BR102016009718A2

BR102016009718A2 - conjunto de aerofólio para um mecanismo motor de turbina

Info

Publication number: BR102016009718A2
Application number: BR102016009718A
Authority: BR
Inventors: Rose Vaughn Abigail; Hu Haiyun; Patrick Riley Shawn
Original assignee: Gen Electric
Priority date: 2015-05-01
Filing date: 2016-04-29
Publication date: 2017-02-07
Also published as: JP2016211563A; US20160319840A1; EP3091189A1; CN106194276A; CA2928479A1; CN106194276B; US9988918B2

Abstract

conjunto de aerofólio para um mecanismo motor de turbina trata-se de um conjunto de aerofólio (44) que compreende pelo menos um aerofólio (50) que tem um bordo de ataque (51) e um bordo de fuga (52), uma banda (60, 80) e é acoplado de forma rígida ao pelo menos um aerofólio (50) ao longo de uma porção de uma interface (70) entre a banda (60, 80) e o pelo menos um aerofólio (50) para fornecer pelo menos uma porção de sustentação para o pelo menos um aerofólio (50), um alívio (72) localizado na banda (60, 80) no bordo de ataque (51) ou no bordo de fuga (52) do pelo menos um aerofólio (50) e que define um vão de alívio de tensão (74) entre a banda (60, 80) e o bordo de ataque (51) ou o bordo de fuga (52) e um sistema de fechamento (76) que impede o fluxo de ar através do alívio (72).

Description

“SISTEMA DE COMPRESSOR E CONJUNTO DE AEROFÓLIO” Antecedentes da Invenção [001] Os mecanismos motores de turbina e, particularmente, mecanismos motores de turbina de combustão ou a gás, são mecanismos motores giratórios que extraem energia de um fluxo de gases comburidos que passam através do mecanismo motor para uma grande quantidade de lâminas de turbina. O ar pode ser pressurizado em um compressor durante o funcionamento. O ar canalizado através do compressor pode ser misturado com combustível em um combustor e inflamado, o que gera gases de combustão quentes que fluem através de estágios de turbina que extraem energia dos mesmos para alimentar o ventilador e rotores de compressor e gerar impulso de mecanismo motor para propelir uma aeronave em voo ou para alimentar uma carga, tal como um gerador elétrico.

[002] O compressor inclui um conjunto de rotor e um conjunto de estator. O conjunto de estator inclui uma pluralidade de pás de estator ou aerofólios circunferencialmente separados que direcionam o gás comprimido que adentra o compressor para as lâminas de rotor. As pás de estator se estendem radialmente entre uma banda interna e uma banda externa. Uma trajetória de fluxo de gás através do conjunto de estator é ligada radialmente para dentro pelas bandas internas, e radialmente para fora pelas bandas externas. Os segmentos de pá de estator são montados dentro de um invólucro de compressor. Um estágio de pá inclui uma pluralidade de segmentos de pá circunferencialmente dispostos, em que cada segmento tem uma pluralidade de aerofólios que se estendem entre uma banda interna arqueada e uma banda externa arqueada.

[003] Em alguns modelos, os segmentos de pá são sustentados unicamente na própria banda externa, visto que um membro de vedação anular convencional é disposto entre estágios de rotor, o que também impede a sustentação estacionária da banda interna. Consequentemente, os aerofólios nesses segmentos de pá são fixos em cantiléver da sustentação de banda externa que cria momentos de flexão devido ao fluido que flui entre as pás que devem ser reagidas adequadamente ou acomodadas através da banda externa. Os momentos de flexão em alguns desses aerofólios podem ser significativos, visto que são sustentados unicamente na própria banda externa, em que a banda interna dos mesmos não é sustentada.

[004] Durante o funcionamento do mecanismo motor, o fluxo de gás através da trajetória de fluxo induz cargas mecânicas, térmicas e aerodinâmicas nos aerofólios. Algumas dessas cargas são transmitidas pelos aerofólios para sustentar estruturas no mecanismo motor através das bandas externas que são acopladas ao aerofólio e reagidas pelas estruturas de sustentação. Em alguns modelos, as bandas internas também podem, de forma similar, transmitir algumas das cargas aplicadas nos aerofólios pelo fluxo gás e reagidas por outras estruturas de sustentação. Within at least some conventional gas turbine engines, the stresses in the airfoil near the interface with the outer band and near the support structures may become large enough to cause distress in the airfoil. Under sufficiently large stresses, cracking may occur in the airfoils within the airfoil assembly near support structure locations that react the loading applied to the airfoils in the airfoil assembly by the gas flow. Designing with additional thickness at these high locations may not be possible for several reasons, such as, aerodynamic considerations, flow modifications, additional weight, and changed dynamic characteristics of the vanes and/or excessive leakages in the airfoil assemblies.

BRIEF DESCRIPTION OF THE INVENTION

[5] In one aspect, an embodiment of the invention relates to an airfoil assembly for a turbine engine including at least one airfoil having a leading edge and a trailing edge, a band having an inner side and an outer side and rigidly coupled to the at least one airfoil along a portion of an interface between the band and the at least one airfoil for providing at least a portion of support for the at least one airfoil, a relief located in the band at the leading edge or the trailing edge of the at least one airfoil and defming a stress relief gap between the band and the leading edge or the trailing edge, and a cross-flow closure closing the relief to prevení airflow through the slot between the inner and outer sides.

BRIEF DESCRIPTION OF THE DRAWINGS

[6] In the drawings: [7] FIG. 1 is a schematic cross-sectional diagram of a gas turbine engine for an aircraft, including a compressor System.

[8] FIG. 2 is an enlarged, axial cross-sectional view of a portion of the compressor system of FIG. 1 and having multiple airfoil assemblies according to an embodiment of the invention.

[9] FIG. 3 is a perspective view of a portion of one of the airfoil assemblies of FIG. 2.

[10] FIG. 4 is a perspective view, looking radially inward, of the airfoil assembly shown in FIG. 3.

[11] FIG. 5 is a close up view of a portion of the airfoil assembly shown in FIG. 3.

[12] FIG. 6 is a cross-sectional view of a portion of the airfoil assembly of FIG. 3.

[ 13] FIG. 7 is a cross-sectional view of a portion of an airfoil assembly having an altemative cross-flow closure.

DESCRIPTION OF EMBODIMENTS OF THE INVENTION

[14] FIG. 1 shows a cross-sectional view of a gas turbine engine assembly 10 having a longitudinal axis 11. The gas turbine engine assembly 10 includes a core gas turbine engine 12 that includes a high-pressure compressor 14, a combustor 16, a high-pressure turbine 18, a low-pressure turbine 20 and a low-pressure compressor 21. A fan assembly 22 having an array of fan blades 24 that extend radially outward from a rotor disk 26 can be coupled axially upstream from the core gas turbine engine 12. The gas turbine engine assembly 10 has been illustrated as having an intake side 28 and an exhaust side 30. A first rotor shaft 31 couples together the core gas turbine engine 12, fan assembly 22, low-pressure turbine 20, and low-pressure compressor 21. A second rotor shaft 32 couples together the high-pressure compressor 14 and high-pressure turbine 18.

[15] In operation, air flows through the fan assembly blades 24 and compressed air is supplied to a compressor system 90 that includes the high-pressure compressor 14. The air discharged from the fan assembly 22 is channeled to the high-pressure compressor 14 wherein the airflow is further compressed and channeled to combustor 16. Products of combustion from combustor 16 are utilized to drive high-pressure turbine 18 and low-pressure turbine 20. Low-pressure turbine 20 drives fan assembly 22 via the first rotor shaft 31. Gas turbine engine assembly 10 is operable at a range of operating conditions between design operating conditions and off-design operating conditions.

[16] Core airflow, shown as item 15 in FIG. 2, flows in an annular flow path 17 of the compressor system 90. The compressor system 90 includes a plurality of compression stages 40 wherein each stage 40 includes a row of circumferentially spaced rotor blades 27 and a stationary stator assembly 42. The stator assembly 42 includes a row of circumferentially spaced arcuate stator airfoil assemblies 44 that are arranged circumferentially around the longitudinal axis 11. Each stator airfoil assembly 44 includes an airfoil 50 coupled to a band that supports the airfoil 50. In the exemplary embodiment shown in FIG. 2, the airfoil 50 is coupled to an arcuate outer band 60 located near the radially outer portion of the airfoil 50, and an arcuate inner band 80 located at the radially inner portion of the airfoil 50. In this manner, the airfoil extends between the inner band 80 and the outer band 60.

[17] The effíciency of the compressor system 90 is primarily determined by the smoothness of the airflow. During design, every effort is made to keep the air flowing smoothly through the compressor system 90 to minimize airflow losses due to friction and turbulence.

This task is a diffícult one, since the air is forced to flow into ever-higher pressure zones. Air has the natural tendency to flow toward low-pressure zones. If air were allowed to flow into the lower pressure zones, the efficiency of the compressor system 90 would decrease tremendously as the energy used to increase the pressure of the air was wasted. To prevent this from occurring, seals are incorporated to prevent air leakage.

[18] The inner band 80 supports a seal 81, which interfaces with a conventional annular seal 83 located between two adjacent rotors. Conventional sealing shrouds or segment seals 81 are suitably attached to the radially inner bands 80 of the airfoil assemblies 44 to cooperate with labyrinth teeth extending from annular seal 83 of the compressor rotor for effecting interstage seals. In this confíguration, the individual airfoil assemblies 44 are mounted to the outer casing 25 solely by their outer bands, with the airfoils 50 and inner bands 80 being suspended therefrom. The compressor system 90 can also include a compressor rotor 23 having rotor blades 27 typically supported by rotor disks 26, and are coupled to rotor shaft 32.

[19] A casing 25 surrounds the compressor 14 and supports the airfoil assemblies 44 in the stator assemblies 42. Each airfoil assembly 44 includes an arcuate forward rail 62 located axially forward from the airfoil 50, and an arcuate aft rail 64 located axially aft from the airfoil 50, that engage with a corresponding rail in adjacent components or the casing 25. The loads that are experienced by each airfoil assembly 44 are reacted with the support structures in the casing 25 through lugs 34, 35, 36 (see FIG. 3) located on each airfoil assembly 44.

[20] FIG. 3 illustrates an airfoil assembly 44 having a plurality of airfoils 50 arranged in a circumferential row and supported by an arcuate outer band 60 and an arcuate inner band 80.

The arcuate airfoil assembly 44 shown in FIG. 3 has a sector angle of 36 degrees. In altemate embodiments, the airfoil assembly may have a different number of airfoils and may be supported at only one end of the airfoil 50, by an outer band 60 or by an inner band 80.

[21] The mechanical, thermal and aerodynamic loads and moments from the airfoil assembly 44 are transmitted to the outer band 60 and these loads are reacted with the support structures, such as, for example, casing 25 (See FIG. 2) through support lugs 34, 35, and 36. These support lugs 34, 35, 36 engage with the support structures, such as the casing 25, and react the loads and moments from the airfoil assembly 44. The airfoil(s) 50, outer band 60 and inner band 80 may be made from a known material including, but not limited to, Titanium alloys, Nickel and Cobalt based alloys. The airfoil(s) 50, outer band 60, and inner band 80 can be made by a known processes including, but not limited to, casting, forging or forming.

[22] The mechanical, aerodynamic, and thermal loads experienced by the individual airfoils 50 in the airfoil assembly 44 create stresses in the airfoils 50. The peak stresses experienced by individual airfoils 50 in the airfoil assembly 44 are not usually the same. Conventional analysis using known analytical methods has shown that the peak stresses in each airfoil 50 varies, depending on the circumferential location of the airfoil 50 the array and its location with respect to the support lugs 34, 35, 36. Peak stress variations in the airfoils may be as high as 25%. When the radial ends of the airfoils 50 are embedded in the inner and outer bands 80 and 60, vibratory stresses become concentrated in the airfoils 50 and high dynamic stresses usually appear in the proximity of the places where the airfoils 50 are embedded. For example, it has been seen that, the peak stress occurs in each airfoil 50 at the trailing edge 52, near the interface with the outer band 60. To meet aerodynamic requirements in compressor Systems, airfoils 50 are relatively thin at the leading edge 51 and the trailing edge 52, and peak stresses are preferably to be avoided at these locations to prevení cracking.

[23] As illustrated more clearly in FIG. 4, the outer band 60 has an inner side 66 and an outer side 68. The outer band 60 is rigidly coupled to the airfoil(s) 50 along a portion of an interface 70 between the outer band 60 and the airfoil(s) 50 for providing at least a portion of support for airfoil(s) 50. More specifically, the airfoil 50 has been illustrated with an end 56 of the airfoil 50 extending through an aperture 67 in the outer band 60. The aperture 67 corresponds generally to the shape of the airfoil 50 at its end 56. The airfoil 50 can be rigidly coupled to the outer band 60 in any suitable manner including, but not limited to, by brazing.

For example, there can be a small braze gap (not shown) between the aperture 67 and the airfoil 50 that is later fdled by braze material.

[24] In the exemplary embodiment shown in FIG. 4, peak stress at the airfoil 50 trailing edge 52 at the interface with the outer band 60 is eliminated because the load path through the trailing edge 52 into the outer band 60 has been removed. This is accomplished by having a relief 72 in the outer band 60 near the trailing edge 52. The relief 72 defines a stress relief gap 74 between the trailing edge 52 and the outer band 60. Removing the load path at the thin trailing edge 52 of the airfoil 50 forces the airfoil loads and moments to be moved further forward towards the middle of the airfoil 50 where the airfoil thickness is greater, thereby reducing peak stresses. By beginning the bond of the airfoil 50 to the outer band 60 at a region of the airfoil 50 that is not at the trailing edge 52 and at a portion that is thicker than the trailing edge 52 the stress that is produced at this connection is lower compared to when the airfoil 50 is connected to the outer band 60 all the way to the trailing edge 52. The reductions in peak stresses in the airfoil(s) 50 significantly reduce the possibility of any cracking at the trailing edges 52 and improve the durability of the airfoil(s) 50. It will be apparent to those skilled in the art that, in other embodiments, a similar approach of having a relief may also be used near the leading edge 51 of the airfoil 50, and the relief may be located on the outer band 60, inner band 80, or both.

[25] FIG. 5 is a close up view of a portion of the airfoil assembly 44 and illustrates that the relief 72 is a slot 77 defining the stress relief gap 74. The slot 77 extends from the inner side 66 of the outer band 60 through the outer side 68 and can be formed as a portion of the aperture 67. The slot 77 can have any suitable shape, contour, or profíle including, but not limited to, that the slot 77 can have a shape substantially corresponding to an airfoil-contour shape of the at least one airfoil 50 near the trailing edge 52.

[26] It will be understood that fluid flowing through the flow path 17 has a relatively higher pressure and the inclusion of the relief 72 allows for leakage of that fluid through the stress relief gap 74. In some instances, such leakage is tolerable, such as when the stress relief gap 74 is not needed for all of the airfoils in each airfoil assembly 44 or for stages that also include bleed holes. Embodiments of the invention include a cross-flow closure 76 that closes the relief 72 to prevent airflow through the stress relief gap 74 between the inner side 66 and outer side 68 of the outer band 60. This may be particularly beneficiai in situations where additional leakage cannot be tolerated. In FIG. 4, a portion of the cross-flow closure 76 has been shown exploded away from the remainder of the airfoil assembly 44 for clarity purposes.

[27] The cross-flow closure 76 has been illustrated as a cover mounted to the outer side 68 of the outer band 60 that closes the slot 77. The cross-flow closure 76 may be formed in any suitable manner including, but not limited to, that the cross-flow closure 76 may include a band located on the non-flowpath side that is affixed over the slot 77 to prevent secondary flow through the slot 77. The cross-flow closure 76 may be mounted to the outer band 60 in any suitable manner including, but not limited to, that it may be mechanically bonded to the outer side 68 of the outer band 60. FIG. 6 more clearly illustrates that the trailing edge 52 of the airfoil 50 includes a cutback 78, which allows for the cross-flow closure 76 to abut the airfoil at a thicker portion than that of the trailing edge 52. As can be seen, the cutback 78 in combination with the relief 72 may allow the stress relief gap 74 to be formed between the trailing edge 52 and the outer band 60 both at the back of the airfoil 50 and above a portion of the airfoil 50.

[28] It will further be understood that multiple airfoils 50 may be included in the airfoil assembly 44 and that a relief 72 can be formed in the outer band 60 near the trailing edges 52 of the multiple airfoils 50 to define multiple reliefs 72. In such an instance, the cross-flow closure 76 may simultaneously cover the multiple reliefs 72. Altematively, multiple cross-flow closures may be utilized and each may cover any number of the multiple reliefs 72.

[29] FIG. 7 is a perspective view of another exemplary portion of an airfoil assembly 144. The airfoil assembly 144 is similar to the airfoil assembly 44 previously described and therefore, like parts will be identified with like numerais increased by 100, with it being understood that the description of the like parts of the airfoil assembly 44 apply to the airfoil assembly 144, unless otherwise noted. One difference is that the airfoil assembly 144 has a relief 172 that includes a recess 177 opening onto the inner side (not shown) of the outer band 160 and the cross-flow closure 176 is formed by a portion of the outer band 160 forming the relief 172. The recess 177 has been illustrated as a pocket in the outer band 160, which isolates the trailing edge 152 of the airfoil 150 from the outer band 160. In this manner, the recess 177 does not go through the outer side 168 of the outer band 160; instead, the recess 177 stops short of the outer side 168 of the outer band 160. This allows the remainder of the outer band 160 to form the cross-flow closure 176. As with the previously illustrated embodiment, the trailing edge 152 of the airfoil 150 includes a cutback 178 such that the portion of airfoil 150 at the cutback 178 does not extend to the outer band 160. The radial gap formed between the cutback 178 and the cross-flow closure 176 can discourage braze flow.

[30] Regardless of how the cross-flow closure 76, 176 is formed, the cross-flow closure 76, 176 can prevent additional secondary flow into the non-flowpath cavity which exists between the airfoil assembly 44 and its outer support structure. By sealing the relief features, no additional leakage flow to this outer cavity is introduced; thus, impact to compressor operability is eliminated. Further, regardless of how the cross-flow closure 76, 176 is formed, a butt joint 92, 192 can be formed between airfoil 50, 150 and the cross-flow closure 76, 176. The butt joint 92, 192 may be brazed to form a seal. While such a seal will stop any leakage it will not carry stress load.

[31] The above-described embodiments provide a variety of benefits including, but not limited to, providing stress relief to the airfoil edge, which is a common high-stress region, without introducing additional leakage. Thus, such embodiments may be utilized in a compressor section of an engine and compressor operability will not be adversely affected.

[32] Although the methods and components such as airfoils, outer bands, inner bands, and airfoil segments described herein are described in the context of a compressor used in a turbine engine, it is understood that the airfoils and airfoil assemblies and methods of their manufacture or repair described herein are not limited to compressors or turbine engines. The airfoils and airfoil assemblies illustrated in the figures included herein are not limited to the specific embodiments described herein, but rather, these can be utilized independently and separately from other components described herein.

[33] This written description uses examples to disclose the invention, including the best mode, and also to enable any person skilled in the art to practice the invention, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the invention is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims.

Reivindicações

Claims

1 CONJUNTO DE AEROFÓLIO (44, 144) PARA UM MECANISMO MOTOR DE TURBINA, caracterizado pelo fato de que compreende: pelo menos um aerofólio (50, 150) que tem um bordo de ataque (51, 151) e um bordo de fuga (52, 152); uma banda (60, 80, 160) que tem um lado interno e um lado externo e é acoplada de forma rígida ao pelo menos um aerofólio (50, 150) ao longo de uma porção de uma interface (70, 170) entre a banda (60, 80, 160) e o pelo menos um aerofólio (50, 150) para fornecer pelo menos uma porção de sustentação para o pelo menos um aerofólio (50, 150); um alívio (72, 172) localizado na banda (60, 80, 160) no bordo de ataque (51, 151) ou no bordo de fuga (52, 152) do pelo menos um aerofólio (50, 150) e que define um vão de alívio de tensão entre a banda (60, 80, 160) e o bordo de ataque (51, 151) ou o bordo de fuga (52, 152); e um sistema de fechamento de fluxo cruzado que fecha o alívio (72, 172) para impedir o fluxo de ar através do alívio (72, 172) entre os lados interno e externo.

2 CONJUNTO DE AEROFÓLIO (44), de acordo com a reivindicação 1, caracterizado pelo fato de que o alívio (72) é uma fenda (77) que se estende do lado interno (66) da banda (60) através do lado externo (68) da banda (60).

3 CONJUNTO DE AEROFÓLIO (44), de acordo com a reivindicação 2, caracterizado pelo fato de que o sistema de fechamento de fluxo cruzado (76) é uma capa montada no lado externo (68) da banda (60) e fecha a fenda (77).

4 CONJUNTO DE AEROFÓLIO (44), de acordo com a substancialmente correspondente a um formato de contorno de aerofólio do pelo menos um aerofólio (50) próximo ao bordo de fuga (52).

5 CONJUNTO DE AEROFÓLIO (44, 144), de acordo com a reivindicação 1, caracterizado pelo fato de que o alívio (72, 172) se localiza próximo ao bordo de fuga (52, 152) do pelo menos um aerofólio (50, 150) e forma um vão (74, 174) entre o bordo de fuga (52, 152) e a banda (60, 80, 160).

6 CONJUNTO DE AEROFÓLIO (44, 144), de acordo com a reivindicação 5, caracterizado pelo fato de que múltiplos aerofólios (50, 150) são incluídos e um alívio (72, 172) é formado na banda (60, 80, 160) próximo ao bordo de fuga (52, 152) de cada um dos múltiplos aerofólios (50, 150) para definir múltiplos alívios (72, 172).

7 CONJUNTO DE AEROFÓLIO (44, 144), de acordo com a reivindicação 6, caracterizado pelo fato de que o sistema de fechamento de fluxo cruzado (76, 176) cobre simultaneamente os múltiplos alívios (72, 172).

8 CONJUNTO DE AEROFÓLIO (144), de acordo com a reivindicação 1, caracterizado pelo fato de que o alívio (172) inclui um recesso (177) que se abre para o lado interno (166) da banda (160) e o sistema de fechamento é formado por uma porção da banda (160) que forma o alívio (172).

9 CONJUNTO DE AEROFÓLIO (44, 144), de acordo com a reivindicação 8, caracterizado pelo fato de que o bordo de fuga (52, 152) do pelo menos um aerofólio (50, 150) inclui uma redução (78, 178) de tal modo que a porção do pelo menos um aerofólio (50, 150) na redução (78, 178) não se estenda para a banda (60, 80, 160).

10 CONJUNTO DE AEROFÓLIO (44, 144), de acordo com a reivindicação 1, caracterizado pelo fato de que a banda é uma banda externa