CN113357195A

CN113357195A - Incomplete epicyclic gear train stator blade adjusting mechanism and turbine engine formed by same

Info

Publication number: CN113357195A
Application number: CN202110682575.6A
Authority: CN
Inventors: 赵景山; 魏松涛
Original assignee: Tsinghua University
Current assignee: Tsinghua University
Priority date: 2021-06-18
Filing date: 2021-06-18
Publication date: 2021-09-07
Anticipated expiration: 2041-06-18
Also published as: CN113357195B

Abstract

A non-complete epicyclic gear train stator blade adjusting mechanism and a turbine engine formed by the same are disclosed, the stator blade adjusting mechanism comprises: an inner duct; the outer duct surrounds the inner duct and is arranged outside the inner duct; the stator blade is arranged between the inner duct and the outer duct; the gear driving device comprises a driving shaft, a first driving gear and a second driving gear, wherein the first driving gear and the second driving gear are arranged on the driving shaft; a gear transmission driven by the gear driving device and including a first transmission gear and a second transmission gear disposed side by side with respect to each other on a circumference of the outer duct, and a plurality of blade gears disposed between the first transmission gear and the second transmission gear, a driving shaft crossing the first transmission gear and the second transmission gear, the blade gears being driven by the first driving gear and the second driving gear via the first transmission gear and the second transmission gear; and the position adjusting mechanism is arranged on the outer duct and used for adjusting the position of the gear transmission device along the axis of the outer duct.

Description

Incomplete epicyclic gear train stator blade adjusting mechanism and turbine engine formed by same

Technical Field

The disclosure relates to the technical field of blade adjustment of turbine engines, in particular to a non-complete epicyclic gear train stator blade adjusting mechanism and a turbine engine comprising the same.

Background

The background description provided herein is for the purpose of generally presenting the context of the disclosure. Work of the presently named inventors, to the extent it is described in this background section, as well as aspects of the description that may not otherwise qualify as prior art at the time of filing, are neither expressly nor impliedly admitted as prior art against the present disclosure.

In order to improve the stable working state of an aircraft engine compressor, angle adjustment can be realized on common stator blades, and the adjustment angle of each stage is different. The adjustable stator blade adjusting mechanism of the aero-engine generally drives a link mechanism through a driving device to realize the angle adjustment of the blade. The actuating cylinder, the four-bar mechanism, the linkage ring and the like are adopted in the traditional structure, and the problems of jamming and direct influence on the working performance and the service life of an aero-engine can occur in the blade angle adjusting process due to the fact that the transmission link is complex and the number of parts is large, and errors can be accumulated.

Disclosure of Invention

Therefore, a high-performance and high-accuracy stator vane adjusting mechanism is desired to solve the above-mentioned deficiencies in the prior art.

The application provides a incomplete epicyclic gear train stator blade adjustment mechanism, include: an inner duct; the outer duct surrounds the inner duct and is arranged outside the inner duct; at least one stator blade disposed between the inner duct and the outer duct; at least one gear drive comprising a drive shaft, and a first drive gear and a second drive gear disposed on the drive shaft; at least one gear transmission driven by the gear driving device and including a first transmission gear and a second transmission gear disposed side by side with respect to each other on a circumference of the outer duct, wherein the driving shaft crosses the first transmission gear and the second transmission gear, and a plurality of blade gears disposed between the first transmission gear and the second transmission gear, the blade gears being driven by the first driving gear and the second driving gear via the first transmission gear and the second transmission gear; and the position adjusting mechanism is arranged on the outer duct and used for adjusting the position of the gear transmission device along the axis of the outer duct.

In an exemplary embodiment of the present application, at least one of the first and second transmission gears includes a connection frame connected to the at least one, a connection gear provided on the connection frame, and a connection space surrounded by the connection frame and the connection gear, the driving shaft crossing the connection space.

In an exemplary embodiment of the present application, the first transmission gear and the second transmission gear are suspended on an outer surface of the bypass.

In an exemplary embodiment of the present application, the first transmission gear includes a first connection gear, the second transmission gear includes a second connection gear, and the first connection gear and the second connection gear are oppositely disposed such that the first transmission gear and the second transmission gear have opposite movement directions.

In an exemplary embodiment of the present application, the plurality of vane gears are each connected to the stator vane to adjust a rotation angle of the stator vane by a rotation angle of the vane gear.

In an exemplary embodiment of the present application, the first drive gear and the second drive gear rotate less than 180 degrees about the drive shaft.

In an exemplary embodiment of the present application, teeth of the first drive gear and/or the second drive gear are provided on a portion of the respective circumferential direction.

In an exemplary embodiment of the present application, the first drive gear and the second drive gear are both helical gears.

In an exemplary embodiment of the present application, the first drive gear and the second drive gear are both spur gears.

In an exemplary embodiment of the present application, the plurality of vane gears are disposed between the first transmission gear and the second transmission gear in a circumferential direction of the bypass, and a rotation direction of each of the vane gears is the same.

In an exemplary embodiment of the present application, the gear driving device and the gear transmission device are arranged in a plurality of groups along an axis of the bypass, wherein the driving gears of the gear driving device are coaxially arranged, and the rotation angles of the plurality of blade gears in each group are the same or different.

In an exemplary embodiment of the present application, the vane adjustment angles of the stator vanes of different groups are changed by changing the gear ratio between the gear drive and the gear transmission in the different groups or the gear ratio between the gear transmission and the vane gear in the different groups.

In an exemplary embodiment of the present application, the stator vane adjustment mechanism further comprises an encoder connected to the drive shaft and a hydraulic motor, the encoder and the hydraulic motor forming a closed loop control and providing signal feedback to the hydraulic motor.

In an exemplary embodiment of the present application, the position adjustment mechanism includes a bearing housing, a bearing disposed on the bearing housing and in contact with the gear assembly, and a tightening member that fixes the bearing housing relative to the mount.

In an exemplary embodiment of the present application, the position adjustment mechanism further comprises a seat disposed on the bypass and a spring capable of adjusting a position of the bearing seat relative to the seat, the bearing seat being translatable within the seat.

According to another aspect of the present invention, there is provided a turbine engine including any one of the stator vane adjustment mechanisms described above.

These and other aspects of the present disclosure will become apparent from the following description of the preferred embodiments, taken in conjunction with the accompanying drawings and the description thereof, although variations and modifications may be effected therein without departing from the spirit and scope of the novel concepts of the disclosure.

Drawings

The present disclosure will become more fully understood from the detailed description and the accompanying drawings. The drawings illustrate one or more embodiments of the disclosure and, together with the written description, serve to explain the principles of the disclosure. Wherever possible, the same reference numbers will be used throughout the drawings to refer to the same or like elements of an embodiment, and wherein:

FIG. 1 is an overall schematic view of a stator vane adjustment mechanism according to an exemplary embodiment of the present disclosure.

FIG. 2 is a partial schematic view of a multi-stage stator vane adjustment mechanism according to an exemplary embodiment of the present disclosure.

FIG. 3 is an enlarged schematic view of a stator vane adjustment mechanism according to an exemplary embodiment of the present disclosure.

FIG. 4 is a cross-sectional view of a multi-stage stator vane adjustment mechanism according to an exemplary embodiment of the present disclosure.

FIG. 5 is a side view of a stator vane adjustment mechanism according to an exemplary embodiment of the present disclosure.

Fig. 6 is an enlarged view of a portion a in fig. 5.

FIG. 7 is a schematic view of a gear drive according to an exemplary embodiment of the present disclosure.

FIG. 8 is a schematic view of a stator blade according to an exemplary embodiment of the present disclosure.

Fig. 9 is a cross-sectional view of a position adjustment mechanism according to an exemplary embodiment of the present disclosure.

FIG. 10 is a partial schematic view of a stator vane adjustment mechanism according to another exemplary embodiment of the present disclosure.

Detailed Description

The present disclosure now will be described more fully hereinafter with reference to the accompanying drawings, in which exemplary embodiments of the disclosure are shown. However, the present disclosure may be embodied in different embodiments and should not be construed as limited to the embodiments set forth herein. These embodiments are provided so that this disclosure will be thorough and complete, and will fully convey the scope of the disclosure to those skilled in the art. In the drawings, the thickness of layers and regions may be exaggerated for clarity. Like reference numerals are used to refer to like elements throughout the specification. The elements may have different interrelationships and different positions for different embodiments.

The stator blade adjusting mechanism in the application adopts two-way gear transmission, and every grade of blade all has a set of gear forward and reverse drive, has improved the lateral rigidity of every stator blade greatly, and the side can not appear moving, has reduced the transmission link, has reduced the accumulation of error to can effectively solve the dead problem of card among the stator blade adjustment process of present aeroengine. In addition, the position adjusting device in the application can realize the error compensation of the thermal deformation of the engine in a high-temperature state, greatly improves the stability of the system, prolongs the service life of the aircraft engine and reduces the maintenance cost of the aircraft engine.

FIG. 1 is an overall schematic view of a stator vane adjustment mechanism according to an exemplary embodiment of the present disclosure. FIG. 2 is a partial schematic view of a multi-stage stator vane adjustment mechanism according to an exemplary embodiment of the present disclosure. FIG. 3 is an enlarged schematic view of a single stage stator vane adjustment mechanism according to an exemplary embodiment of the present disclosure. FIG. 4 is a cross-sectional view of a multi-stage stator vane adjustment mechanism according to an exemplary embodiment of the present disclosure.

As shown in fig. 1 to 4, a stator vane adjusting mechanism 1 of the present disclosure includes: an inner duct 5; an outer duct 6 surrounding the inner duct 5 and disposed outside the inner duct 5; at least one stator vane 7, arranged between the inner duct 5 and the outer duct 6; at least one gear drive 2 comprising a drive shaft 21, and a first drive gear 22 and a second drive gear 23 arranged on the drive shaft 21; at least one gear transmission 3 driven by the gear driving device 2 and including a first transmission gear 31 and a second transmission gear 32 disposed side by side with respect to each other on a circumference of the bypass 6, and a plurality of blade gears 33 disposed between the first transmission gear 31 and the second transmission gear 32, wherein the driving shaft 21 crosses the first transmission gear 31 and the second transmission gear 32, and each blade gear 33 is driven by the first driving gear 22 and the second driving gear 23 via the first transmission gear 31 and the second transmission gear 32; at least one position adjustment mechanism 4, provided on the bypass 6, for adjusting the position of said gear transmission 3 along the axis of the bypass 6.

As shown in fig. 1, two multi-stage stator vane adjusting mechanisms 1 may be provided on opposite peripheral walls of the bypass 6.

FIG. 5 is a side view of a stator vane adjustment mechanism according to an exemplary embodiment of the present disclosure. Fig. 6 is an enlarged view of a portion a in fig. 5. As shown in fig. 1 to 6, the first transmission gear 31 and the second transmission gear 32 may be identical in structure or different in structure. In the present embodiment, the first transmission gear 31 and the second transmission gear 32 are different in structure, and the first transmission gear 31 is a ring gear disposed around the bypass duct 6 and includes a first connecting gear 311 and a ring portion 312. The second transmission gear 32 includes a second connection frame 321, a second connection gear 322 provided on the second connection frame 321, and a second connection space 323 surrounded by the second connection frame 321 and the second connection gear 322, in addition to the ring portion 325, and the driving shaft 21 crosses the second connection space 323. In particular, the first transmission gear 31 and the second transmission gear 32 are substantially annular, the inner diameter of the annular portion 312 of the first transmission gear 31 and the inner diameter of the annular portion 325 of the second transmission gear 32 are both slightly greater than the outer diameter of the bypass 6, so as to be rotatable about the axis of the bypass 5 or 6 and to float above the outer surface of the bypass 6, the inner diameters of the

annular portions

312 and 325 may differ from the outer diameter of the bypass 6 by a few millimetres, for example 3-6 millimetres. In other embodiments, the first transmission gear 31 and the second transmission gear 32 (or the stator blade adjustment mechanism) may also be provided on the intermediate duct or on a duct other than the inner duct, in other words, the outer duct 6 includes the intermediate duct and the outer duct provided on the outermost side. In other words, the ring portion 312 of the first transmission gear 31 and the ring portion 325 of the second transmission gear 32 are not limited in their radial directions, and the first transmission gear 31 and the second transmission gear 32 are limited only in the axial direction of the outer duct 6 by the position adjustment mechanism 4.

As shown in fig. 1 to 6, the first connecting gear 311 is provided on the outer surface of the outer ring portion 312 of the first transmission gear 31, and the teeth of the first connecting gear 311 and the teeth of the second connecting gear 322 are provided opposite to each other in the radial direction of the two ring portions (spaced apart in the axial direction of the drive shaft 21). The teeth of the first connecting gear 311 and the teeth of the first transmission gear 31 are provided on different surfaces of the ring portion 312. The second connection frame 321 of the second transmission gear 32 is fixed to the ring portion 325 of the second transmission gear 32 by a fastener, such as a screw, and the second connection frame 321 has a substantially inverted concave shape, or may have a rectangular shape or a ring shape. The second connecting gear 322 is provided at the bottom of the second connecting frame 321 in a recessed shape and engages with the second driving gear 23. A second connecting space 323 is formed in the middle of the concave shape, and the driving shaft 21 passes through the second connecting space 323, so that the second driving gear 23 and the second connecting gear 322 form an inner mesh, and the first driving gear 22 and the first connecting gear 311 form an outer mesh. In other words, by the drive shaft 21 crossing the second connecting space 323, both the internal and external meshing modes exist between the gear drive device 2 and the gear transmission device 3 of the present disclosure. The teeth of the first transmission gear 31 and the teeth of the second transmission gear 32 are respectively provided on the side surfaces of the respective ring portions with the teeth portions facing each other for meshing with the leaf gear 33.

FIG. 7 is a schematic view of a gear drive according to an exemplary embodiment of the present disclosure. As shown in fig. 1-7, the first drive gear 22 and the second drive gear 23 rotate less than 180 degrees about the drive shaft 21. That is, both the first drive gear 22 and the second drive gear 23 make a non-complete revolution, in other words, neither the first drive gear 22 nor the second drive gear 23 need to rotate 360 degrees like a common gear in the prior art, but only need to rotate less than 180 degrees, preferably about 60 degrees or less than 60 degrees. The tooth portions of the first drive gear 22 and the second drive gear 23 are disposed opposite to each other substantially in a direction perpendicular to the drive shaft 21 so that the directions of movement of the first transmission gear 31 and the second transmission gear 32 are opposite. The teeth of the first drive gear 22 and the teeth of the second drive gear 23 are provided on a part of the respective circumferences, in other words, the teeth of the drive gears are not provided on the entire circumferences. Preferably, the tooth portions of the first drive gear 22 and the second drive gear 23 may be provided substantially 1/6 throughout the circumference.

The gear drive 2 in the present disclosure comprises a hydraulic motor 9, the hydraulic motor 9 may be fixed to the bypass 6 by a support 91, the support 91 may also form a support for the entire gear drive 2, the output shaft of the hydraulic motor 9 may be connected to the drive shaft 21 by a coupling 92, and the hydraulic motor 9 may be powered by the hydraulic pump of the engine. The hydraulic motor direct-drive device disclosed by the invention reduces the driving link and greatly reduces the accumulation of errors.

FIG. 8 is a schematic view of a stator blade according to an exemplary embodiment of the present disclosure. As shown in fig. 1 to 8, the shaft of the stator vane 7 may be fixed to the bypass duct 6 and the bypass duct 5, a plurality of vane gears 33 are provided in the circumferential direction of the bypass duct 6, and each vane gear 33 is connected to the stator vane 7 to adjust the turning angle of the stator vane 7 by the rotation of the vane gear 33. Each of the leaf gears 33 is engaged with the first and second transmission gears 31 and 32, and the rotation directions of each of the leaf gears 33 are the same since the rotation directions of the first and second transmission gears 31 and 32 are opposite. Therefore, the angle of each stator blade is accurately adjusted through bidirectional gear transmission, and the problem of blocking in the process of adjusting the stator blades of the aero-engine at present is effectively solved.

As shown in fig. 1 to 8, the stator vane adjusting mechanisms 1 may be provided in plural sets along the bypass duct 6 to adjust different stages of stator vanes. The driving gear unit may be fixed to the same drive shaft 21 by a key so that the plurality of blade gears 33 in each group have the same rotation angle. The blade adjusting angles of the stator blades of different stages or different groups are changed by changing the gear transmission ratio between the gear driving device 2 and the gear transmission device 3 of different groups or the gear transmission ratio between the gear transmission device 3 and the blade gear 33.

Fig. 9 is a cross-sectional view of a position adjustment mechanism according to an exemplary embodiment of the present disclosure. As shown in fig. 1 to 9, the position adjustment mechanism 4 includes: a support 41 arranged on the bypass duct 6, a bearing block 42 which can translate in the support 41, a bearing 43 which is arranged on the bearing block 42 and is in contact with the first and/or second gear transmission 2, 3, a tightening member, for example a tightening screw 44, which fixes the bearing block 42, and a spring 45 which adjusts the position of the bearing block 42 in the support 41. The bearing 43 in this embodiment may be a needle bearing and the spring 45 may be disposed within the seat 41 and in contact with the bearing seat 42 and located adjacent the set screw 44. The position adjusting device can realize the error compensation of the thermal deformation of the engine in a high-temperature state, and greatly improves the stability of the system.

As shown in fig. 1 to 9, the stator vane adjusting mechanism 1 further includes an encoder 8 connected to the driving shaft 21, the encoder 8 is fixedly connected to the driving shaft 21 through a coupling 92, and the encoder 8 is fixedly connected to the bypass 6 through a support base 91. The real-time angle value of the encoder 8 is used as the feedback of the driving of the hydraulic motor 9, so that closed-loop control is formed, and the precision of the system is improved.

FIG. 10 is a partial schematic view of a stator vane adjustment mechanism according to another exemplary embodiment of the present disclosure. As shown in fig. 1-10, for brevity, the same parts of this embodiment as those of the above embodiments will not be described again. The present embodiment is different from the above-described embodiments in that in the above-described embodiments, spur gears are used for the gears in the gear drive device 2 and the gear transmission device 3, whereas in the present embodiment, helical gearing is used for the first drive gear 22 and the first transmission gear 31, and helical gearing is used for the second drive gear 23 and the second transmission gear 32. The first driving gear 22 and the second driving gear 23 are fixedly connected with each other, and in order to ensure that the first transmission gear 31 and the second transmission gear 32 can rotate relatively in opposite directions, the tooth form rotation directions of the first driving gear 22 and the second driving gear 23 are opposite, and the tooth form rotation directions of the first transmission gear 31 and the second connection gear 322 are opposite.

Compared with the straight gear transmission, the helical gear transmission has good meshing performance and stable transmission. Meanwhile, the helical gear transmission decomposes the driving torque of the driving gear to the axial direction, and reduces the driving torque of the transmission gear, so that a driving hydraulic motor with smaller torque can be selected.

It will also be understood that when a layer is referred to as being "on" another layer, it can be directly on the other layer or intervening layers may also be present; it will also be understood that when an element (e.g., layer, region) is referred to as being "on," "connected to," "electrically connected to," "coupled to" or "electrically coupled to" another element, it can be directly on, connected or coupled to the other element or intervening elements may also be present. In contrast, when an element is referred to as being "directly on," "directly connected to" or "directly coupled to" another element or layer, there are no intervening elements or layers present. As used herein, the term "and/or" includes any and all combinations of one or more of the associated listed items. Well-known functions or constructions may not be described in detail for brevity and/or clarity.

The terminology used herein is for the purpose of exemplification of the disclosure only and should not be construed as limiting the meaning or scope of the disclosure. As used in this specification, the singular forms may include the plural forms unless the context clearly dictates otherwise. Furthermore, the terms "comprises" and/or "comprising," when used in this specification, do not specify the presence of stated shapes, integers, steps, acts, operations, elements, components, and/or groups thereof, nor preclude the presence or addition of one or more other different shapes, integers, steps, operations, elements, components, and/or groups thereof, or groups thereof. Spatially relative terms such as "above …", "above …", "above", "below …", "below …", "below …", "below" and the like are used herein for ease of description to describe the relationship of one element or feature to another element (element) or feature(s) as shown in the figures. It will be understood that the spatially relative terms are intended to encompass different orientations of the device in use or operation (e.g., packaging), in addition to the orientation depicted in the figures. For example, if the device in the figures is turned over, elements described as below, beneath or beneath other elements or features would then be oriented above or beneath the other elements or features. Thus, the exemplary term "above …" may include orientations of "above …" and "below …".

As used herein, terms such as "first," "second," and the like, are used to describe various components, assemblies, regions, layers and/or sections. It will be apparent, however, that no member, component, region, layer or section should be limited by these terms. These terms are only used to distinguish one element, component, region, layer or section from another element, component, region, layer or section. Thus, a first element, component, region, layer or section that will be described may also refer to a second element, component, region, layer or section without departing from the scope of the disclosure.

The foregoing description of the exemplary embodiments of the present disclosure has been presented for the purposes of illustration and description only and is not intended to be exhaustive or to limit the disclosure to the precise forms disclosed. Many modifications and variations are possible in light of the above teaching. The embodiments were chosen and described in order to explain the principles of the disclosure and its practical application to enable others skilled in the art to utilize the disclosure and various embodiments and with various modifications as are suited to the particular use contemplated. Alternative embodiments will become apparent to those skilled in the art to which the present disclosure pertains without departing from its spirit and scope. Accordingly, the scope of the present disclosure is defined by the appended claims rather than by the foregoing description and the exemplary embodiments described therein.

Claims

1. A stator vane adjustment mechanism comprising:

an inner duct;

the outer duct surrounds the inner duct and is arranged outside the inner duct;

at least one stator blade disposed between the inner duct and the outer duct;

at least one gear drive comprising a drive shaft, and a first drive gear and a second drive gear disposed on the drive shaft;

at least one gear transmission driven by the gear driving device and including a first transmission gear and a second transmission gear disposed side by side with respect to each other on a circumference of the outer duct, wherein the driving shaft crosses the first transmission gear and the second transmission gear, and a plurality of blade gears disposed between the first transmission gear and the second transmission gear, the blade gears being driven by the first driving gear and the second driving gear via the first transmission gear and the second transmission gear;

and the position adjusting mechanism is arranged on the outer duct and used for adjusting the position of the gear transmission device along the axis of the outer duct.

2. The stator vane adjusting mechanism of claim 1, wherein at least one of the first and second transmission gears includes a connection frame connected to the at least one, a connection gear provided on the connection frame, and a connection space surrounded by the connection frame and the connection gear, the driving shaft crossing the connection space.

3. The stator vane adjustment mechanism of claim 1, wherein the first and second drive gears are suspended on an outer surface of the outer duct.

4. The stator vane adjustment mechanism of any one of claims 1-3, wherein the first transmission gear comprises a first connecting gear and the second transmission gear comprises a second connecting gear, the first connecting gear and the second connecting gear being oppositely disposed such that the first transmission gear and the second transmission gear move in opposite directions.

5. The stator vane adjusting mechanism according to any one of claims 1 to 3, wherein the plurality of vane gears are each connected to the stator vane to adjust a rotation angle of the stator vane by a rotation angle of the vane gear.

6. The stator vane adjustment mechanism of any one of claims 1-3 wherein the first drive gear and the second drive gear rotate less than 180 degrees about the drive shaft.

7. The stator vane adjustment mechanism of any one of claims 1-3, wherein the teeth of the first drive gear and/or the second drive gear are disposed over a portion of the respective circumferential direction.

8. The stator vane adjustment mechanism of any one of claims 1-3 wherein the first drive gear and the second drive gear are helical gears.

9. The stator vane adjustment mechanism of any one of claims 1-3 wherein the first drive gear and the second drive gear are spur gears.

10. The stator vane adjusting mechanism according to any one of claims 1 to 3, wherein the plurality of vane gears are disposed between the first transmission gear and the second transmission gear in a circumferential direction of the bypass, and a rotation direction of each of the vane gears is the same.

11. The stator vane adjustment mechanism of any one of claims 1-3, wherein the gear drive and the gear transmission are arranged in multiple groups along the axis of the bypass, wherein the drive gears of the gear drive are coaxially arranged, and the rotation angles of the plurality of vane gears in each group are the same.

12. The stator vane adjustment mechanism of any one of claims 1-3, wherein the vane adjustment angles of the different sets of stator vanes are changed by changing a gear ratio between the drive gear arrangement and the gear transmission arrangement in the different sets or a gear ratio between the first transmission gear and the vane gear in the different sets.

13. The stator vane adjustment mechanism of any one of claims 1-3 further comprising an encoder connected to the drive shaft and a hydraulic motor, the encoder and hydraulic motor forming a closed loop control and providing signal feedback to the hydraulic motor.

14. The stator vane adjustment mechanism of any one of claims 1-3 wherein the position adjustment mechanism comprises a bearing housing, a bearing disposed on the bearing housing and in contact with the gear assembly, and a securing member securing the bearing housing relative to the support.

15. The stator vane adjustment mechanism of claim 14, wherein the position adjustment mechanism further comprises a seat disposed on the bypass and a spring capable of adjusting a position of a bearing housing relative to the seat, the bearing housing capable of translating within the seat.

16. A turbine engine comprising the stator vane adjustment mechanism of any one of the above.