Real-Time Estimation of Gas Turbine Engine Damage Using a Control-Based Kalman Filter Algorithm

1992 ◽  
Vol 114 (2) ◽  
pp. 187-195 ◽  
Author(s):  
L. J. Kerr ◽  
T. S. Nemec ◽  
G. W. Gallops
Keyword(s):  
Kalman Filter ◽  
Real Time ◽  
Gas Turbine ◽  
Gas Turbines ◽  
Measurement Errors ◽  
Time Estimation ◽  
Gas Turbine Engine ◽  
Control Measurement ◽  
Turbine Engine ◽  
Kalman Filter Algorithm

A second-generation Kalman filter algorithm is described that has sufficient accuracy and response for real-time detection and estimation of gas turbine engine gas path damage caused by normal wear, mechanical failures, and ingestion of foreign objects. The algorithm was developed for in-flight operation of aircraft engines but also has application for marine and industrial gas turbines. The control measurement and microcomputer requirements are described. The performance and sensitivity to engine transients and measurement errors is evaluated. The algorithm is demonstrated with actual engine data of ice and bird ingestion tests.

scholarly journals Real-Time Estimation of Gas Turbine Engine Damage Using a Control Based Kalman Filter Algorithm

1991 ◽  
Author(s):  
L. J. Kerr ◽  
T. S. Nemec ◽  
G. W. Gallops
Keyword(s):  
Kalman Filter ◽  
Real Time ◽  
Gas Turbine ◽  
Gas Turbines ◽  
Measurement Errors ◽  
Time Estimation ◽  
Gas Turbine Engine ◽  
Control Measurement ◽  
Turbine Engine ◽  
Kalman Filter Algorithm

A second generation Kalman filter algorithm is described that has sufficient accuracy and response for real-time detection and estimation of gas turbine engine gas path damage caused by normal wear, mechanical failures and ingestion of foreign objects. The algorithm was developed for in-flight operation of aircraft engines but also has application for marine and industrial gas turbines. The control measurement and microcomputer requirements are described. The performance and sensitivity to engine transients and measurement errors is evaluated. The algorithm is demonstrated with actual engine data of ice and bird ingestion tests.

scholarly journals Comparison of Coriolis and Turbine Type Flow Meters for Fuel Measurement in Gas Turbine Testing

1993 ◽  
Author(s):  
J. D. MacLeod ◽  
W. Grabe
Keyword(s):  
Steady State ◽  
Gas Turbine ◽  
Mass Flow ◽  
Gas Turbines ◽  
Gas Turbine Engine ◽  
Turbine Engine ◽  
Turbine Flowmeter ◽  
Turbine Performance ◽  
Coriolis Flowmeter ◽  
Project Objectives

The Machinery and Engine Technology (MET) Program of the National Research Council of Canada (NRCC) has established a program for the evaluation of sensors to measure gas turbine engine performance accurately. The precise measurement of fuel flow is an essential part of steady-state gas turbine performance assessment. Prompted by an international engine testing and information exchange program, and a mandate to improve all aspects of gas turbine performance evaluation, the MET Laboratory has critically examined two types of fuel flowmeters, Coriolis and turbine. The two flowmeter types are different in that the Coriolis flowmeter measures mass flow directly, while the turbine flowmeter measures volumetric flow, which must be converted to mass flow for conventional performance analysis. The direct measurement of mass flow, using a Coriolis flowmeter, has many advantages in field testing of gas turbines, because it reduces the risk of errors resulting from the conversion process. Turbine flowmeters, on the other hand, have been regarded as an industry standard because they are compact, rugged, reliable, and relatively inexpensive. This paper describes the project objectives, the experimental installation, and the results of the comparison of the Coriolis and turbine type flowmeters in steady-state performance testing. Discussed are variations between the two types of flowmeters due to fuel characteristics, fuel handling equipment, acoustic and vibration interference and installation effects. Also included in this paper are estimations of measurement uncertainties for both types of flowmeters. Results indicate that the agreement between Coriolis and turbine type flowmeters is good over the entire steady-state operating range of a typical gas turbine engine. In some cases the repeatability of the Coriolis flowmeter is better than the manufacturers specification. Even a significant variation in fuel density (10%), and viscosity (300%), did not appear to compromise the ability of the Coriolis flowmeter to match the performance of the turbine flowmeter.

Development of Condition Monitoring Test Cell Using Micro Gas Turbine Engine

2009 ◽  
Author(s):  
Seonghee Kho ◽  
Jayoung Ki ◽  
Miyoung Park ◽  
Changduk Kong ◽  
Kyungjae Lee
Keyword(s):  
Performance Analysis ◽  
Real Time ◽  
Gas Turbine ◽  
Condition Monitoring ◽  
Gas Turbine Engine ◽  
Operating Conditions ◽  
Test Cell ◽  
Turbine Engine ◽  
Time Performance ◽  
Engine Condition

This study is aim to be programmed the simulation which is available for real-time performance analysis so that is to be developed gas turbine engine’s condition monitoring system with analyzing difference between performance analysis results and measuring data from test cell. In addition, test cell created by this study have been developed to use following applications: to use for learning principals and mechanism of gas turbine engine in school, and to use performance test and its further research for variable operating conditions in associated institutes. The maximum thrust of the micro turbojet engine is 137 N (14 kgf) at 126,000 rpm of rotor rotational speed if the Jet A1 kerosene fuel is used. The air flow rate is measured by the inflow air speed of duct, and the fuel flow is measured by a volumetric fuel flowmeter. Temperatures and pressures are measured at the atmosphere, the compressor inlet and outlet and the turbine outlet. The thrust stand was designed and manufactured to measure accurately the thrust by the load cell. All measuring sensors are connected to a DAQ (Data Acquisition) device, and the logging data are used as function parameters of the program, LabVIEW. The LabVIEW is used to develop the engine condition monitoring program. The proposed program can perform both the reference engine model performance analysis at an input condition and the real-time performance analysis with real-time variables. By comparing two analysis results the engine condition can be monitored. Both engine performance analysis data and monitoring results are displayed by the GUI (Graphic User Interface) platform.

Low Emission Variable Area Combustor for Vehicular Gas Turbines

1973 ◽  
Vol 95 (3) ◽  
pp. 191-198 ◽  
Author(s):  
D. J. White ◽  
P. B. Roberts ◽  
W. A. Compton
Keyword(s):  
Power Systems ◽  
Gas Turbine ◽  
Environmental Protection Agency ◽  
Gas Turbines ◽  
Gas Turbine Engine ◽  
Protection Agency ◽  
Engine Emissions ◽  
Turbine Engine ◽  
Automotive Engine ◽  
Low Emission

In recent years automotive engine emissions have become subject to stringent Federal legislation. The most severe of these regulations pertains to the 1976 Emission Standards as defined by the Advanced Automotive Power Systems (AAPS) Division of the Environmental Protection Agency (EPA). A unique combustor concept has been developed by Solar which has demonstrated the feasibility of meeting these emission requirements. The integrated emissions of a typical regenerative gas turbine engine employing this combustor type were each below one half of the levels specified by the Federal 1976 Standards, when tested over a simulated federal driving cycle. The success of the feasibility tests for this combustor concept has lead to more fundamental studies and the planned development of a prototype combustor for demonstration on the EPA-AAPS baseline gas turbine engine. The prototype combustor for the baseline engine is described together with its variable area port mechanisms, which has been demonstrated as necessary for emission control.

Exploration of Compact Combustors for Reheat Cycle Aero Engine Applications

2006 ◽  
Author(s):  
J. Zelina ◽  
D. T. Shouse ◽  
J. S. Stutrud ◽  
G. J. Sturgess ◽  
W. M. Roquemore
Keyword(s):  
Gas Turbine ◽  
Temperature Rise ◽  
Gas Turbines ◽  
Gas Turbine Engine ◽  
Operating Conditions ◽  
Combustion System ◽  
Turbine Engine ◽  
Lean Blowout ◽  
Power Extraction ◽  
Wide Range

An aero gas turbine engine has been proposed that uses a near-constant-temperature (NCT) cycle and an Inter-Turbine Burner (ITB) to provide large amounts of power extraction from the low-pressure turbine. This level of energy is achieved with a modest temperature rise across the ITB. The additional energy can be used to power a large geared fan for an ultra-high bypass ratio transport aircraft, or to drive an alternator for large amounts of electrical power extraction. Conventional gas turbines engines cannot drive ultra-large diameter fans without causing excessively high turbine temperatures, and cannot meet high power extraction demands without a loss of engine thrust. Reducing the size of the combustion system is key to make use of a NCT gas turbine cycle. Ultra-compact combustor (UCC) concepts are being explored experimentally. These systems use high swirl in a circumferential cavity about the engine centerline to enhance reaction rates via high cavity g-loading on the order of 3000 g’s. Any increase in reaction rate can be exploited to reduce combustor volume. The UCC design integrates compressor and turbine features which will enable a shorter and potentially less complex gas turbine engine. This paper will present experimental data of the Ultra-Compact Combustor (UCC) performance in vitiated flow. Vitiation levels were varied from 12–20% oxygen levels to simulate exhaust from the high pressure turbine (HPT). Experimental results from the ITB at atmospheric pressure indicate that the combustion system operates at 97–99% combustion efficiency over a wide range of operating conditions burning JP-8 +100 fuel. Flame lengths were extremely short, at about 50% of those seen in conventional systems. A wide range of operation is possible with lean blowout fuel-air ratio limits at 25–50% below the value of current systems. These results are significant because the ITB only requires a small (300°F) temperature rise for optimal power extraction, leading to operation of the ITB at near-lean-blowout limits of conventional combustor designs. This data lays the foundation for the design space required for future engine designs.

Experimental Results of Hot Section Metal Temperature Measurements of Rolls-Royce Allison 501KH Under Massive Steam Injection

2002 ◽  
Author(s):  
Dah Yu Cheng ◽  
Albert L. C. Nelson
Keyword(s):  
Gas Turbine ◽  
Gas Turbines ◽  
Steam Injection ◽  
Gas Turbine Engine ◽  
Injection Rate ◽  
Experimental Results ◽  
Turbine Engine ◽  
Second Stage ◽  
Before And After ◽  
Internally Cooled

It has always been thought by the gas turbine industry that steam injection will shorten the effective life of certain gas turbine parts. Recently it was shown that a number of steam injected Cheng Cycle Rolls-Royce Allison 501KH gas turbines, accumulated more than 2.5 million logged hours of operation and with a prolonged parts life. The “hot parts” of a Rolls-Royce Allison 501KH gas turbine engine that are of concern, are the first stage nozzle, the first stage blade, and the second stage nozzle. These parts are all air cooled through the first stages internal passages. (The second stage blades and on down are not internally cooled.) The concern raised in many gas turbine institutions is that the metal temperatures of these hot parts, due to the heat conductivity properties of injected steam, will make them deteriorate faster. An experiment was completed using a steam injected Cheng Cycle, on an Allison 501KH gas turbine engine. In the experiment, a substantial number of thermocouples were attached to the surfaces of the turbines hot parts. This engine had a steam injection rate of up to 18% airflow. The experimental results showed that if steam could be properly mixed with the cooling air before the air enters into the cooling passages of the hot parts, the metal temperatures did not increase. During the operation of the engines, it was recorded that the hot parts lifetime increased from 25,000 hours before the hot parts section had to be overhauled, to 42,000 hours (on average) before they needed to be overhauled. This paper will report the measurement installation in detail. The results before and after steam injection in the hot parts sections of the Rolls-Royce Allison 501KH engine will also be discussed.

Technological Trend of Aircraft Gas Turbines and its Effect on the Development for Ship Propulsion Plants

1970 ◽  
Author(s):  
N. K. H. Scholz
Keyword(s):  
Gas Turbine ◽  
Gas Turbines ◽  
Pressure Ratio ◽  
Gas Turbine Engine ◽  
Design Parameters ◽  
Turbine Engines ◽  
Gas Turbine Engines ◽  
Compression Pressure ◽  
Turbine Engine ◽  
Ship Propulsion

The effect of the main design parameters of the aero gas turbine engine cycle, namely combustion temperature and compression pressure ratio, on the specific performance values is discussed. The resulting development trend has been of essential influence on the technology. Relevant approaches are outlined. The efforts relating to weight and manufacturing expense are also indicated. In the design of aero gas turbine engines increasing consideration is given to the specific flight mission requirements, such as for instance by the introduction of the by-pass principle. Therefore direct application of aero gas turbine engines for ship propulsion without considerable modifications, as has been practiced in the past, is not considered very promising for the future. Nevertheless, there are possibilities to take advantage of aero gas turbine engine developments for ship propulsion systems. Appropriate approaches are discussed. With the experience obtained from aero gas turbine engines that will enter service in the early seventies it should be possible to develop marine gas turbine engines achieving consumptions and lifes that are competitive with those of advanced diesel units.

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