Extreme Environment Sensor System Development: Optical Turbine Inlet Temperature (TIT) Sensing for Jet Engine

2019 ◽  
Author(s):  
Mehrdad Pakmehr ◽  
Joannes Costa ◽  
Alireza R. Behbahani ◽  
Kenneth Semega
Keyword(s):  
System Development ◽  
Extreme Environment ◽  
Sensor System ◽  
Inlet Temperature ◽  
Turbine Inlet Temperature ◽  
Jet Engine ◽  
Turbine Inlet

Micro Gas Turbine With Ceramic Nozzles and Rotor: Part 2

2006 ◽  
Author(s):  
Norihiko Iki ◽  
Takahiro Inoue ◽  
Takayuki Matsunuma ◽  
Hiro Yoshida ◽  
Satoshi Sodeoka ◽  
...  
Keyword(s):  
Gas Turbine ◽  
Thermal Efficiency ◽  
Inlet Temperature ◽  
Turbine Inlet Temperature ◽  
Metal Combustion ◽  
Jet Engine ◽  
Rotating Speed ◽  
Micro Gas Turbine ◽  
Turbine Inlet

In order to develop a micro gas turbine with high turbine inlet temperature and thermal efficiency, a series of running tests has been carried out. J-850 jet engine (Sophia Precision Co., Ltd.) was chosen as a baseline machine. The turbine nozzle and the rotor are replaced by type SN-01 (Otsuka Ceramics Co., Ltd.) and type SN-235 (Kyocera Corporation) ceramic elements, respectively. By using type 3a engine, we succeeded one-hour running test of the engine without cooling and severe damages. The turbine inlet temperature was higher than 1000 °C. The rotating speed was about 120,000 rpm. Performances of the type 3a engine (with ceramic nozzle and rotor) and the type 1 (with Inconel alloy nozzle and ceramic rotor) were compared as follows: At the same rotation speed, turbine inlet temperature of the type 3a became higher than that of the type 1. Simultaneously, fuel consumption of type 3a was larger than that of the type 1. Thrust of the type 3a was slightly larger than that of the type 1. Those results imply that the thermal efficiency of type 3a is slightly, 2%, lower than that of the type 1. The present sealing configurations between ceramic nozzle-vanes and their holder plate and ceramic rotor-housing and metal combustion chamber were found to work well.

Combustion System Development for Dry Low-NOx Emission and High Turbine Inlet Temperatures

1996 ◽  
Author(s):  
Bernard Becker ◽  
Wilhelm Schulten ◽  
Bernhard Schetter
Keyword(s):  
System Development ◽  
Inlet Temperature ◽  
Test Results ◽  
Combustion System ◽  
Uniform Temperature ◽  
Combustion Chambers ◽  
Turbine Inlet Temperature ◽  
Turbine Inlet ◽  
Hot Surface ◽  
Low Nox Emission

The last 10 years of combustor development are characterised by the introduction of lean premixed burners for dry low-NOx emissions. This was easy to achieve as long as sufficient excess air was available. The modern gas turbine with its high turbine inlet temperature and increased need for component cooling sees a competition for air between combustion and requirements in other areas. The paper describes how these problems have been solved by changing the design of burners and combustion chambers. The goal of minimising the hot surface area for a given combustor volume is achieved with the annular combustors. The number of burners has been selected in order to achieve good cross ignition, uniform temperature distribution and reasonably short residence times with the minimum of components. Test results and experience with operation and maintenance are also reported.

Introduction of Intercooling in a High Bypass Jet Engine

2000 ◽  
Author(s):  
Tilemachos Papadopoulos ◽  
Pericles Pilidis
Keyword(s):  
Heat Pipe ◽  
Pressure Ratio ◽  
Preliminary Investigation ◽  
Propulsion System ◽  
Inlet Temperature ◽  
Turbine Inlet Temperature ◽  
Jet Engine ◽  
Turbine Inlet ◽  
Weight Penalty ◽  
Bypass Ratio

In this paper an exercise to introduce intercooling in a high bypass civil turbofan is outlined. The engine selected as the basic propulsion system is a three spool high bypass turbofan with a bypass ratio 6.4. The air leaving the IP compressor is cooled in the bypass duct prior to entering the HP compressor. This preliminary investigation appears to indicate that the main benefit to be gained is an increase in the net thrust from the engine without increasing the turbine inlet temperature. To keep engine diameter constant, the bypass ratio has not been changed. This results in a requirement to significantly increase the pressure ratio to reduce the SFC levels to an acceptable value. A sizing exercise has been carried out to understand the weight and volume penalties imposed by heat pipe intercooling hardware. The preliminary sizing exercise indicates that the weight penalty is very large. The performance of the aircraft using the intercooled engines is also investigated and some improvements in performance are predicted. Overall this investigation is considered to be positive so that further investigations should be considered. It appears that an intercooled engine can produce a somewhat higher thrust at a given turbine entry temperature at similar SFC levels of current engines, or, if a small increase in SFC is acceptable, the increase in thrust is quite important.

Design and Development of a Convective Air-Cooled Turbine and Test Facility

1961 ◽  
Vol 83 (1) ◽  
pp. 9-17
Author(s):  
W. F. Weatherwax
Keyword(s):  
Axial Flow ◽  
Weight Ratio ◽  
Fold Increase ◽  
Test Facility ◽  
Inlet Temperature ◽  
Air Cooling ◽  
Turbine Inlet Temperature ◽  
Jet Engine ◽  
Engine Thrust ◽  
Turbine Inlet

Demands for higher jet engine thrust-to-weight ratios to satisfy the needs for high Mach number and vertical take-off aircraft are continually increasing. Since World War II, the three-fold increase in thrust-to-weight ratio can be attributed almost entirely to the development of lightweight construction and the axial-flow compressor, and little credit can be given to the meager 200-F increase in turbine-inlet temperature. Increasing turbine-inlet temperature, beyond present-day material limits of 1600-1700 F, by convective air cooling, will increase the jet-engine thrust-to-weight ratio and will markedly improve the performance of the turboprop and bypass engines. The partial results of a program undertaken by the author’s company to develop a fully cooled, flight-type, turbine and test facility are reported. The design heat-transfer considerations are discussed, the test facility described, and performance results to date are given.

Field and Laboratory Evaluations of Commercial and Next-Generation Alumina-Forming Austenitic Foil for Advanced Recuperators

2016 ◽  
Vol 138 (12) ◽  
Author(s):  
Bruce A. Pint ◽  
Sebastien Dryepondt ◽  
Michael P. Brady ◽  
Yukinori Yamamoto ◽  
Bo Ruan ◽  
...  
Keyword(s):  
Field Trials ◽  
Austenitic Steels ◽  
Inlet Temperature ◽  
Next Generation ◽  
Turbine Inlet Temperature ◽  
New Class ◽  
Turbine Inlet ◽  
Higher Temperature ◽  
Oxidation Testing

Alumina-forming austenitic (AFA) steels represent a new class of corrosion- and creep-resistant austenitic steels designed to enable higher temperature recuperators. Field trials are in progress for commercially rolled foil with widths over 39 cm. The first trial completed 3000 hrs in a microturbine recuperator with an elevated turbine inlet temperature and showed limited degradation. A longer microturbine trial is in progress. A third exposure in a larger turbine has passed 16,000 hrs. To reduce alloy cost and address foil fabrication issues with the initial AFA composition, several new AFA compositions are being evaluated in creep and laboratory oxidation testing at 650–800 °C and the results compared to commercially fabricated AFA foil and conventional recuperator foil performance.

Long-Life Base Load Service at 1600 F Turbine Inlet Temperature

1967 ◽  
Vol 89 (1) ◽  
pp. 41-46 ◽  
Author(s):  
N. E. Starkey
Keyword(s):  
Inlet Temperature ◽  
Air Cooling ◽  
Turbine Inlet Temperature ◽  
Fuel Distribution ◽  
Design Considerations ◽  
Turbine Inlet ◽  
Accurate Temperature ◽  
Long Life ◽  
Accurate Temperature Control ◽  
Base Load

Design considerations required for base load long-life service at turbine inlet temperature above 1600 F are discussed. These include control of combustion profile, air cooling of the first-stage nozzle, long-shank turbine buckets, accurate air and fuel distribution, and accurate temperature control.

Influence of Turbine Inlet Temperature on the Efficiency of Externally Fired Gas Turbines

2014 ◽  
pp. 79-95 ◽  
Author(s):  
Paulo Eduardo Batista de Mello ◽  
Sérgio Scuotto ◽  
Fernando dos Santos Ortega ◽  
Gustavo Henrique Bolognesi Donato
Keyword(s):  
Gas Turbines ◽  
Inlet Temperature ◽  
Turbine Inlet Temperature ◽  
Turbine Inlet

Expanding Fuel Flexibility in MHPS’ Dry Low NOx Combustor

2018 ◽  
Author(s):  
Katsuyoshi Tada ◽  
Kei Inoue ◽  
Tomo Kawakami ◽  
Keijiro Saitoh ◽  
Satoshi Tanimura
Keyword(s):  
Power Systems ◽  
Gas Turbine ◽  
Gas Turbines ◽  
Environmental Conservation ◽  
Combined Cycle ◽  
Inlet Temperature ◽  
Turbine Inlet Temperature ◽  
Social Perspectives ◽  
Turbine Inlet ◽  
Fuel Flexibility

Gas-turbine combined-cycle (GTCC) power generation is clean and efficient, and its demand will increase in the future from economic and social perspectives. Raising turbine inlet temperature is an effective way to increase combined cycle efficiency and contributes to global environmental conservation by reducing CO2 emissions and preventing global warming. However, increasing turbine inlet temperature can lead to the increase of NOx emissions, depletion of the ozone layer and generation of photochemical smog. To deal with this issue, MHPS (MITSUBISHI HITACHI POWER SYSTEMS) and MHI (MITSUBISHI HEAVY INDUSTRIES) have developed Dry Low NOx (DLN) combustion techniques for high temperature gas turbines. In addition, fuel flexibility is one of the most important features for DLN combustors to meet the requirement of the gas turbine market. MHPS and MHI have demonstrated DLN combustor fuel flexibility with natural gas (NG) fuels that have a large Wobbe Index variation, a Hydrogen-NG mixture, and crude oils.

Development of the Advanced Closed-Cycle Gas Turbine System

2001 ◽  
Author(s):  
Miki Koyama ◽  
Toshio Mimaki
Keyword(s):  
Film Cooling ◽  
Cooling System ◽  
Early Stage ◽  
Turbine Blades ◽  
Thermal Conditions ◽  
Inlet Temperature ◽  
Internal Cooling ◽  
Turbine Inlet Temperature ◽  
Turbine Blade Cooling ◽  
Turbine Inlet

This aims to put the fruits of the R&D; “The Hydrogen Combustion Turbine” in WE-NET Phase I Program(1993-1998) to practical use at an early stage. The topping regenerating cycle was selected as the optimum cycle, with energy efficiency expected to be more than 60%(HHV) under the conditions of the turbine inlet temperature of 1973K(1700°C) and the pressure of 4.8MPa,in it. • As the turbine inlet temperature and pressure increase, issues to be resolved include the amount of NOx emissions and the durability of super alloys for turbine blades under such thermal conditions. In this respect, the development of the highly efficient methane-oxygen combustion technology, the turbine blade cooling technology, and the ultrahigh-temperature materials including thermal barrier coatings is being carried out. • In 1999, the results made it clear that there are little error among the three analytic programs used to verify the system efficiency, it was verified that the burning rate was going to arrive at over 98% from the methane-oxygen combustion test (under the atmospheric pressure). And the type of vane “Film cooling plus recycle type with internal cooling system” was selected as the most suitable vane.

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