CN104066932A - 用于齿轮传动涡轮风扇发动机的低噪音涡轮机 - Google Patents
用于齿轮传动涡轮风扇发动机的低噪音涡轮机 Download PDFInfo
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Abstract
燃气涡轮发动机被与齿轮减速装置组合地使用以相对于低压涡轮机速度减少风扇的速度。燃气涡轮发动机被设计为使得在低压涡轮机内的叶片计数乘以低压涡轮机的速度将产生高于人类听觉的敏感范围的操作噪音。还公开了方法和涡轮机模块。
Description
相关申请的交叉引用
本申请要求2012年1月31日提交的美国临时申请61/592643的优先权。
背景技术
本申请涉及涡轮机的设计,该涡轮机可被操作以产生对人类听觉更不敏感的噪音。
燃气涡轮发动机是已知的,并且通常包括将空气传递到压缩机内的风扇。空气在压缩机内被压缩并且被向下游传递到燃烧器部分内,在那里器与燃料混合并被点燃。这种燃烧的产物向下游穿过涡轮机转子,从而驱动涡轮机转子旋转。
通常,存在高压涡轮机转子,和低压涡轮机转子。涡轮机转子中的每一个都包括数排的涡轮机叶片,这些叶片与转子一起旋转。散布在所述多排涡轮机叶片之间的是定子叶片。
低压涡轮机可能是主要的噪音来源,因为噪音是由在叶片排和定子叶片排之间的流体动力学相互作用产生的。这些相互作用产生了每个低压涡轮机级的叶片通道频率下的声调,以及它们的和声。
该噪音可能经常处于对人类非常敏感的频率范围内。为了减轻这种问题,过去,已经将定子叶片-叶片比控制为高于某个数值。作为示例,定子叶片-叶片比可被选择为1.5或更大,以防止基本叶片通道声调传播到远场。这被称为“截止”。
但是,声学上的截止设计可能的代价是重量增加和空气动力学效率降低。换句话说,通过限制设计者到特定的定子叶片-叶片比,设计者可被限制以不能基于目标发动机的其它特点来选择这个比。
历史上,低压涡轮机已经驱动低压压缩机部分和风扇部分。最近,齿轮减速已经被提供以使得风扇和低压压缩机可以不同的速度被驱动。
发明内容
在重点的实施例中,燃气涡轮发动机具有风扇、包括低压压缩机和高压压缩机的压缩机部分、燃烧器部分、高压涡轮机和低压涡轮机。低压涡轮机驱动低压压缩机和风扇。利用齿轮减速来使风扇的速度从低压涡轮机的输入速度减少。低压涡轮机具有排列在涡轮机的多个排中的每一排中的数个涡轮机叶片。低压涡轮机叶片以旋转速度运行。叶片的数量和旋转速度被选择为使得下面的公式对于低压涡轮机的叶片排中的至少一排来说保持成立: (叶片的数量×速度)/60 。旋转速度是以每分钟转数为单位的接近速度(approach speed)。
在根据前面的实施例的另一实施例中,该公式产生了大于或等于6000的数值。
在根据前面的实施例的另一实施例中,燃气涡轮发动机被额定为产生15000磅的推力或更多。
在根据前面最接近的实施例的另一个实施例中,该公式对低压涡轮机的叶片排中大多数都是成立的。
在根据前面最接近的实施例的另一个实施例中,该公式对低压涡轮机的叶片排中的全部都是成立的。
在根据所述重点的实施例的另一个实施例中,该公式对低压涡轮机的叶片排中大多数都是成立的。
在根据所述重点的实施例的另一个实施例中,该公式对低压涡轮机的叶片排中的全部都是成立的。
在另一重点实施例中,设计燃气涡轮发动机的方法包括如下步骤:在低压涡轮机和风扇之间包括齿轮减速装置,并且选择低压涡轮机转子的叶片的数量,以与低压涡轮机的旋转速度组合地使得下面的公知对低压涡轮机的叶片排中的至少一个保持成立: (叶片的数量×速度)/60。旋转速度是以每分钟转数为单位的接近速度。
在根据前面的实施例的另一实施例中,该公式产生了大于或等于6000的数值。
在根据前面的实施例的另一实施例中,燃气涡轮发动机被额定为产生15000磅的推力或更多。
在根据前面最接近的实施例的另一个实施例中,该公式对低压涡轮机的叶片排中大多数都是成立的。
在根据前面最接近的实施例的另一个实施例中,该公式对低压涡轮机的叶片排中的全部都是成立的。
在根据所述重点的实施例的另一个实施例中,该公式对低压涡轮机的叶片排中大多数都是成立的。
在根据前面最接近的实施例的另一个实施例中,该公式对低压涡轮机的叶片排中的全部都是成立的。
在另一重点实施例中,燃气涡轮发动机的涡轮机模块具有低压涡轮机,该低压涡轮机具有排列在该涡轮机的多个排中每一排中的数个涡轮机叶片。低压涡轮机叶片以旋转速度运行。叶片的数量和旋转速度被选择为使得下面的公式对于低压涡轮机的叶片排中的至少一排来说保持成立: (叶片的数量×速度)/60。旋转速度是以每分钟转数为单位的接近速度。
在根据前面的实施例的另一实施例中,该公式产生了大于或等于6000的数值。
在根据前面的实施例的另一实施例中,燃气涡轮发动机被额定为产生15000磅的推力或更多。
在根据前面最接近的实施例的另一个实施例中,该公式对低压涡轮机的叶片排中大多数都是成立的。
在根据前面最接近的实施例的另一个实施例中,该公式对低压涡轮机的叶片排中的全部都是成立的。
在根据所述重点的实施例的另一个实施例中,该公式对低压涡轮机的叶片排中大多数都是成立的。
在根据所述重点实施例的另一实施例中,该公式对低压涡轮机的叶片排中的全部都成立。根据下面的说明书和附图可更好地理解本发明的这些和其它的特征,对附图的简要描述如下。
附图说明
图1示出了燃气涡轮发动机。
具体实施方式
图1示意性地图示了燃气涡轮发动机20。燃气涡轮发动机20在本文中被公开为两轴涡轮风扇发动机,其通常包括风扇部分22、压缩机部分24、燃烧器部分26和涡轮机部分28。其它的发动机除了其它系统或特征外还可包括增强器部分(未示出),或中间轴。风扇部分22沿着函道流动路径驱动空气,而压缩机部分24沿着核心流动路径驱动空气以压缩并传递到燃烧器部分26,然后通过涡轮机部分28膨胀。虽然在所公开的非限定性实施例中被描述为涡轮风扇燃气涡轮发动机,但是应当理解的是,本文所描述的概念并不限于与涡轮风扇发动机一起使用,因为这些教导可应用于包括三轴架构的其它类型的涡轮发动机。
发动机20通常包括低速轴30和高速轴32,它们安装成用于通过若干轴承系统38相对于发动机静止结构36绕发动机中心纵向轴线A旋转。应当理解的是,可替换地或附加地在各种位置提供各种轴承系统38。
低速轴30通常包括内轴杆40,该内轴杆互连风扇42、低压压缩机44和低压涡轮机46。内轴杆40通过齿轮传动架构48被连接到风扇42从而以比低速轴30低的速度驱动风扇42。高速轴32包括外轴杆50,该外轴杆互连高压压缩机52和高压涡轮机54。燃烧器56被布置在高压压缩机52和高压涡轮机54之间。发动机静止结构36的中间涡轮机框架57被布置成大体在高压涡轮机54和低压涡轮机46之间。中间涡轮机框架57还支撑涡轮机部分28中的轴承系统38。内轴杆40和外轴杆50是同心的并且通过轴承系统38绕发动机中心纵向轴线A旋转,其与它们的纵向轴线共线。
核心空气流由低压压缩机44压缩然后由高压压缩机52压缩、在燃烧器56内与燃料混合并燃烧、然后在高压涡轮机54和低压涡轮机46上膨胀。中间涡轮机框架57包括位于核心空气流动路径中的翼型59。涡轮机46、54响应于膨胀旋转地驱动相应的低速轴30和高速轴32。
被应用到轴的速度或压力、压缩机和涡轮机的术语“低”和“高”当然是彼此相对而言的。即,低速轴以比高速轴低的速度操作,并且低压部分以比高压部分低的压力操作。
发动机20在一个示例中是高函道齿轮传动飞行器发动机。在另一个示例中,发动机20函道比大于约六(6),一个示例实施例是大于十(10),齿轮传动架构48是周转齿轮系,例如行星齿轮系统或其它齿轮系统,其中齿轮减速比大于约2.3而低压涡轮机46具有大于约5的压力比。在一个公开的实施例中,发动机20函道比大于约10(10:1),风扇直径显著大于低压压缩机44的直径,并且低压涡轮机46具有大于约5:1的压力比。低压涡轮机46压力比是低压涡轮机46的进口之前测量的压力与排出喷嘴之前的在低压涡轮机46的出口处的压力的比。齿轮传动架构48可以是周转齿轮系,例如行星齿轮系统或其它的齿轮系统,带有大于约2.5:1的齿轮减速比。不过,应该理解,上面的参数仅是齿轮传动架构发动机的一个实施例中的示例性的,并且本发明可应用于包括直接驱动涡轮风扇发动机的其它燃气涡轮发动机。
显著量的推力由因高函道比产生的函道流B提供。发动机20的风扇部分22被设计用于特定的飞行条件——通常在约35000英尺以约0.8马赫巡航。0.8马赫和35000英尺的飞行条件,由于发动机处于其最佳的燃料消耗--也被称为“桶巡航推力比燃料消耗(TSFC)”,是处于最小点的被燃烧的燃料的磅质量除以发动机产生的推力的磅力定义的行业标准参数。“低风扇压力比”是仅跨过风扇叶片的压力比,不包括风扇出口导流叶片(FEGV)系统。本文公开的根据一个非限制性实施例的低风扇压力比是小于约1.45。“低修正风扇尖端速度”是以ft/sec为单位的实际风扇尖端速度除以行业标准温度修正[(T环境 deg R) / 518.7)^0.5]。本文公开的根据一个非限制性实施例的“低修正风扇尖端速度”是小于约1150ft/秒。
在低压涡轮机轴和风扇之间使用齿轮减速装置允许低压压缩机的速度增加。过去,低压涡轮机的速度已经多少受到限制,因为风扇速度不可能过大。最大风扇速度是在其外部尖端处,并且在更大的发动机中,风扇直径要比更小动力发动机中的风扇直径大得多。不过,使用齿轮减速装置已经使设计者不再受由不具有过高的风扇速度的期望所引起的在低压涡轮机速度方面的限制的约束。
已经发现,可选择在旋转叶片的数量和低压涡轮机的旋转速度之间的仔细设计以产生对人类听觉更不敏感的噪音频率。
已经开发出的公式如下:
(叶片计数×旋转速度)/60。
即,在任意低压涡轮机级中的旋转叶片的数量,乘以该低压涡轮机的旋转速度(以每分钟转数为单位),除以60应该大于或等于5500。更限制地,该量应该大于6000。
在该公式中使用的低压涡轮机的操作速度应该对应在联邦适航性规定或第36部分中定义的每个噪音证明点处的发动机操作条件。更具体地,该旋转速度可被用作在联邦适航性规定的第36部分中定义的接近证明点。出于本申请和其权利要求的目的,术语“接近速度”相当于这个证明点。
设想低压涡轮机内的全部排都满足上面的公式。不过,本申请还可以扩展到低压涡轮机的大多数叶片排都满足上面公式,而可能一些排不满足该公式的低压涡轮机。
这将产生对人类听觉不那么敏感的操作噪音。
在实施例中,可能的是该公式能产生大于或等于5500的范围,以及向更高移动。因此,通过仔细地设计叶片的数量并控制低压涡轮机的操作速度(并且本领域技术人员会意识到如何控制该速度),本领域技术人员能确保由该低压涡轮机产生的噪音频率不那么为人所担心。
本发明最适用于额定产生15000磅推力或更多的喷气发动机。在这个推力范围内,现有技术的喷气发动机通常已经具有约4000赫兹的频率范围。因此,已经存在了上述的噪音问题。
更低推力发动机(<15000磅)可能操作在有时高于4000数值,甚至接近6000的条件下,不过,这还没有结合齿轮传动的架构,在具有更大风扇,并因此具有在低压涡轮机速度方面更大限制的更高动力发动机中也没有结合。
虽然已经公开了本发明的多个实施例,但是本领域技术人员将认识到某些改进也在本发明的范围内。由此,应当研读下面的权利要求以确定真实的范围和内容。
Claims (20)
1.一种燃气涡轮发动机,其包括:
风扇、包括具有低压部分和高压部分的压缩机的压缩机部分,和具有低压部分的涡轮机;实现所述风扇的速度相对于所述风扇的输入速度减小的齿轮减速装置;
所述涡轮机的所述低压部分具有排列在所述涡轮机部分的多个排中每一排中的数个涡轮机叶片,并且所述低压涡轮机叶片以旋转速度操作至少一定时间,并且所述叶片的数量和所述旋转速度使得下面的公式对所述低压涡轮机的叶片排中的至少一排成立:
(叶片的数量×速度)/60 ;以及
所述旋转速度是以每分钟转数为单位的接近速度。
2.如权利要求1所述的燃气涡轮发动机,其中该公式产生了大于或等于6000的数值。
3.如权利要求2所述的燃气涡轮发动机,其中所述燃气涡轮发动机额定产生15000磅的推力或更多。
4.如权利要求3所述的燃气涡轮发动机,其中该公式对所述低压涡轮机的大多数叶片排都成立。
5.如权利要求4所述的燃气涡轮发动机,其中该公式对所述低压涡轮机的全部叶片排都成立。
6.如权利要求1所述的燃气涡轮发动机,其中该公式对所述低压涡轮机的大多数叶片排都成立。
7.如权利要求6所述的燃气涡轮发动机,其中该公式对所述低压涡轮机的全部叶片排都成立。
8.一种设计燃气涡轮发动机的方法,包括如下步骤:在低压涡轮机部分和风扇之间包括齿轮减速装置,并且选择该低压涡轮机部分的转子的每一排中的叶片数量,以与该低压涡轮机的旋转速度组合地使得下面的公知对低压涡轮机的叶片排中的至少一排保持成立:
(叶片的数量×速度)/60;以及
所述旋转速度是以每分钟转数为单位的接近速度。
9.如权利要求8所述的设计燃气涡轮发动机的方法,其中该公式产生了大于或等于6000的数值。
10.如权利要求9所述的设计燃气涡轮发动机的方法,其中所述燃气涡轮发动机额定产生15000磅的推力或更多。
11.如权利要求10所述的方法,其中该公式对所述低压涡轮机的大多数叶片排都成立。
12.如权利要求11所述的方法,其中该公式对所述低压涡轮机的全部叶片排都成立。
13.如权利要求8所述的方法,其中该公式对所述低压涡轮机的大多数叶片排都成立。
14.如权利要求13所述的方法,其中该公式对所述低压涡轮机的全部叶片排都成立。
15.一种涡轮机模块,其包括:
所述低压部分具有排列在所述涡轮机部分的多个排中每一排中的数个涡轮机叶片,并且所述低压涡轮机叶片以旋转速度操作至少一定时间,并且所述叶片的数量和所述旋转速度使得下面的公式对所述低压部分的叶片排中的至少一排成立:
(叶片的数量×速度)/60;以及
所述旋转速度是以每分钟转数为单位的接近速度。
16.如权利要求15所述的涡轮机模块,其中该公式产生了大于或等于6000的数值。
17.如权利要求16所述的涡轮机模块,其中所述燃气涡轮发动机额定产生15000磅的推力或更多。
18.如权利要求17所述的涡轮机模块,其中该公式对所述低压涡轮机的大多数叶片排都成立。
19.如权利要求18所述的涡轮机模块,其中该公式对所述低压涡轮机的全部叶片排都成立。
20.如权利要求15所述的涡轮机模块,其中该公式对所述低压涡轮机的大多数叶片排都成立。
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PCT/US2013/020724 WO2013147974A2 (en) | 2012-01-31 | 2013-01-09 | Low noise turbine for geared turbofan engine |
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- 2013-01-09 JP JP2014555558A patent/JP2015506441A/ja active Pending
- 2013-01-09 CA CA2860550A patent/CA2860550C/en active Active
- 2013-01-09 WO PCT/US2013/020724 patent/WO2013147974A2/en active Application Filing
- 2013-01-18 JP JP2014549009A patent/JP5898337B2/ja active Active
- 2013-01-18 CN CN201380007480.8A patent/CN104246132B/zh active Active
- 2013-01-18 EP EP18150616.3A patent/EP3327249A1/en not_active Ceased
- 2013-01-18 CN CN201410439366.9A patent/CN104500439B/zh active Active
- 2013-01-18 EP EP13749721.0A patent/EP2809881B1/en not_active Revoked
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US3618699A (en) * | 1970-04-27 | 1971-11-09 | Gen Electric | Multiple pure tone noise suppression device for an aircraft gas turbine engine |
US3747343A (en) * | 1972-02-10 | 1973-07-24 | United Aircraft Corp | Low noise prop-fan |
Cited By (6)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
CN105864100A (zh) * | 2014-11-21 | 2016-08-17 | 通用电气公司 | 涡轮发动机组件及其制造方法 |
CN111350606A (zh) * | 2018-12-21 | 2020-06-30 | 劳斯莱斯有限公司 | 齿轮传动气体涡轮引擎 |
CN111350613A (zh) * | 2018-12-21 | 2020-06-30 | 劳斯莱斯有限公司 | 航空引擎操作点 |
CN111350613B (zh) * | 2018-12-21 | 2023-09-19 | 劳斯莱斯有限公司 | 航空引擎操作点 |
CN111350606B (zh) * | 2018-12-21 | 2024-02-06 | 劳斯莱斯有限公司 | 齿轮传动气体涡轮引擎 |
US11988170B2 (en) | 2018-12-21 | 2024-05-21 | Rolls-Royce Plc | Geared gas turbine engine |
Also Published As
Publication number | Publication date |
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BR112014018695B1 (pt) | 2022-06-14 |
EP2809881A2 (en) | 2014-12-10 |
WO2013147974A2 (en) | 2013-10-03 |
JP2015506441A (ja) | 2015-03-02 |
EP2809881B1 (en) | 2018-01-10 |
EP3327249A1 (en) | 2018-05-30 |
EP2809881A4 (en) | 2015-08-19 |
CA2860550A1 (en) | 2013-10-03 |
EP2776678A4 (en) | 2015-01-14 |
CN104500439B (zh) | 2018-02-23 |
CN104066932B (zh) | 2015-11-25 |
BR112014018695A8 (pt) | 2017-07-11 |
EP2776678A2 (en) | 2014-09-17 |
US20130202403A1 (en) | 2013-08-08 |
CN104246132A (zh) | 2014-12-24 |
BR112014018695A2 (zh) | 2017-06-20 |
CN104500439A (zh) | 2015-04-08 |
US8517668B1 (en) | 2013-08-27 |
JP2015500957A (ja) | 2015-01-08 |
CN104246132B (zh) | 2016-03-16 |
WO2013147974A3 (en) | 2013-11-28 |
RU2014134968A (ru) | 2016-03-20 |
JP5898337B2 (ja) | 2016-04-06 |
SG11201403706WA (en) | 2014-07-30 |
WO2013147974A8 (en) | 2014-06-19 |
CA2860550C (en) | 2015-05-12 |
RU2614300C2 (ru) | 2017-03-24 |
US8246292B1 (en) | 2012-08-21 |
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