug 27 is shown. In the present case, however, several recesses 26 or spark plugs 27 are provided. The recesses 26 are distributed at equidistant intervals over the circumference of the flame tube 12 and are oriented axially with respect to their longitudinal extent. This results in particularly good accessibility of the spark plugs 27 and a correspondingly simple replacement in the event of maintenance or repair. The recesses 26 for accommodating a spark plug 27 in the flame tube 12 in sections comprise a threaded section 41, so that a spark plug 27 can be inserted into the Threaded section 41 can be screwed in. This makes it possible to produce a force-fitting or form-fitting connection between the spark plug 27 and the flame tube 12 and to fix the spark plug 27 in its position during operation of the combustion chamber 10. Such a described arrangement of spark plugs 27 or recesses 26 for spark plugs 27 can be provided in an analogous or modified manner for the combustion chambers 10 shown in Fig. 8 or 10.

From Fig. 1, 8 and 10 it is also apparent that the combustion chamber 10 comprises a guide vane 38 for directing a flow emerging from the combustion chamber 16. For this purpose, the guide vane 38 comprises a plurality of guide blades 39 which form a guide wheel or guide grid. The guide vane 38 comprises at least one receiving section 23 for at least partially receiving the flow body 24 and is arranged adjacent to an end of the combustion chamber 16 which is downstream with respect to a flow through the combustion chamber 16 along the main flow direction H. This results in a suspension of the flow body 24 in the flame tube 12 which is structurally simple and advantageous with respect to easy maintenance of the combustion chamber 10.

Fig. 12 also shows a schematic view of a gas turbine 100, wherein the gas turbine 100 comprises a combustion chamber 10 according to the invention. It is clear from Fig. 10 that the rotation axis R of the combustion chamber 100 is arranged coaxially with the rotation axis R of at least one shaft of the gas turbine 100. This results in particularly easy accessibility of the combustion chamber 10, so that adjustments to the combustion chamber 10 or any maintenance work can be carried out particularly easily and in a time-efficient manner. The combustion chamber 10 is connected via an annular flange of the combustion chamber 10 to an annular flange of a flow housing of a turbine section of the gas turbine 100.

Fig. 13 shows a schematic view of a vehicle 200, the vehicle 200 comprising at least one gas turbine 100. The vehicle 200 is designed as a truck, wherein electrical energy for driving the vehicle 200 can be generated by the gas turbine 100.

Fig. 14 shows a schematic view of a method 300 for operating a combustion chamber 10, in particular a combustion chamber 10 according to one of claims 1 to 13 or 15, wherein at least the following steps are carried out, in particular in the order specified:

- introducing 310 fuel into a premixing chamber 15 of a fuel supply unit 13,

- Introducing 320 air into the premixing chamber 14 of the fuel supply unit 13,

- Mixing 330 the fuel and the air in the premixing chamber 14 to form a fuel-air mixture,

- Introducing 340 the fuel-air mixture into a combustion chamber 16 of the combustion chamber 10 and/or a flow body 24 arranged, at least in sections, in a combustion chamber 16 and the fuel supply unit 13.

Fig. 15 shows a schematic view of a method 400 for operating a combustion chamber 10, in particular according to one of claims 14 to 15, wherein at least the following steps are carried out, in particular in the order given:

- Introducing 410 fuel into a fuel supply channel 31 of the

Fuel supply unit 13,

- Introduction 420 of the fuel from the fuel supply channel 31 of the

Fuel supply unit 13 into a fuel channel 28 of the flow body 24,

- introducing 430 the fuel from the fuel channel 28 of the flow body 24 into a combustion chamber 16 of the combustion chamber 10,

- Mixing 440 the fuel with air supplied into the combustion chamber 16 to form a fuel-air mixture.

Fig. 16 shows a schematic view of a method 500 for operating a vehicle 200, in particular according to claim 18, wherein at least the following steps are carried out, in particular in the order given:

- generating 510 electrical energy by the gas turbine 100, in particular by combustion of hydrogen,

- Use 520 of the electrical energy to drive the vehicle 200. Reference list

10 Combustion chamber

11 Pressure housing

12 Flame tube

12.1 Outside

12.2 Inside

13 Fuel supply unit

14 Premixing chamber

15 Outlet channel

16 Combustion chamber

17 Flow space

18 Air duct

18.1 Distribution section

18.2 Connection section

19 Inlet opening

20 fuel nozzles

21 Outlet opening

22 End section

23 Recording section

24 flow bodies

25 Outlet channel

26 Recess

27 Spark plug

28 Fuel channel

29 Secondary premixing chamber

30 ignition cartridge

31 Fuel supply channel

32 Air supply duct

33 Air inlet opening

34 Sensor

35 Opening

36 Inlet opening

37 Inlet opening 38 Guide vane

39 Guide vane

40 Outlet opening

41 Thread section

42 Guide rib

100 gas turbine

200 vehicle

300 procedures

310 Introduction

320 Insert

330 Mix

340 Insert

400 procedures

410 Introduction

420 Insert

430 Insert

440 Mix

500 procedures

510 Create

520 Benefits

H Main flow direction

M center axis

R rotation axis r radial direction x axial direction / axial extension

Claims

Patent claims 1. Combustion chamber (10) for a gas turbine (100), comprising a pressure housing (11), a flame tube (12), and a fuel supply unit (13), wherein the flame tube (12) is arranged, at least in sections, in the pressure housing (11) and the fuel supply unit (13) is arranged, at least in sections, in the flame tube (12), wherein the fuel supply unit (13) comprises at least one premixing chamber (14) for premixing a fuel with air, and wherein the fuel supply unit (13) comprises at least one outflow channel (15) for introducing the fuel-air mixture from the premixing chamber (14) into a combustion chamber (16) of the combustion chamber (10). 2. Combustion chamber (10) according to claim 1, characterized in that the pressure housing (11) and the flame tube (12) form a flow space (17), wherein an outer wall of the flow space (17), at least in sections, is formed by the pressure housing (11) and an inner wall of the flow space (17), at least in sections, is formed by the flame tube (12), wherein the premixing chamber (14) and the flow space (17) are in fluid communication, so that air from the flow space (17) can be introduced into the premixing chamber (14). 3. Combustion chamber (10) according to one of the preceding claims, characterized in that at least one air channel (18) for introducing air from the flow space (17) into the premixing chamber (14) is formed in the flame tube (12), wherein air from the flow space (17) can be guided through the air channel (18) from an outer side (12.1) of the flame tube (12) to an inner side (12.2) of the flame tube (12). 4. Combustion chamber (10) according to one of the preceding claims, characterized in that at least one air channel (18) of the flame tube (12) comprises at least one distribution section (18.1) and at least one connecting section (18.2), wherein the distribution section (18.1) is designed as an annular channel which, at least in sections, runs around the inside (12.2) of the flame tube (12), and wherein the connecting section (18.2) penetrates the flame tube (12) in such a way that air from the flow space (17) can be introduced into the distribution section (18.1) via the connecting section (18.2). 5. Combustion chamber (10) according to one of the preceding claims, characterized in that in the fuel supply unit (13), in particular in an outer wall of the premixing chamber (14), at least one inlet opening (19) for introducing air from the flow space (17) into the premixing chamber (14) is formed, wherein at least one inlet opening (17), at least in sections, is in fluid communication with at least one air duct (18) of the flame tube (12), so that air from the air duct (18) can be introduced into the premixing chamber (14) through the inlet opening (19). 6. Combustion chamber (10) according to one of the preceding claims, characterized in that the fuel supply unit (13) comprises at least one fuel supply channel (31) for introducing a fuel into the premixing chamber (14), wherein in particular the fuel supply channel (31) comprises at least one outlet opening (21) for introducing a fuel into the premixing chamber (14). 7. Combustion chamber (10) according to one of the preceding claims, characterized in that at least one fuel supply channel (31) is designed as a fuel nozzle (20), the fuel nozzle (20) comprising a hemispherical end section (22), the end section (22) being arranged, at least in sections, in the premixing chamber (14) and a plurality of outlet openings (21) for introducing a fuel into the premixing chamber (14) being formed in the end section (22), the center axes (M) of the outlet openings (21) preferably intersecting in the center of the end section (22) and/or the outlet openings (21) being distributed at equidistant intervals over the end section (22). 8. Combustion chamber (10) according to one of the preceding claims, characterized in that at least one outflow channel (15) for introducing a fuel-air mixture from the premixing chamber (14) into the combustion chamber (16) is designed such that the fuel-air mixture can be introduced into the combustion chamber (16) with swirl. 9. Combustion chamber (10) according to one of the preceding claims, characterized in that the fuel supply unit (13) comprises at least one receiving section (23) for at least partially receiving a flow body (24), wherein preferably a central axis (M) of the fuel supply unit (13) is arranged coaxially with a central axis (M) of the receiving section (23). 10. Combustion chamber (10) according to one of the preceding claims, characterized in that the fuel supply unit (13) comprises at least one outflow channel (25) for introducing a fuel-air mixture from the premixing chamber (14) into a flow body (24), wherein in particular the outflow channel (25) is arranged in a receiving section (23) for at least partially receiving a flow body (24). 11. Combustion chamber (10) according to one of the preceding claims, characterized in that the fuel supply unit (13) comprises at least one secondary premixing chamber (29) for premixing a fuel with air, and wherein the fuel supply unit (13) comprises at least one outflow channel (15) for introducing the fuel-air mixture from the secondary premixing chamber (29) into the combustion chamber (16) of the combustion chamber (10), and wherein at least one ignition cartridge (30) for catalytically igniting the fuel-air mixture guided through the outflow channel (15) into the combustion chamber (16) is arranged in the outflow channel (15). 12. Combustion chamber (10) according to one of the preceding claims, characterized in that at least one secondary premixing chamber (29) can be brought into fluid communication with at least one air channel (18) of the flame tube (12), so that air can be introduced into the secondary premixing chamber (29) through the air channel (18). 13. Combustion chamber (10) according to one of the preceding claims, characterized in that at least one secondary premixing chamber (29) comprises at least one fuel supply channel (31) for introducing a fuel into the secondary premixing chamber (29). 14. Combustion chamber (10) for a gas turbine (100), comprising a pressure housing (11), a flame tube (12), a fuel supply unit (13) and a flow body (24), wherein the flame tube (12) is arranged, at least in sections, in the pressure housing (11) and the fuel supply unit (13) is arranged, at least in sections, in the flame tube (12) and the flow body (24) is arranged, at least in sections, in the flame tube (12) and, at least in sections, in the fuel supply unit (13), wherein the fuel supply unit (13) comprises at least one fuel supply channel (31) for introducing a fuel into the flow body (24), wherein the flow body (24) comprises at least one fuel channel (28) for introducing a fuel into a combustion chamber (16) of the combustion chamber (10), wherein at least one fuel supply channel (31) of the fuel supply unit (13) is provided with is in fluid communication with at least one fuel channel (28) of the flow body (24), so that a fuel can be introduced into the fuel channel (28) of the flow body (24) through the fuel supply channel (31) of the fuel supply unit (13). 15. Combustion chamber (10) according to one of the preceding claims, characterized in that at least one recess (26) is formed in the flame tube (12) for receiving, at least in sections, at least one spark plug (27), wherein preferably a central axis (M) of the recess (26) is oriented parallel or substantially parallel to a central axis (M) of the flame tube (12). 16. Gas turbine (100) comprising at least one combustion chamber (10), the combustion chamber (10) comprising a pressure housing (11), a flame tube (12), and a fuel supply unit (13), wherein the flame tube (12) is arranged, at least in sections, in the pressure housing (11) and the fuel supply unit (13) is arranged, at least in sections, in the flame tube (12), wherein the fuel supply unit (13) comprises at least one premixing chamber (14) for premixing a fuel with air and wherein the fuel supply unit (13) comprises at least one outflow channel (15) for introducing the fuel-air mixture from the premixing chamber (14) into a combustion chamber (16) of the combustion chamber (10), wherein preferably a central axis (M) of the combustion chamber (10) is arranged coaxially with the axis of rotation (R) of at least one shaft of the gas turbine (100). 17. Gas turbine (100), comprising at least one combustion chamber (10), the combustion chamber (10) comprising a pressure housing (11), a flame tube (12), a fuel supply unit (13) and a flow body (24), wherein the flame tube (12) is arranged, at least in sections, in the pressure housing (11) and the fuel supply unit (13) is arranged, at least in sections, in the flame tube (12) and the flow body (24) is arranged, at least in sections, in the flame tube (12) and, at least in sections, in the fuel supply unit (13), wherein the fuel supply unit (13) comprises at least one fuel supply channel (31) for introducing a fuel into the flow body (24), wherein the flow body (24) comprises at least one fuel channel (28) for introducing a fuel into a combustion chamber (16) of the combustion chamber (10), wherein at least one fuel supply channel (31) of the Fuel supply unit (13) is in fluid communication with at least one fuel channel (28) of the flow body (24), so that a fuel can be introduced through the fuel supply channel (31) of the fuel supply unit (13) into the fuel channel (28) of the flow body (24), wherein preferably a central axis (M) of the combustion chamber (10) is arranged coaxially with the rotation axis (R) of at least one shaft of the gas turbine (100). 18. Vehicle (200), comprising at least one gas turbine (100) according to claim 16 and/or at least one gas turbine (100) according to claim 17, wherein electrical energy for driving the vehicle (200) can be generated in particular by the gas turbine (100). 19. Method (300) for operating a combustion chamber (10), in particular according to one of claims 1 to 13 or 15, wherein at least the following steps are carried out, in particular in the specified order: - introducing (310) fuel into a premixing chamber (14) of a Fuel supply unit (13), - Introducing (320) air into the premixing chamber (14) of the Fuel supply unit (13), - Mixing (330) the fuel and the air in the premixing chamber (14) to form a fuel-air mixture, - introducing (340) the fuel-air mixture into a combustion chamber (16) of the combustion chamber (10) and/or a flow body (24) arranged, at least in sections, in a combustion chamber (16) and the fuel supply unit (13). 20. Method (300) according to claim 19, characterized in that additionally at least one of the following steps is carried out: - introducing the fuel-air mixture from the flow body (24) into the combustion chamber (16), - Igniting the fuel-air mixture in the combustion chamber (16) by at least one spark plug (27). 21. Method (300) according to one of claims 19 to 20, characterized in that additionally at least one of the following steps is carried out: - introducing fuel into at least one secondary premixing chamber (29) of the fuel supply unit (13), - introducing air into at least one secondary premixing chamber (29) of the fuel supply unit (13), - Mixing the fuel and the air in the secondary premixing chamber (29) to form a fuel-air mixture, - Introducing the fuel-air mixture into an outflow channel (25) and catalytically igniting the fuel-air mixture in the outflow channel (25) by at least one ignition cartridge (30) arranged in the outflow channel (25), at least in sections. 22. Method (400) for operating a combustion chamber (10), in particular according to one of claims 14 to 15, wherein at least the following steps are carried out, in particular in the specified order: - introducing (410) fuel into a fuel supply channel (31) of the Fuel supply unit (13), - Introducing (420) the fuel from the fuel supply channel (31) of the Fuel supply unit (13) into a fuel channel (28) of the flow body (24), - introducing (430) the fuel from the fuel channel (28) of the flow body (24) into a combustion chamber (16) of the combustion chamber (10), - Mixing (440) the fuel with air conducted into the combustion chamber (16) to form a fuel-air mixture. 23. Method (400) according to claim 22, characterized in that additionally at least the following step is carried out: - Igniting the fuel-air mixture in the combustion chamber (16) by at least one spark plug (27). 24. Method (300,400) according to one of claims 19 to 23, characterized in that the ignition of the fuel-air mixture in the combustion chamber (16) takes place by a plurality of spark plugs (27), wherein the ignition of at least two spark plugs (27) takes place at different times. 25. Method (500) for operating a vehicle (200) according to claim 18, wherein at least the following steps are carried out, in particular in the specified order: Generating (510) electrical energy by the gas turbine (100), in particular by combustion of hydrogen, Use (520) of electrical energy to drive the vehicle (200).