WO2015164313A1 - Procédé de détermination de température de guide d'ondes pour émetteur-récepteur acoustique utilisé dans une turbine à gaz - Google Patents

Procédé de détermination de température de guide d'ondes pour émetteur-récepteur acoustique utilisé dans une turbine à gaz Download PDF

Info

Publication number
WO2015164313A1
WO2015164313A1 PCT/US2015/026784 US2015026784W WO2015164313A1 WO 2015164313 A1 WO2015164313 A1 WO 2015164313A1 US 2015026784 W US2015026784 W US 2015026784W WO 2015164313 A1 WO2015164313 A1 WO 2015164313A1
Authority
WO
WIPO (PCT)
Prior art keywords
temperature
waveguide
estimated
transceiver
flight
Prior art date
Application number
PCT/US2015/026784
Other languages
English (en)
Inventor
Upul P. Desilva
Heiko Claussen
Karthik RAGUNATHAN
Original Assignee
Siemens Energy, Inc.
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from US14/682,393 external-priority patent/US10041859B2/en
Application filed by Siemens Energy, Inc. filed Critical Siemens Energy, Inc.
Priority to CN201580021136.3A priority Critical patent/CN106233109B/zh
Priority to DE112015001905.7T priority patent/DE112015001905T5/de
Priority to US15/128,417 priority patent/US9945737B2/en
Publication of WO2015164313A1 publication Critical patent/WO2015164313A1/fr

Links

Classifications

    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01K—MEASURING TEMPERATURE; MEASURING QUANTITY OF HEAT; THERMALLY-SENSITIVE ELEMENTS NOT OTHERWISE PROVIDED FOR
    • G01K11/00—Measuring temperature based upon physical or chemical changes not covered by groups G01K3/00, G01K5/00, G01K7/00 or G01K9/00
    • G01K11/22—Measuring temperature based upon physical or chemical changes not covered by groups G01K3/00, G01K5/00, G01K7/00 or G01K9/00 using measurement of acoustic effects
    • G01K11/24—Measuring temperature based upon physical or chemical changes not covered by groups G01K3/00, G01K5/00, G01K7/00 or G01K9/00 using measurement of acoustic effects of the velocity of propagation of sound
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01K—MEASURING TEMPERATURE; MEASURING QUANTITY OF HEAT; THERMALLY-SENSITIVE ELEMENTS NOT OTHERWISE PROVIDED FOR
    • G01K13/00—Thermometers specially adapted for specific purposes
    • G01K13/02—Thermometers specially adapted for specific purposes for measuring temperature of moving fluids or granular materials capable of flow
    • G—PHYSICS
    • G01—MEASURING; TESTING
    • G01K—MEASURING TEMPERATURE; MEASURING QUANTITY OF HEAT; THERMALLY-SENSITIVE ELEMENTS NOT OTHERWISE PROVIDED FOR
    • G01K13/00—Thermometers specially adapted for specific purposes
    • G01K13/02—Thermometers specially adapted for specific purposes for measuring temperature of moving fluids or granular materials capable of flow
    • G01K13/024—Thermometers specially adapted for specific purposes for measuring temperature of moving fluids or granular materials capable of flow of moving gases

Definitions

  • the invention relates to the mapping of a parameter in two-dimensional space and to active measurement of gas flow parameters, such as gas flow temperature or velocity, in flow regions of gas turbine engines.
  • gas turbine engines include, by way of example, industrial gas turbine (IGT) engines, other types of stationary gas turbine, marine, aero and other vehicular gas turbine engines.
  • IGT industrial gas turbine
  • embodiments disclosed herein disclose a method for determining a waveguide temperature for at least one waveguide in order to include the effect of boundary wall and waveguide temperatures on a temperature distribution of a temperature map, wherein the method includes calculating an estimated waveguide temperature based on an estimated wall temperature and wherein the estimated wall temperature is determined without the use of a temperature sensing device.
  • Combustion turbines such as gas turbine engines for any end use application, generally comprise a compressor section, a combustor section, a turbine section and an exhaust section.
  • the compressor section inducts and compresses ambient air.
  • the combustor section generally may include a plurality of combustors for receiving the compressed air and mixing it with fuel to form a fuel/air mixture.
  • the fuel/air mixture is combusted by each of the combustors to form a hot working gas that may be routed to the turbine section where it is expanded through alternating rows of stationary airfoils and rotating airfoils and used to generate power that can drive a rotor.
  • the expanding gas exiting the turbine section can be exhausted from the engine via the exhaust section.
  • Combustion anomalies such as flame flashback
  • Flame flashback is a localized phenomenon that may be caused when a turbulent burning velocity of the air and fuel mixture exceeds an axial flow velocity in the combustor assembly, thus causing a flame to anchor onto one or more components in/around the combustor assembly, such as a liner disposed around the combustion chamber.
  • the anchored flame may burn through the components if a flashback condition remains for extended periods of time without correction thereof.
  • flame flashback and/or other combustion anomalies may cause undesirable damage and possibly even destruction of combustion engine components, such that repair or replacement of such components may become necessary.
  • the fuel/air mixture at the individual combustors is controlled during operation of the engine to maintain one or more operating characteristics within a predetermined range, such as, for example, to maintain a desired efficiency and/or power output, control pollutant levels, prevent pressure oscillations and prevent flameouts.
  • a bulk turbine exhaust temperature may also be monitored as a parameter that may be used to monitor the operating condition of the engine.
  • a controller may monitor a measured turbine exhaust temperature, and a measured change in temperature at the exhaust may result in the controller changing an operating condition of the engine.
  • sensors and sensing systems that are being used in the industry for monitoring combustion and maintaining stability of the combustion process for engine protection.
  • dynamic pressure sensors are being used for combustion stability and resonance control.
  • Passive visual (optical visible light and/or infrared spectrum) sensors, ion sensors and Geiger Mueller detectors are used to detect flame on/off in the combustor, while thermocouples are being used for flashback detection.
  • thermocouples are being used for flashback detection.
  • u combustion gas flow velocity monitoring methods
  • pitot-static and multi hole pressure probes utilize differential pressure techniques
  • hot wire probes utilize thermal anemometry techniques
  • Image Velocimetry systems utilize optical techniques to characterize gas flow velocities. Differential pressure and thermal anemometry instruments are intrusive point
  • Laser Doppler and Particle Image Velocimetry instruments respectively provide non-intrusive point and 2- or 3-dimensional non- intrusive gas flow velocity measurement although they both require particle seeding of the flow.
  • sophisticated laser based measurements such as Filtered Rayleigh Scattering (FRS) and other such laser spectroscopy based techniques have been deployed to measure gas velocity.
  • FRS Filtered Rayleigh Scattering
  • these techniques are more complex than intrusive differential pressure or thermal anemometry instruments and require more specialized training to implement in monitoring systems.
  • most optical techniques for velocity are geared towards laboratory environments rather than in operative engines at power plant field sites.
  • T temperature
  • known Raman Spectroscopy, Laser Induced Fluorescence (for both u and T monitoring), and Coherent Anti-Stokes Raman Spectroscopy (CARS) for both u and T monitoring
  • CARS Coherent Anti-Stokes Raman Spectroscopy
  • TDLAS Tunable Diode Laser Absorption Spectroscopy
  • United States Patent No. 7,853,433 detects and classifies combustion anomalies by sampling and subsequent wavelet analysis of combustor thermo acoustic oscillations representative of combustion conditions with sensors, such as dynamic pressure sensors, accelerometers, high temperature microphones, optical sensors and/or ionic sensors.
  • United States Publication No. US2012/0150413 utilizes acoustic pyrometry in an IGT exhaust system to determine upstream bulk temperature within one or more of the engine's combustors. Acoustic signals are transmitted from acoustic transmitters and are received by a plurality of acoustic receivers. Each acoustic signal defines a distinct line-of-sound path between a corresponding transmitter and receiver pair. Transmitted signal time-of-flight is determined and processed to determine a path temperature. Multiple path temperatures can be combined and processed to determine bulk temperature at the measurement site. The determined path or bulk temperature or both can be utilized to correlate upstream temperature in the combustor. Co-pending
  • United States utility patent application No. Serial No. 13/804,132 calculates bulk temperature within a combustor, using a so-called dominant mode approach, by identifying an acoustic frequency at a first location in the engine upstream from the turbine (such as in the combustor) and using the frequency for determining a first bulk temperature value that is directly proportional to the acoustic frequency and a calculated constant value.
  • a calibration second temperature of the working gas is determined in a second location in the engine, such as the engine exhaust.
  • a back calculation is performed with the calibration second temperature to determine a temperature value for the working gas at the first location.
  • the first temperature value is compared to the back calculated temperature value to change the calculated constant value to a recalculated constant value. Subsequent first temperature values at the combustor may be determined based on the recalculated constant value.
  • a method for determining a waveguide temperature for at least one waveguide used in conjunction with a transceiver utilized for generating a gas turbine temperature map includes calculating a total time of flight wherein the total time of flight includes a travel time through the measurement space and a travel time through the waveguide.
  • the waveguide travel time is then subtracted from the total time of flight to obtain a measurement space travel time.
  • the method also includes calculating a temperature map based on the measurement space travel time and then obtaining an estimated wall temperature from the temperature map. Further, the method includes calculating an estimated waveguide temperature based on the estimated wall temperature wherein the estimated waveguide temperature is determined without the use of a temperature sensing device.
  • a method for determining a waveguide temperature for at least one waveguide used in conjunction with a transceiver utilized for generating a gas turbine temperature map is disclosed.
  • the transceiver generates an acoustic signal that travels through a measurement space in a hot gas flow path defined by a wall such as in a combustor.
  • the method includes dividing the wall into a plurality of boundary portions wherein a transceiver and waveguide is associated with each boundary portion.
  • the method also includes calculating a total time of flight for the acoustic signal wherein the total time of flight includes a travel time through the measurement space and a travel time through the waveguide.
  • the waveguide travel time is then subtracted from the total time of flight to obtain a measurement space travel time.
  • the method includes calculating a temperature map based on the measurement space travel time and then obtaining from the temperature map an estimated temperature for each boundary portion.
  • the method includes calculating an estimated waveguide temperature for each boundary portion wherein the estimated waveguide temperature is determined without the use of a temperature sensing device.
  • FIG. 1 is a perspective cross-sectional view of a gas turbine engine illustrating implementation of a system for determining combustor gas flow active velocity and temperature measurement, in accordance with embodiments of the invention
  • FIG. 2 is a cross-sectional view of a gas turbine combustor incorporating an embodiment of a monitoring system for determining combustor gas flow active velocity and temperature measurement, in accordance with embodiments of the invention
  • FIG. 3 is a cross-sectional view of the system of FIG. 2, taken along 3-3 thereof, in accordance with aspects of the invention
  • FIG. 4 is a block diagram of an embodiment of a controller for implementing embodiments of the present invention in the monitoring system for determining combustor gas flow active velocity and temperature measurement, in accordance with embodiments of the invention
  • FIG. 5 is a schematic perspective view of exemplary sonic sensor arrays used by the gas flow monitoring system to measure gas flow velocity in a gas turbine combustor, in accordance with embodiments of the invention
  • FIG. 6 is an exemplary schematic representation of gas flow velocity in the turbine combustor of FIG. 5 in the line-of-sight between acoustic sensors 32B and 34C;
  • FIG. 7. is a cross-sectional slice A of the gas flow velocity of FIG. 6 taken along 7-7 thereof, which corresponds to the line-of-sight between acoustic sensors 32B and 34C;
  • FIG. 8 is a composite gas flow velocity profile of the respective velocities measured by the gas flow velocity monitoring system, in accordance with embodiments of the invention;
  • FIG. 9 is a schematic perspective view of exemplary sonic sensor arrays used to measure gas flow temperature in a gas turbine combustor, in accordance with
  • FIG. 10 is a flow chart illustrating implementation of an embodiment of the methods for measuring gas flow velocity and temperature active measurement in a gas turbine combustor, in accordance with embodiments of the invention.
  • FIG. 11 is a flow chart illustrating implementation of an embodiment of the method for measuring active gas flow velocity, in accordance with embodiments of the invention.
  • FIG. 12 is a schematic illustration of a gas turbine engine showing sensor installations in several alternative regions, in accordance with embodiments of the invention.
  • FIG. 13 is a schematic illustration of a system for mapping flow parameters in a gas turbine engine region, in accordance with embodiments of the invention.
  • FIG. 14A is a schematic depiction of a bilinear representation of a parameter along a path, in accordance with embodiments of the invention.
  • FIG. 14B is a schematic representation of a two-dimensional space with two bilinear representations of path profiles, in accordance with embodiments of the invention.
  • FIG. 15 is a flow chart showing a technique for mapping a parameter based on average path values, according to embodiments of the invention.
  • FIG. 16 is a diagram showing parameter profiles for a single path, according to embodiments of the invention.
  • FIG. 17 is a flow chart showing a technique for mapping a parameter based on average path values, according to embodiments of the invention.
  • FIG. 18 is a schematic view of a two dimensional space showing measurement paths and a grid segment, according to embodiments of the invention.
  • FIG. 19 is a flow chart showing a technique for mapping a parameter based on average path values, according to embodiments of the invention.
  • Fig. 20 is an exemplary cross sectional view of a plurality of transceivers each having a waveguide wherein the transceivers each generate an acoustic signal that defines a plurality of acoustic paths travelling through a measurement space of a hot gas flow path.
  • Fig. 21 depicts a boundary portion of a wal l that defines the hot gas flow path wherein the wail is divided into a plurality of virtual boundary portions each having an associated transceiver and waveguide.
  • Fig. 22 depicts a boundary portion of the wail th at is not divided and thai includes transceivers each having a waveguide.
  • Fig. 23 is a flowchart for illustrating a method for determining a waveguide temperature in accordance with embodiments of the inventio .
  • Fig. 24 is a chart depicti g an exemplary waveguide temperature plot for each waveguide shown in Fig. 20.
  • Figs. 25-30 depict a sequence of exemplary temperature maps that il lustrate temperature convergence for a waveguide as the number of iterations increase.
  • identical reference numerals have been used, where possible, to designate identical elements that are common to the figures.
  • Embodiments of the invention are used for monitoring of gas turbine combustors, including industrial gas turbine (IGT) combustors by incorporating them into the combustion monitoring and control system by addition of an acoustic transmitter or acoustic transceiver that transmits sound waves through gas flow in a line-of-sight with a plurality of acoustic sensors, such as dynamic pressure sensors.
  • ITT industrial gas turbine
  • acoustic transmitter or acoustic transceiver that transmits sound waves through gas flow in a line-of-sight with a plurality of acoustic sensors, such as dynamic pressure sensors.
  • gas flow velocity determination includes compensation for impact of the thermodynamically interrelated temperature, gas constant and speed of sound influences on the first time-of- flight, in order to determine absolute gas flow velocity.
  • the controller correlates velocity and, if desired, absolute active path temperatures simultaneously with acoustic transmission and time-of- flight analysis techniques. Where velocity and temperature are measured simultaneously the absolute active path temperature is utilized to compensate for the aforementioned thermodynamic influences on gas flow absolute velocity. Alternatively in other embodiments the speed of sound influence on the first time-of-flight is utilized to determine absolute gas flow velocity rather than absolute active path temperature. In such embodiments,
  • compensation for the speed of sound in the velocity monitoring is accomplished by substituting for the first transmitters a set of first transceiver/transducers that are capable of transmitting and receiving acoustic signals, and generating output signals and substituting for the first sensors a set of second transducers that are capable of transmitting and receiving acoustic signals and generating output signals.
  • Acoustic signals are transmitted and received from the first to the second transducers and time-of- flight is determined.
  • a reverse acoustic signal is transmitted from the second to the first transducers and the reverse time-of-flight is determined.
  • the respective first and first reversed acoustic signals times-of- flight are used to determine the speed of sound c.
  • the determined speed of sound c is then utilized for determination of the actual gas flow velocity.
  • active velocity or active velocity/temperature measurements are used as monitoring parameters for gas flow in a combustion monitoring and control system that can identify and classify gas flow anomalies (e.g., combustion anomalies), for example by using wavelet or Fourier analysis techniques.
  • Some embodiments of the methods and system incorporate one or more acoustic dynamic pressure transceiver/transducer combination transmitter/sensors that are selectively oriented or arrayed in sequential axial planar positions within the combustor.
  • Known transceiver/transducer component designs and their related controller components have been used reliably and cost effectively in the past in power generation field service.
  • the exemplary engine 10 includes a compressor section 12, a combustor section 14, a turbine section 16, and an exhaust section or system 18.
  • the combustor section 14 includes a plurality of combustors 20.
  • Each combustor 20 has a combustion shell 22 and a cover plate 24.
  • the combustor liner or basket 26 and transition duct 27 define a passage for conveying hot working gas that flows in the direction F to the turbine section 16.
  • the system of the present invention is operable with known combustor geometry gas turbine engine designs, including can, can-annular or annular construction combustors in stationary land-based or vehicular applications.
  • compressed air from the compressor section 12 is provided to the combustor section 14 where it is combined with fuel supplied by fuel injection system 28 in the combustors 14.
  • the fuel/air mixture is ignited to form combustion products comprising the hot working gas. It may be understood that combustion of the fuel and air may occur at various axial locations along the passage through the combustor liner or basket 26 and the transition duct 27 to the inlet of the turbine section 16.
  • the hot working gas is expanded through the turbine section 16 and is exhausted through the exhaust section/system 18.
  • a combustion monitoring and control system 29 which can identify and classify combustion anomalies and actively control the gas turbine combustion process within one or more of the engine 10 combustors 20.
  • the engine 10 may include may comprise one or more of the monitoring and control system(s) 29: e.g., one system 29 for each combustor 20, or a single system 29 may service each combustor 14 of the engine 10.
  • clusters of combustors 20 may be served by one system 29, with other cluster(s) being served by other systems.
  • the consolidated monitoring system for an engine 10 can determine deviations between respective combustors and compare their relative performance no matter what engine combustor structure or orientation is employed by the engine design: whether a stationary, land-based turbine engine or a vehicular engine for aero, marine or land vehicular applications.
  • the system 29 includes an array of a plurality of known acoustic transceiver/transducers 32A-H and 34A-H that are capable of transmitting and receiving acoustic oscillation waves along exemplary the line-of-sight paths shown in dashed lines in FIGs. 5 and 9.
  • the transceiver/transducer arrays 32, 34 are capable of generating respective sensor output signals indicative of combustion thermo acoustic oscillations in each respective monitored and controlled combustor 20.
  • Other system embodiments can be constructed with at least two, but preferably more acoustic sensors, whether functionally part of a transceiver component or as a stand-alone component.
  • the monitoring and control system 29 is configured to transform the sensed thermo acoustic oscillation information into a form that enables the occurrence of combustion anomalies of interest to be discerned. As such, flame flashback events and other types of combustion anomalies of interest may be detected and extracted from sensed thermo acoustic oscillations in the combustor 14 that are monitored by the transceiver/transducer/sensors positioned in and/or around the combustor 14.
  • the acoustic sensors comprise any combination of one or more of a dynamic pressure sensor, a microphone, an optical sensor or an ionic turbine inlet sensor.
  • Pressure sensors sense the amplitudes of thermoacoustic oscillations in the combustor 20 as well as pulsation frequencies.
  • a high temperature microphone may be utilized to measure acoustic fluctuations in the combustor 14.
  • An optical sensor may be utilized to measure a dynamic optical signal within the combustor 20.
  • An ionic sensor may be utilized to measure dynamic ionic activity within the combustor 20.
  • An exemplary acoustic sensor array shown schematically in FIGs. 2, 3, 5 and 9 comprises transceiver/transducers 32A-H and 34A-H that function as at least one acoustic transmitter that transmits in turn to at least one and preferably a plurality of the dynamic pressure sensors in the array.
  • the transceiver/transducers 32, 34 are arrayed axially and radially within the combustor 20 by known mounting structures and methods, such as J tubes or rakes, within the combustor shell 22 proximal the combustor basket or liner 26, and/or proximal the transition 27 junction with the turbine section 16.
  • J tubes or rakes within the combustor shell 22 proximal the combustor basket or liner 26, and/or proximal the transition 27 junction with the turbine section 16.
  • the sensors are radially/circumferentially arrayed transceivers 34A-34H that are capable of transmitting and receiving acoustic oscillation waves along the line-of-sight paths similar to the transceivers 32A-H shown in dashed lines in FIG. 9.
  • Other types of known sensors such as individual thermocouple temperature sensors or thermocouple arrays may be employed within the gas turbine engine.
  • thermocouple 36 measures combustion temperature in the combustor 20.
  • the monitoring and control system 29 comprises a known controller 40, coupled to the transceiver/transducers 32, 34, that is capable of correlating sensor output signals with gas flow velocity and combustion temperature in a monitoring section 42 and conducting combustion dynamics analysis of the combustion process in an analysis section 44.
  • the monitoring section 42 and dynamic analysis 44 section outputs are utilized by the gas turbine control system 46 that can send control signals to other gas turbine controls subsystems, including industrial gas turbine (IGT) controls subsystems, such as the fuel injection system 28, in order to unload or shut down the engine 10 in response to changes in monitored combustion conditions within the combustor 20.
  • ITT industrial gas turbine
  • controller 40 includes one or more processors 50, system memory 52 and input/output control devices 54 for interfacing with the associated engine 10 controls, such as the fuel injection control system 28, and the acoustic transceiver/transducer 32, 34 acoustic transmitters and sensors 32 (or functionally equivalent performing separate discrete transmitters and receiver sensors), networks, other computing devices, human machine interfaces for operator/users, etc.
  • the controller 40 may also include one or more analog to digital converters 56A and/or other components necessary to allow the controller 40 to interface with the transceivers 32, 34 and/or other system components to receive analog sensor information.
  • the system 29 may include one or more analog to digital converters 56B that interface between the transceivers 32, 34 (or functionally equivalent performing separate discrete transmitters and receiver sensors) and the controller 40.
  • certain transceivers 32, 34 may have an analog to digital converter 56C integral therewith, or are otherwise able to communicate digital representations of sensed information directly to the controller 40.
  • the processor(s) 50 may include one or more processing devices such as a general purpose computer, microcomputer or microcontroller.
  • the processors 50 may also comprise one or more processing devices such as a central processing unit, dedicated digital signal processor (DSP), programmable and/or reprogrammable technology and/or specialized component, such as application specific integrated circuit (ASIC), programmable gate array (e.g., PGA, FPGA).
  • DSP dedicated digital signal processor
  • ASIC application specific integrated circuit
  • PGA programmable gate array
  • the memory 52 may include areas for storing computer program code executable by the processor(s) 50, and areas for storing data utilized for processing, e.g., memory areas for computing wavelet transforms, Fourier transforms or other executed
  • various aspects of the present invention may be implemented as a computer program product having code configured to perform the detection of combustion engine anomalies of interest, combustion dynamics and engine control functions as set out in greater detail herein.
  • the processor(s) 50 and/or memory 52 are programmed with sufficient code, variables, configuration files, etc., to enable the controller 40 to perform its designated monitoring and control functions.
  • the controller 40 may be operatively configured to sense thermo acoustic conditions, analyze thermo acoustic conditions based upon inputs from one or more transceiver/transducers 32, 34, control features of the engine 10 in response to its analysis, and/or report results of its analysis to operators, users, other computer processes, etc. as set out in greater detail herein.
  • all of the dynamic output signals originating from transceiver/transducers 32, 34 may be communicated to a single processor 50.
  • the single processor 50 will process the sensor dynamic output signals using the data analysis and control functions described in greater detail herein, such that it appears as if the results are computed in a generally parallel fashion.
  • more processors 50 can be used and each processor may be utilized to process one or more transceiver/transducers 32, 34 dynamic signals, e.g., depending for example, upon the computation power of each processor.
  • Monitoring and Control System Operation [0067] The concepts of acoustic temperature and velocity measurements are both based on creating a sonic wave, listening to it across the gas stream and finding an average speed of sound across a given path, which is then descriptive for the gas velocity or velocity/temperature. FIGs.
  • FIGS. 10 and 11 are flow charts illustrating graphically exemplary operation of a monitoring and control system 29 embodiment of the invention that actively monitors and measures both gas flow velocity and temperature using acoustic measurement methodologies.
  • the thick solid and dotted line operational blocks relate to previously described combustion dynamics analysis 42 (solid block), temperature monitoring and determination 44 and gas turbine control 46 functions (including by way of example IGT control functions) that are performed within the controller 40.
  • step 100 sensor signals generated by the sensor components within the
  • transceiver/transducers 32A-H, 34 A-H are read.
  • step 110 amplitudes of one or more of the sensor signals are compared to previously established alarm limits.
  • LFD low frequency dynamics
  • IFD intermediate frequency dynamics
  • controller 40 sends a control command, for example to the fuel injection system 28, to unload or shut down the engine 10 in step 400.
  • step 1 If an alarm limit is not exceeded in step 1 10, then frequency analysis for dynamics is performed in anomaly detection portion of the combustion dynamics analysis sub system.
  • An exemplary description of how to perform anomaly detection is in United States Patent No. 7,853,433 that is incorporated herein by reference.
  • the sampled high speed dynamic pressure signal is obtained from the sensors in step 130 and time divided into segments in step 140.
  • step 150 the time-frequency divided sample segments are analyzed using the wavelet analysis technique described in United States Patent
  • step 160 the combustor temperature as determined in the temperature monitoring and determination subsystem 44 is compared with the anomaly information obtained by the Fourier or wavelet analysis techniques, or both.
  • step 180 the anomaly classification as a flame on, flame out or flashback is made in conjunction with the passive or path temperature information obtained from the temperature monitoring and determination subsystem 44. For example in a gas turbine flameout the combustor temperature drops off dramatically. Conversely in a flashback scenario the combustor temperature rises dramatically upstream within the combustor 14.
  • appropriate control signals to unload or shut down the engine are made in the engine control system 46.
  • the temperature monitoring and determination subsystem 44 may comprise passive temperature determination utilizing the passive acoustic method described in
  • step 200 sampled high speed dynamic pressure signals from the transceiver/transducers 32/34, such as obtained in step 130 are analyzed for dominant modes in step 200.
  • Combustor temperature is calculated based on frequency using the passive acoustic method in step 210.
  • the passive value is calibrated with a reference temperature value in step 220 in order to obtain an active temperature value within the combustor 14.
  • the calibrated passive temperature value determined in step 220 is utilized in step 230 to detemime the bulk mean temperature of the combustion gas in step 230.
  • the reference temperature value used in step 220 may be obtained from one or more thermocouples 36 in the combustor or thermocouples located in the exhaust system 1 8 (not shown).
  • the reference temperature value may be an actual path temperature measured in the exhaust system 18, as described in United States Patent
  • transceiver/transducer 32A transmits a signal that is received by the remaining (n-1) transceiver/transducers 32B-H and the time-of-flight for each line-of- siglit path is determined.
  • at least one, preferably two or more sensor elements in the remaining transceiver/transducers 32B-H receive the acoustic signal (s) in step 310.
  • transceiver/transducers transmit and receive acoustic signals
  • the transceivers could be equally spaced around the periphery as shown in FIGs. 3 and 9.
  • These could be either fired sequentially (one at a time) or simultaneously with disjoint sound patterns that can be readily differentiated.
  • For sequential firing one transceiver is creating sounds while all remaining transceivers record it to estimate the travel time for t he respect ive paths.
  • Each of these line-of-sight paths represents an average temperature along that path. The average temperatures over different paths are combined to a two-dimensional map shown in FIG. 9, using a known computer tomography technique.
  • the 2-D time-of-flight sound data are converted to gas temperature using active acoustics in step 320, such as by utilization of the methods described in the
  • the real time path temperature that is determined in step 330 is the localized active temperature value along the line-of-sight transmission path.
  • a plurality of active temperature values measured along different acoustic paths by performing the steps 300-330 can be utilized to determine the combustor 14 bulk temperatures, alone or in parallel with the dominant frequency passive acoustic method of steps 200-230.
  • the 2-D or 3-D real time path temperature determined in steps 300-330 can be utilized as an input for other monitoring and control functions, with or without one or more of the combustion dynamics analysis 42, passive temperature monitoring and determination 44 and control 46 functions described in the exemplary integrated monitoring and control system 29 described herein.
  • combustor turbine inlet temperature TIT
  • the combustion active path temperature determined in steps 300-330 can be utilized to control the fuel/air mixture in the combustor 14 via the fuel injection system 28.
  • the real time path active temperature can be utilized as an input for active actual gas flow velocity' measurement in an industrial gas turbine combustor or in other types of gas flow environments.
  • Embodiments of the present invention measure 3-D gas flow velocity and/or gas flow temperature by correlation with sonic time-of-flight along a line-of-sight sonic pathway between axially spaced, transversely oriented sonic transmitter and sensor (or transceiver/transducers incorporating the sensors and transmitters), so that the line-of- sight along the pathway is oriented transverse, as opposed to parallel to the gas flow path.
  • the time-of-flight data are corrected or compensated for thermodynamic influences on gas temperature, gas constant and speed of sound.
  • gas temperature along a line of sight can be determined using the real time active path temperature or temperature independently obtained from another measurement device (e.g., thermocouple 36).
  • localized speed of sound c can be determined by measuring bi-directional time-of- flight (i.e., forward/downstream transmission and reverse/upstream transmission).
  • the aforementioned thermodynamic influences are governed by the known equation:
  • c(x,y,z) is the isentropic speed of sound
  • ⁇ is specific heat ratio
  • R is the gas constant
  • T is the gas temperature
  • the average path temperature and absolute velocity can be determined utilizing embodiments of the invention further described herein.
  • two planes of transceiver/transducers 32, 34 are oriented in axially spaced, opposed relationship within the gas flow, as shown in FIG. 5.
  • the two transceiver/transducer planes 32, 34 are preferably apart by approximately the same order of magnitude as the diameter (circular) or width (square or rectangular) of the monitored gas flow geometry. That is, the axial distance between the two planes should be determined according to the geometry and scale of the interrogated environment as well as the anticipated or possible ranges of gas flow gas constant, temperature and velocity.
  • the gas flow is measured axially and transverse to the flow direction.
  • transceiver/transducer 32A in plane Zi fires or transmits a signal al l transceiver/transducers 34B-H in plane Zn that are not paral lel- aligned with the signal firing sensor will be listening, thereby creating several paths across the gas flow (n-1 paths for n sensors).
  • the signal transmitting/receiving firing process continues sequentially with the second transceiver/transducer 32B on plane Zi firing to the remaining (n-1) transceiver/transducers 34A and 34C-H, which receive that transmitted signal.
  • the transmitted signal firing wi ll continue on with the consecutive transceivers firing and creating n-1 paths for each firing.
  • having 8 transceivers/transducers in each of the two axially spaced arrays there are a total of 64 paths in three dimensions.
  • transducer/transceivers 34 in plane Zu firing and transceiver/transducers in plane Zj receiving the reverse direction transmitted acoustic signal, assuming that the gas flow temperature is already known.
  • a sound pattern with a slightly different acoustic signature can be transmitted from each respective transceiver/transducer 32A-H, 34A-H simultaneously, which shortens measurement time
  • the process preferably repeats continually in real time while a 3-D velocity map u is constructed from the spatially distributed line- of-sight acoustic paths, using known 3-D tomographic mapping techniques, such as those utilized in medical or industrial computed tomography systems.
  • the velocity information is extracted and mapped, as shown in FIG. 8.
  • a 3-D temperature map T can be constructed utilizing the time of flight data, as will be described in greater detail herein.
  • the respective line -of-sight flow path time-of-flight data are used to derive absolute velocity in the gas flow path in step 560, once corrected for the thermodynamic effects of temperature, gas constant and the speed of sound, as described in greater detail befow.
  • Flow velocity measurement accuracy potentially decreases as flow velocity approaches the speed of sound, assuming constant gas temperature in the velocity measurements. Flow velocity below a Maeh number of approximately 0.5 is not believed to impact velocity measurement significantly. Therefore it is preferable, but not required, that measured flow velocities should be smaller than half of the local speed of sound that is measured. This method can accurately measure high temperature gas flows, including turbine engine gas flows, despite relatively high absolute velocities, because the local speed of sound increases with temperature.
  • acoustic time-of-fiight data are available, they are used by the monitoring and control system 29 or other remote monitoring system to determine velocity along their respective acoustic paths in accordance with the remainder of the steps of FIG. 1 1 .
  • information sound propagation is linearly affected by the gas flow. Relative gas flow velocity for a given temperature, gas constant a d speed of sound is determined by the known equation:
  • t B c is the time-of- flight from the first transmitter B to the first sensor C;
  • c is the speed of sound in the gas flow for the temperature and gas constant
  • p BC is the unit vector along the first line of sound path A between B and C; and u(x, y, z) is velocity vector in the gas flow.
  • the exemplary planar slice along the line-of-sound path A shows a simplified flow pattern.
  • the relative gas flow velocity is corrected for thermodynamic temperature, gas flow and speed of sound influences, in order to derive absolute velocity in step 560. Jf the path temperature is available
  • step 520 its influence on the speed of sou d can be corrected by known tomography methods, in order to derive the gas flow absolute velocity along the line-of-sound path. If the path temperature is not available, times-of- flight for forward (steps 500, 510) and reverse (steps 530, 540) acoustic signal transmission are acquired and used to extract the speed of sound without effect of the gas velocity in accordance with the following equations.
  • the reverse time-of- flight from transducer/transceiver C to transducer/transceiver B is determined by the following equation, similar to that for the forward or downstream direction set forth above:
  • tgc is the time of flight from the first transceiver/transducer B to the second transceiver/transducer C;
  • t CB is the time of flight from the second transceiver/transducer C to the first transceiver/transducer B;
  • c is the speed of sound in the gas flow for the temperature and gas constant
  • p BC is the unit vector along the first line of sound path
  • u(x, y, z) is the velocity vector in the gas flow.
  • the speed of sound c determined, in step 550 of FIG. 1 1 is then used to correct the downstream time -of- flight data for that speed of sound in step 560.
  • the corrected downstream time-of- flight data are used to determine gas flow absolute velocity in step 570.
  • the same speed of sound e determined in step 550 is utilized in some embodiments of the inventio to determine T, using the previously described isentropic speed of sound relationship c(x, y, z) — ( ⁇ . . ⁇ )2, as ⁇ , R and c(x, y, z) are now known.
  • the active acoustic temperature and velocity measurements are performed simultaneously in real time, thus mapping both gas flow temperature (3-D or alternatively the 2-D mapping of FIG, 9) and 3-D gas flow velocity (FIG. 8).
  • An exemplary acoustic signal transmission and reception timing sequence to perform simultaneous velocity and temperature measurement is to emit an acoustic signal with a transceiver/transducer on a first array plane (e.g., 32A at Zi).
  • the corresponding transversely oriented transceivers/transducers on an axially spaced opposed second plane receive the signal for velocity processing and/or temperature processing, if 3-D temperature measurement is utilized.
  • the remainders of the transceiver/transducers on the first array plane receive the signal for temperature processing.
  • the transmission and receiving process also can be accelerated by utilizing unique signal transmission patterns for each transceiver/transducer.
  • 2-D or 3-D temperature measurement accuracy of both temperature and velocity map may not be the most desired in case of gas velocities of ach 0.3 or above as the
  • independent temperature T reference values may be determined, using a pair of axially separated 2-D acoustic si gnal sets and two individual acoustic temperature maps determined with the respective 2-D time-of- flight signal sets.
  • the 2-D temperature maps are in turn interpolated to create a volumetric temperature map.
  • This volumetric map will be used to provide the temperature values T utilized in the ise tropic speed of sound equation, along with the known gas constant R and specific heat ratio ⁇ to extract speeds of soun c.
  • the speed of sound is then used to extract the velocity vectors u(x,y,z). Once the velocity vectors are extracted the velocity components can be mapped, eliminating the limitation of below Macb 0.3 gas velocities inherent in the previously descried 3-D velocity and temperature mapping methods.
  • Combustor active gas flow velocity or velocity/temperature monitoring utilizing the system and method embodiments described herein with arrays of commonly utilized acoustic sensors is believed to provide faster velocity and temperature change response than known velocity and temperature monitoring systems.
  • one array of commonly utilized, reliable acoustic tra sceiver/transducer sensor-transmitters or arrays of separate discrete acoustic sensors and transmitter pairs can be placed in a combustion flow path under field conditions and monitored to provide active, real time simultaneous velocity and temperature data and anomaly detection that are all useful for monitoring and control of combustion power generation equipment, such as industrial gas turbines.
  • a parameter map in a two-dimensional or three-dimensional space has numerous uses in the design, diagnosis and control of machinery.
  • a temperature or velocity map of a region of the gas path is useful in diagnosing and accurately measuring the performance of a gas turbine engine.
  • the map may, for example, be a temperature map in the vicinity of the combustor flame or may be a turbine inlet temperature map in the region exiting the combustor.
  • Simple temperature maps are presently created using thermocouple temperature rakes and temperature probes mounted on the first row vane to obtain measurements from which a crude linear temperature profile may be fit.
  • An inlet temperature map 121 1 of a gas turbine inlet 1210 may be created using the described techniques and using acoustic sensors 1212 arranged circumferentialiy around a planar region of the inlet.
  • a combustor temperature map 1221 may be created to show temperature distributions in regions of the combustors 1220.
  • the sensors 1222 may be arranged around a plane through a primary combustor flame zone or a turbine inlet (combustor exit).
  • a three-dimensional velocity map 1231 of gas flow through a turbine diffuser 1230 may be constructed using information from sensors 1232 arranged circumferentialiy around multiple planar regions in the diffuser.
  • An exhaust temperature map 12 1 may be created using sensors 1242 to show temperature distribution in a two-dimensional region of the turbine exhaust 1240.
  • sensors 1242 may be acoustic sensors and speed of sound information on each path is processed to estimate the average temperature over that path length.
  • representations of each of the paths containing average temperature information are tomographically mapped into the spatial distribution of the temperatures at the measurement time and then updated for subsequent measurement times.
  • the transmitters and sensors 13 10 are circumfcrentiaily distributed around a cross section of the hot gas path of one or more turbine regions 1305.
  • the sensors and receivers may, in some
  • acoustic transceivers (sender/receiver combinations) arranged in a plane through the combustor where those transceivers will send and capture acoustic signals in real-time. While the disclosure discusses the sensors and receivers with reference to acoustic sensing techniques, one skilled in the art will understand that the sensors and receivers may alternatively utilize laser-based tunable diode laser absorption
  • the transmitted signals are used to determine an average speed of sound, which is used to estimate an average temperature.
  • Path averaged temperatures may be measured by probing two different absorption lines for the same species while sweeping the laser across the absorption spectrum.
  • Laser absorption by gases across the plane in certain infrared wavelength bands is proportionate to species concentration and temperature and can be solved to provide averaged path temperatures along each line.
  • the Full Width at Half Maximum (FWHM) of the probed absorption line may be related to the Doppler line width of the species.
  • FWHM Full Width at Half Maximum
  • Other laser-based or other temperature measurement techniques may be used without departing from the scope of the disclosure.
  • a tomographic mapping module 1315 converts a plurality of average path temperatures in to a temperature map 1320 at each time interval that the temperatures are sampled.
  • the two-dimensional or three dimensional map includes high spatial resolution isotherms and provides more valuable information than separate average path temperature estimates for interpretation of the engine health as well as for inputs to the engine control algorithm.
  • the temperature map 1320 together with derived combustion quality information 1325, is transmitted to an engine control unit 1330 that utilizes that information to control the combustors and/or the gas turbine engine.
  • the techniques described herein may be used to construct other two dimensional or three dimensional maps from average values of paths. For example, the estimated average velocities along transmitter receiver paths may be used to construct a two-dimensional or three dimensional map of local velocities using the simil ar memo d s .
  • mapping and extracting spatial information about a parameter from a set of path averaged lines in a region are several different techniques for mapping and extracting spatial information about a parameter from a set of path averaged lines in a region.
  • Those techniques include a polynomial approximation method, a basis function method and a grid optimization method. Each of those techniques is described in turn below.
  • W hile W hile several of the descriptions refer to an exemplary embodiment in which a gas flow temperature is measured, one skilled in the art will recognize that the described techniques are applicable to mapping other parameters where average values along linear paths are available.
  • each path such as path
  • a temperature function that includes scale factors and reflects the estimated average temperature along the path.
  • temperatures increase linearly from the end points 1415, 1420 (i.e., the transmit and receive points at the chamber walls) to form a peak 1425 yielding a profile similar to the cross section of a tent.
  • the initial maximum temperature is at the peak and the minimum (wail) temperatures are at either end.
  • the distance 1430 from the transmit end point 1415 to the peak 1425 is determined by a midpoint scale parameter.
  • the midpoint scale parameter may be initially set to 50% of the path length by default.
  • the peak height 1410 defines the initial maximum temperature along the path 1405 at the peak 1425, Initially, a peak height scale factor may be set to the value of two times the average path temperature, [0095]
  • the end points 1415, 1420 may be assumed to be constant and are held at a constant level by the algorithm relative to a wall temperature variable.
  • the wall temperature variable may be selected in several ways. In o e example, a fixed value is manually entered. In another example, a percentage of the average path temperature, or the minimum path temperature, is used. In other embodiments, an actual sensor such as a high temperature thermocouple is used to input a wall temperature signal directly into the algorithm.
  • Bilinear integration is performed from the transmit point 1415 (wail temperature) to the mid-point 1425 (measured path temperature iteratively computed scale factor) and back down to the receive point 1420 (wall temperature),
  • the estimated path profile 1400 is then plotted, in operation 1520, into a two dimensional grid representing the planar area of the chamber 1401, as shown in FIG. 14B. That process is repeated for each path, such as exemplary second path 1450, When all temperatures have been plotted onto the grid, the grid contains a sparse representation of the temperature map. As a result, there are missing points on the grid in the open areas between paths. In those open areas, a curve smoothing technique such as a Bezier function is used to transform the set of known points into a polynomial approximation of the actual temperature curve at discrete points on the grid. After the grid is smoothed, line integrations are performed along line paths, in operation 1530, and compared to measured data in operation 1540.
  • a curve smoothing technique such as a Bezier function
  • the result of that comparison is used to adjust the scale factors in block 1570 for the next iteration to minimize the error between measured and estimated temperatures.
  • the iterative process may be repeated according to decision operation 1 50 between 3 and 20 times to produce a surface with the least error when compared to the original measured average path temperatures.
  • the 2-dimensional basis functions are extracted, as shown in operation 1710, from a large database of thermocoupl e temperature measurements or other parameter measurements, using a statistical procedure such as principal component analysis (PCA).
  • PCA principal component analysis
  • the boundary conditions are fixed/constant for the 2-dimensional basis functions based on a manually entered fixed value, or on measured wall temperatures.
  • the technique finds weights for the basis functions that minimize error on measured times of flight. In embodiments, the weights are found iterative ly.
  • the path temperatures are sampled (operation 1720) into a vector along a length D of the path.
  • the sampled temperatures are collected in a D x K matrix X f -, as illustrated by the matrix 1600 of FIG. 16, which shows, for a single path, six temperature profiles for six basis functions ⁇ - ⁇ , each sampled at five locations D ⁇ -D ⁇ .
  • the basis function K] shown in matrix 1600 five temperature samples are illustrated for five sampled points Dl through D5 along the path. Similar matrices are created for each of the other paths.
  • the goal is to find (operation 1730) the combination of basis functions that best represents the mean temperatures measured by the times of flight.
  • temperatures may be converted to a two dimensional temperature map using a grid optimization technique shown in the flow chart 1900 of FIG. 19, in which the 2 ⁇ dimensional map is segmented into multiple grid segments (operation 1910), such as the grid segment 1 820 shown in FIG. 18.
  • the goal is to estimate the value (temperature or velocity) in each grid segment.
  • a grid segment is defined as a region bounded by the horizontal and vertical lines of the grid. The speed of the acoustic signal throughout each grid segment is assumed to be uniform.
  • each acoustic path in traversing each grid segment is initially calculated, at operation 19.20.
  • the distances within the grid segment that are traversed by paths 1831 , 1833, 1835 and 1837 are determined. Since the total time of flight for each path and the distance traversed by the path through each grid segment is known, the time taken to travel through each segment along a path can he calculated by solving following system of equations:
  • ⁇ is an index of paths
  • m is an index of grid segments
  • t is the time of flight for a given path
  • JC is a coefficient of each grid segment corresponding to a reciprocal of the
  • a boundary condition is applied on the grid segment coefficients corresponding to the boundary
  • w is a grid segment index corresponding to the wall and c is a constant derived from the wall temperature.
  • each grid segment may be restricted to a value greater than room temperature and less than 1000 °C.
  • the number of grids segments to be solved may greatly exceed the number of path equations, making a large number of solutions possible.
  • additional optimization criteria such as minimizing the difference between speeds of sound in neighboring grid segments are imposed to obtain a smooth map which is also close to reality.
  • the above techniques may be employed in controlling a gas turbine engine using temperature data. Once the two-dimensional temperature map is computed, it is available in real-time for the computation of information useful in controlling the engine. For example, referring to FIG. 13, the tomographic mapping modul e 1315 may compute the bulk mean temperat ure (average temperature of the map ), the distribution of temperature in the plane (as a goodness function or as a profile), and a difference of temperature between different baskets if the combustion system is a can or can annular combustion system. That information is then provided to the engine control unit 1330, which is intelligently programmed to control engine parameters for optimum engine performance (safety, performance and emissions).
  • transceiver/transducers 32A-H and 34A-H transmit and receive acoustic signals that define acoustic paths. Time of flight measurements along corresponding acoustic paths are then used to generate a temperature map such as temperature map 1320 shown in Fig. 13. Each acoustic signal is transmitted and received by transceiver/transducers 32A-H and 34A-H through a waveguide associated with a transceiver/transducer.
  • Fig. 20 an exempl ary cross sectional view is shown of a plurality of acoustic paths 2000 travelling through a measurement space 2010 of a hot gas flow path 2020.
  • the hot gas flow path 2020 is located in a combustor 20 although it is understood that the hot gas flow path 2020 may be located in the turbine diffuser 3230 (see Fig. 12) or an exhaust stack.
  • Fig. 20 depicts a plurality of transceiver/transducers (i.e. transceivers) each having a waveguide, for example transceivers 2040A-2040F having corresponding waveguides 2030A-2030F, respectively.
  • the transceivers 2040A-2040F only measure temperature and gas flow in a volume between the transceivers 2040A-2040F, i.e., the measurement space 2010. However, a temperature at a solid boundary that defines the hot gas flow path 2020 is not measured. Further, a temperature inside the waveguides 2030A-2030F is also not measured.
  • the solid boundary may be a wall 2050 of the combustor 20.
  • the wall 2050 and waveguides 2030A-2030F are important parameters that affect the temperature distribution and temperature values indicated on a temperature map.
  • the selected or assumed temperatures that are used are frequently erroneous, resulting in inaccurate temperature maps for a hot gas flow that has not been previously characterized.
  • a temperature map includes temperature information near a wall that forms a hot gas flow path.
  • waveguide temperatures are calculated based on the temperature near the wail 2050 that is indicated by an initial temperature map.
  • a linear relationship is established between a wall temperature value and waveguide temperature although it is understood that nonlinear relationships may be used.
  • a boundary portion 2060 of the wall 2050 is divided into a plurality of virtual boundary portions 2070 ⁇ -207 ⁇ (eight exemplary boundary portions are shown) thereby forming a boundary portion index.
  • Each boundary portion 2070A-2070H is associated with corresponding transceivers 2040A-2040H that include the corresponding waveguides 2030A-2030H, respectively, such that the waveguides 2030A-2030H are located adjacent or relatively close to a corresponding boundary portion 2070A-2070H.
  • Eq. (1 ) may be used to calculate an initial waveguide temperature.
  • the wall 2050 is not divided as shown in Fig. 22 and a uniform value for temperature is assumed for each waveguide 2030A-2030H.
  • a temperature is calculated of a complete boundary portion 2080.
  • a total time of flight for an acoustic signal is the sum of the amount of time for the acoustic signal to travel through a waveguide 2030A-
  • Waveguide temperature is an important parameter that affects the time of flight of the acoustic signal.
  • Calculation of a updated waveguide temperature via Eq. (1) causes a corresponding change in the time taken to travel in the measurement space 2010. This in turn causes a remapping of the temperature map.
  • a new temperature map is generated, a new wall temperature is obtained from the new temperature map which is then used to calculate a new or estimated waveguide temperature again using Eq. (1). It is understood that Eq. (2) may be used instead of Eq.
  • the waveguide temperature is continually updated, and new temperature maps are generated, if a difference between an estimated waveguide temperature and an initial waveguide temperature, calculated immediately before the estimated waveguide temperature, is greater than a predetermined temperature difference i.e., a temperature differe tial threshold. If the difference betwee the estimated waveguide temperature and the initial waveguide temperature is less than or equal to the temperature differential threshold, the temperature of a boundary portion and the temperature of its associated waveguide have converged and the process stops.
  • a predetermined temperature difference i.e., a temperature differe tial threshold.
  • a flowchart. 2090 which illustrates a method for detemiining a waveguide temperature in accordance with embodiments of the invention.
  • an assumed initial waveguide temperature 2105 for each waveguide is initial fy used.
  • the initial waveguide temperature 2105 is set to room temperature, although it is understood that other temperatures may be used.
  • the total time of flight is the sum of the amount of time for the acoustic signal to travel through a waveguide 2030A-2030H and the amount of time for the acoustic signal to travel through the measurement space 2010.
  • the waveguide travel time is subtracted from the total time of flight to provide a travel time through the measurement space 2010 at Step 21 10.
  • a temperature map is calculated based on the travel time through the measurement space 2010.
  • a wall temperature is extracted from the temperature map at Step 2130.
  • an estimated waveguide temperature of each waveg ide 203 OA -203 OH is calcul ated based on Eq. (3): estWaveGuideftr i)
  • estimate_wali_value(matchmg_boundary_portiori) is an estimated temperature for the boundary portion 2070A-2070H associated with the transducer
  • Step 2150 if the difference between the estimated waveguide temperature of each waveguide 2030A-2030H, (i.e. "estWaveGuide(tr_i)") from Eq. (3) and an assumed initial waveguide temperature, or an initial waveguide temperature equal to a previously calculated estimated waveguide temperature, is greater than a
  • the initial waveguide temperature is set equal to the estimated waveguide temperature of each waveguide 2030A-2030H
  • Step 2155 the mitial waveguide temperature and the estimated waveguide temperature of each waveguide occur at different times during the method.
  • the method then returns to Step 21 10 and Steps 2120, 2130 and 2140 are repeated to perform another iteration of the method and obtain a new estimated waveguide temperature of each waveguide 2030A-2030H ("estWaveGuide(tr J)").
  • Step 2150 If the conditions in Step 2150 are not met, i.e. the difference between the estimated waveguide temperature, i.e. Eq. (3) and an initial waveguide temperature is less than or equal to the temperature differential threshold, the temperature of a boundary portion 2070A-2070 of the wall 2050 and the temperature of its associated waveguide 2030A-2030H have converged and the process stops. This also indicates that the wall temperature and waveguide temperatures are relatively constant, in an embodiment, the temperature differential threshold is approximately 5 °C. Aspects of the method may be implemented as an algorithm or computer program for use in the previously described tomographic mapping module 1315, computer system or other computing device.
  • a chart 2160 is shown depicting an exemplary waveguide temperature plot 2170 for each waveguide 2030A-2030F.
  • Each temperature plot 2170 is obtained during iteration of the method. From the chart, 2160, it can be seen that each waveguide temperature begins to converge (i.e. the difference between the estimated waveguide temperature and an initial waveguide temperature as previously described becomes increasingly smaller) as the number of iterations of the method increase thereby improving the accuracy of the indicated waveguide temperature.
  • the waveguide temperatures converge in region 2180 of the chart 2160 after approximately 30 iterations thereby indicating accurate temperatures.
  • a fast mapping algorithm may be used that iterates multiple times per measurement to allow convergence of the waveguide temperatures without substantially affecting real time capabilities of the overall system 29. This enables faster convergence of the waveguide temperatures in the event there is a large difference between the initial and estimated waveguide temperatures and faster generation of an approximate temperature map. Once the differential waveguide temperature reduces to a selected threshold the temperature map may be solved more accurately.
  • Figs. 25-30 depict a sequence of exemplary temperature maps 2190, 2200,
  • Temperature maps 2190-2240 include temperature regions 2250, 2260, 2270, 2280 whose arrangement and indicated temperature changes as the number of iterations increase, thus changing temperature distribution of the associated temperature map.
  • An initial temperature map 2190 is shown in Fig. 25 wherein waveguide temperatures of 35, 38, 36, 30, 30, 31 °C are initially estimated for waveguides 2030A-2030F, respectively.
  • Figs. 26-29 illustrate iterations of the method wherein the waveguide temperatures are updated and the temperature maps change accordingly in each figure. Fig.
  • FIG. 30 depicts a final temperature map 2240 wherein the difference between an estimated waveguide temperature and an initial waveguide temperature is less than or equal to a temperature differential threshold, i.e. the temperatures converge as previously described.
  • a temperature differential threshold i.e. the temperatures converge as previously described.
  • additional iterations up to 45 were performed in order to show stable algorithm convergence.
  • Estimation of boundary and waveguide conditions is repeated only if there are significant changes so as to limit computational cost and impact on the overall system 29. That is, once the boundary and waveguide condition converge, the algorithm keeps track of the changing boundary conditions to maintain accuracy of the total map. In practice, a complete temperature map is calculated once the boundary condition and waveguide temperature converge.
  • a learned histor of a relationship between waveguide temperature and a temperature map may be used to enhance the estimation of waveguide temperatures. For example, a record or data of the relationship between waveguide temperature and a temperature map from a similar gas turbine or experimental engine having similar temperature characteristics may be used to enhance estimation of waveguide temperatures.
  • an estimated waveguide temperature obtained from a previous temperature mapping solution may be used in order to increase the speed of convergence of the waveguide temperatures.
  • constraints on possible mapping solutions such as limiting temperature ranges such as a temperature range for the waveguide or other temperature ranges, allowing only a linear combination of basis maps and others may be used to increase accuracy and speed of temperature mapping.
  • the current invention provides a method for automatically determining boundary and waveguide conditions and extends mapping to use the boundary and waveguide conditions.
  • waveguide and boundary temperatures are iteratively calculated in real time without need for their actual measurement (i.e. without the need to measure temperature by using a temperature sensing device or probe) in order to obtain a true temperature map.
  • the current invention reduces the need for instrumenting waveguides and walls and other areas to obtain boundary conditions. Further, the current invention increases the accuracy of temperature, velocity and mass flow measurement of hot gas flows.
  • the invention is not limited in its applicatio to the exemplar ⁇ ' embodiment details of construction and the arrangement of components set forth in the description or illustrated in the drawings. However, the various aspects of the present invention described more fully herein may be applied to other instances where a profile map of values in a region is determined based on average values along linear paths through the region.

Landscapes

  • Physics & Mathematics (AREA)
  • General Physics & Mathematics (AREA)
  • Acoustics & Sound (AREA)
  • Measuring Temperature Or Quantity Of Heat (AREA)

Abstract

L'invention concerne un procédé de détermination de température de guide d'ondes pour au moins un guide d'ondes d'un émetteur-récepteur utilisé pour générer une carte de température. L'émetteur-récepteur génère un signal acoustique qui se déplace à travers un espace de mesure dans un trajet d'écoulement de gaz chaud défini par une paroi tel que dans une chambre de combustion. Le procédé comprend le calcul d'un temps total de vol pour le signal acoustique et la soustraction d'un temps de trajet de guide d'ondes au temps total de vol pour obtenir un temps de trajet d'espace de mesure. Une carte de température est calculée sur la base du temps de trajet d'espace de mesure. Une température de paroi estimée est obtenue à partir de la carte de température. Une température de guide d'ondes estimée est ensuite calculée sur la base de la température de paroi estimée, la température de guide d'ondes estimée étant déterminée sans l'utilisation d'un dispositif de détection de température.
PCT/US2015/026784 2014-03-13 2015-04-21 Procédé de détermination de température de guide d'ondes pour émetteur-récepteur acoustique utilisé dans une turbine à gaz WO2015164313A1 (fr)

Priority Applications (3)

Application Number Priority Date Filing Date Title
CN201580021136.3A CN106233109B (zh) 2014-04-23 2015-04-21 确定用于燃气涡轮发动机的声学收发器的波导温度的方法
DE112015001905.7T DE112015001905T5 (de) 2014-04-23 2015-04-21 Verfahren zum Bestimmen der Wellenleitertemperatur für einen akustischen Transceiver, der in einem Gasturbinenmotor verwendet wird
US15/128,417 US9945737B2 (en) 2014-03-13 2015-04-21 Method for determining waveguide temperature for acoustic transceiver used in a gas turbine engine

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
US201461983044P 2014-04-23 2014-04-23
US61/983,044 2014-04-23
US14/682,393 2015-04-09
US14/682,393 US10041859B2 (en) 2014-03-13 2015-04-09 Parameter distribution mapping in a gas turbine engine

Publications (1)

Publication Number Publication Date
WO2015164313A1 true WO2015164313A1 (fr) 2015-10-29

Family

ID=53015972

Family Applications (2)

Application Number Title Priority Date Filing Date
PCT/US2015/026784 WO2015164313A1 (fr) 2014-03-13 2015-04-21 Procédé de détermination de température de guide d'ondes pour émetteur-récepteur acoustique utilisé dans une turbine à gaz
PCT/US2015/027020 WO2015164466A1 (fr) 2014-03-13 2015-04-22 Procédé d'optimisation de points de base utilisé dans une cartographie de température d'un trajet d'écoulement de gaz chauds de turbine par détermination de points d'intersection de signal acoustique

Family Applications After (1)

Application Number Title Priority Date Filing Date
PCT/US2015/027020 WO2015164466A1 (fr) 2014-03-13 2015-04-22 Procédé d'optimisation de points de base utilisé dans une cartographie de température d'un trajet d'écoulement de gaz chauds de turbine par détermination de points d'intersection de signal acoustique

Country Status (3)

Country Link
CN (2) CN106233109B (fr)
DE (2) DE112015001905T5 (fr)
WO (2) WO2015164313A1 (fr)

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9709448B2 (en) 2013-12-18 2017-07-18 Siemens Energy, Inc. Active measurement of gas flow temperature, including in gas turbine combustors
US9746360B2 (en) 2014-03-13 2017-08-29 Siemens Energy, Inc. Nonintrusive performance measurement of a gas turbine engine in real time
US9752959B2 (en) 2014-03-13 2017-09-05 Siemens Energy, Inc. Nonintrusive transceiver and method for characterizing temperature and velocity fields in a gas turbine combustor
US10509124B2 (en) 2015-04-09 2019-12-17 Siemens Energy, Inc. Method for estimating time of flight for acoustic pyrometry

Families Citing this family (9)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
DE102017000075A1 (de) * 2017-01-09 2018-07-12 Bvp Gmbh Verfahren für eine Akustische Gastemperatur-Messung
DE102017101161A1 (de) 2017-01-23 2018-07-26 Man Diesel & Turbo Se Gasturbine
RU2710419C1 (ru) * 2019-04-18 2019-12-27 АО "Омское машиностроительное конструкторское бюро" Способ измерения температуры газа
CN110704945B (zh) * 2019-09-19 2020-07-31 中国航空工业集团公司西安飞机设计研究所 一种不同工程物理模型网格间节点载荷转换的算法
CN111102604B (zh) * 2019-12-20 2022-02-22 华帝股份有限公司 一种灶具燃烧异常的检测方法及灶具
CN112964662B (zh) * 2021-02-07 2022-07-15 中国科学院长春光学精密机械与物理研究所 一种航空发动机高温燃气浓度及温度测量方法
CN113640115B (zh) * 2021-08-11 2023-05-02 中国工程物理研究院流体物理研究所 适用于准等熵压缩实验数据逆问题求解的优化方法和系统
CN115792273B (zh) * 2022-11-02 2024-02-23 清华大学 用于测量流体流速的方法、测流设备和计算机存储介质
CN116992780B (zh) * 2023-09-25 2024-01-02 中南大学 数字化电解槽的温度传感器布置方法

Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1993004343A1 (fr) * 1991-08-14 1993-03-04 Rockwell International Corporation Systeme externe de detection d'ecoulement
US20090178490A1 (en) * 2005-08-16 2009-07-16 Uwe Konzelmann Ultrasonic Measuring Unit Having Integrated Humidity Analysis
US7853433B2 (en) 2008-09-24 2010-12-14 Siemens Energy, Inc. Combustion anomaly detection via wavelet analysis of dynamic sensor signals
EP2290343A2 (fr) * 2009-08-27 2011-03-02 Valeo Schalter und Sensoren GmbH Procédé et dispositif de détermination de la température ambiante d'un capteur à ultrasons
US20120150413A1 (en) 2010-12-14 2012-06-14 Bunce Richard H Gas turbine engine control using acoustic pyrometry

Family Cites Families (8)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN101334305B (zh) * 2003-09-29 2012-05-09 微动公司 用于科里奥利流量计的诊断设备和方法
DE102006031343A1 (de) * 2006-07-06 2008-01-10 Epcos Ag Temperaturmessvorrichtung
GB0624002D0 (en) * 2006-12-01 2007-01-10 Rolls Royce Plc Fluid temperature measurement device
US8023269B2 (en) * 2008-08-15 2011-09-20 Siemens Energy, Inc. Wireless telemetry electronic circuit board for high temperature environments
US20100158074A1 (en) * 2008-12-19 2010-06-24 Rejean Fortier Multipoint probe assembly and method
CN102288324B (zh) * 2011-07-26 2013-12-18 沈阳工业大学 仓储粮食温度分布声学监测法
US9702768B2 (en) * 2012-09-05 2017-07-11 Siemens Corporation Noise robust time of flight estimation for acoustic pyrometry
US20140102175A1 (en) * 2012-10-14 2014-04-17 Kent Wasden Pumped Air Relative Humidity and Temperature Sensing System with Optional Gas Assay Functionality

Patent Citations (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
WO1993004343A1 (fr) * 1991-08-14 1993-03-04 Rockwell International Corporation Systeme externe de detection d'ecoulement
US20090178490A1 (en) * 2005-08-16 2009-07-16 Uwe Konzelmann Ultrasonic Measuring Unit Having Integrated Humidity Analysis
US7853433B2 (en) 2008-09-24 2010-12-14 Siemens Energy, Inc. Combustion anomaly detection via wavelet analysis of dynamic sensor signals
EP2290343A2 (fr) * 2009-08-27 2011-03-02 Valeo Schalter und Sensoren GmbH Procédé et dispositif de détermination de la température ambiante d'un capteur à ultrasons
US20120150413A1 (en) 2010-12-14 2012-06-14 Bunce Richard H Gas turbine engine control using acoustic pyrometry

Cited By (4)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
US9709448B2 (en) 2013-12-18 2017-07-18 Siemens Energy, Inc. Active measurement of gas flow temperature, including in gas turbine combustors
US9746360B2 (en) 2014-03-13 2017-08-29 Siemens Energy, Inc. Nonintrusive performance measurement of a gas turbine engine in real time
US9752959B2 (en) 2014-03-13 2017-09-05 Siemens Energy, Inc. Nonintrusive transceiver and method for characterizing temperature and velocity fields in a gas turbine combustor
US10509124B2 (en) 2015-04-09 2019-12-17 Siemens Energy, Inc. Method for estimating time of flight for acoustic pyrometry

Also Published As

Publication number Publication date
CN106233109A (zh) 2016-12-14
CN106233109B (zh) 2019-03-12
DE112015001905T5 (de) 2017-02-02
CN106233110A (zh) 2016-12-14
CN106233110B (zh) 2020-06-16
DE112015001963T5 (de) 2017-01-19
WO2015164466A1 (fr) 2015-10-29

Similar Documents

Publication Publication Date Title
US10041859B2 (en) Parameter distribution mapping in a gas turbine engine
US9945737B2 (en) Method for determining waveguide temperature for acoustic transceiver used in a gas turbine engine
US9709448B2 (en) Active measurement of gas flow temperature, including in gas turbine combustors
US9556791B2 (en) Active measurement of gas flow velocity or simultaneous measurement of velocity and temperature, including in gas turbine combustors
WO2015164313A1 (fr) Procédé de détermination de température de guide d'ondes pour émetteur-récepteur acoustique utilisé dans une turbine à gaz
US9746360B2 (en) Nonintrusive performance measurement of a gas turbine engine in real time
US9752959B2 (en) Nonintrusive transceiver and method for characterizing temperature and velocity fields in a gas turbine combustor
US9989424B2 (en) Multi-functional sensor system for gas turbine combustion monitoring and control
US9453767B2 (en) Active temperature monitoring in gas turbine combustors
US8565999B2 (en) Gas turbine engine control using acoustic pyrometry
US10509124B2 (en) Method for estimating time of flight for acoustic pyrometry

Legal Events

Date Code Title Description
121 Ep: the epo has been informed by wipo that ep was designated in this application

Ref document number: 15719399

Country of ref document: EP

Kind code of ref document: A1

WWE Wipo information: entry into national phase

Ref document number: 15128417

Country of ref document: US

WWE Wipo information: entry into national phase

Ref document number: 112015001905

Country of ref document: DE

122 Ep: pct application non-entry in european phase

Ref document number: 15719399

Country of ref document: EP

Kind code of ref document: A1