US20200182153A1 - Turbine engine case attachment and a method of using the same - Google Patents
Turbine engine case attachment and a method of using the same Download PDFInfo
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- US20200182153A1 US20200182153A1 US16/730,497 US201916730497A US2020182153A1 US 20200182153 A1 US20200182153 A1 US 20200182153A1 US 201916730497 A US201916730497 A US 201916730497A US 2020182153 A1 US2020182153 A1 US 2020182153A1
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- turbine engine
- outer frame
- engine case
- attachment device
- exterior surface
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- 230000003068 static effect Effects 0.000 description 3
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- 238000000429 assembly Methods 0.000 description 1
- 230000008859 change Effects 0.000 description 1
- 238000004891 communication Methods 0.000 description 1
- 230000006835 compression Effects 0.000 description 1
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- 238000012937 correction Methods 0.000 description 1
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- 230000008439 repair process Effects 0.000 description 1
- 238000011160 research Methods 0.000 description 1
- 230000004044 response Effects 0.000 description 1
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02C—GAS-TURBINE PLANTS; AIR INTAKES FOR JET-PROPULSION PLANTS; CONTROLLING FUEL SUPPLY IN AIR-BREATHING JET-PROPULSION PLANTS
- F02C7/00—Features, components parts, details or accessories, not provided for in, or of interest apart form groups F02C1/00 - F02C6/00; Air intakes for jet-propulsion plants
- F02C7/20—Mounting or supporting of plant; Accommodating heat expansion or creep
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- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENTS OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plant in aircraft; Aircraft characterised thereby
- B64D27/26—Aircraft characterised by construction of power-plant mounting
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- B64D27/40—
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D21/00—Shutting-down of machines or engines, e.g. in emergency; Regulating, controlling, or safety means not otherwise provided for
- F01D21/04—Shutting-down of machines or engines, e.g. in emergency; Regulating, controlling, or safety means not otherwise provided for responsive to undesired position of rotor relative to stator or to breaking-off of a part of the rotor, e.g. indicating such position
- F01D21/045—Shutting-down of machines or engines, e.g. in emergency; Regulating, controlling, or safety means not otherwise provided for responsive to undesired position of rotor relative to stator or to breaking-off of a part of the rotor, e.g. indicating such position special arrangements in stators or in rotors dealing with breaking-off of part of rotor
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
- F01D25/28—Supporting or mounting arrangements, e.g. for turbine casing
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2240/00—Components
- F05D2240/90—Mounting on supporting structures or systems
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2260/00—Function
- F05D2260/30—Retaining components in desired mutual position
- F05D2260/31—Retaining bolts or nuts
- F05D2260/311—Retaining bolts or nuts of the frangible or shear type
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/40—Weight reduction
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- Y02T50/44—
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/60—Efficient propulsion technologies, e.g. for aircraft
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- Y02T50/671—
Definitions
- the present disclosure is generally related to turbine engine cases, in particular to a turbine engine attachment and a method of using the same.
- Stationary struts within a gas turbine engine function to support the inner portion, or core. Additionally, the struts may function as an airfoil. These struts, may be radially disposed between an inner hub and an outer casing, and may be spaced around the circumference of the rotor section in either a symmetrical or an asymmetrical arrangement.
- the strut design provides the structure with the stiffness required to maintain fit, form, and function against loads, including but not limited to, those caused by maneuvers, fan blade out, impinging gas loads, surge, and may provide the ability to withstand both hard and soft body impact.
- Loads are generally transmitted through the hub-strut-case structure through the mounts to the airframe via links or similar features.
- the attachment links transmit excessively large dynamic loads into the aircraft.
- the system may experience a flight safety event, such as, the aircraft must be taken out of service in order to repair and/or replace the case and other necessary components.
- a turbine engine case assembly in one aspect, includes a fan case including an outer frame encircling the axis.
- the outer frame includes an outer frame exterior surface and an outer frame interior surface. At least two mounts, circumferentially spaced along the outer frame exterior surface, are disposed on the outer frame exterior surface.
- the turbine engine case assembly further includes a center frame encircling the axis A, wherein the center frame is positioned radially inward from the outer frame, and a plurality of struts, each coupled at a strut first end to the center frame and at a strut second end to the outer frame interior surface.
- the turbine engine case assembly further includes a compliant attachment device operably coupled to the case at the at least two mounts.
- the compliant attachment device is a spring.
- the spring is a leaf spring.
- the compliant attachment device is frangible.
- a method for reducing load transfer on a turbine engine case includes the step of securing a compliant attachment device to a turbine engine case to produce a turbine engine case assembly.
- securing a compliant attachment device to a turbine engine case includes coupling the compliant attachment device between the at least two mounts disposed on the outer frame exterior surface.
- the method further includes the step of securing the turbine engine case to an air frame.
- FIG. 1 is a sectional view of one example of a gas turbine engine in which the presently disclosed embodiments may be used;
- FIG. 2 is a perspective view of a turbine engine case assembly used in a gas turbine engine in one embodiment
- FIG. 3 is a sectional view of one example of a gas turbine engine and a turbine engine case assembly in one embodiment
- FIG. 4 is a front view of a turbine engine case assembly used in a gas turbine engine in one embodiment
- FIG. 5 is a front view of a turbine engine case assembly used in a gas turbine engine in one embodiment.
- FIG. 6 is a schematic flow diagram of an embodiment of a method of reducing load transfer on a turbine engine case in one embodiment.
- FIG. 1 shows a gas turbine engine 20 , such as a gas turbine used for power generation or propulsion, circumferentially disposed about an engine centerline, or axial centerline axis A.
- the gas turbine engine 20 is disclosed herein as a two-spool turbofan that generally incorporates a fan section 22 , a compressor section 24 , a combustor section 26 and a turbine section 28 .
- Alternative engines might include an augmentor section (not shown) among other systems or features.
- the fan section 22 drives air along a bypass flow path B in a bypass duct, while the compressor section 24 drives air along a core flow path C for compression and communication into the combustor section 26 then expansion through the turbine section 28 .
- the exemplary engine 20 generally includes a low speed spool 30 and a high speed spool 32 mounted for rotation about an engine central longitudinal axis A relative to an engine static structure 36 via several bearing systems 38 . It should be understood that various bearing systems 38 at various locations may alternatively or additionally be provided, and the location of bearing systems 38 may be varied as appropriate to the application.
- the low speed spool 30 generally includes an inner shaft 40 that interconnects a fan 42 , a low pressure compressor 44 and a low pressure turbine 46 .
- the inner shaft 40 is connected to the fan 42 through a speed change mechanism, which in exemplary gas turbine engine 20 is illustrated as a geared architecture 48 to drive the fan 42 at a lower speed than the low speed spool 30 .
- the high speed spool 32 includes an outer shaft 50 that interconnects a high pressure compressor 52 and high pressure turbine 54 .
- a combustor 56 is arranged in exemplary gas turbine 20 between the high pressure compressor 52 and the high pressure turbine 54 .
- An engine static structure 36 is arranged generally between the high pressure turbine 54 and the low pressure turbine 46 .
- the engine static structure 36 further supports bearing systems 38 in the turbine section 28 .
- the inner shaft 40 and the outer shaft 50 are concentric and rotate via bearing systems 38 about the engine central longitudinal axis A which is collinear with their longitudinal axes.
- each of the positions of the fan section 22 , compressor section 24 , combustor section 26 , turbine section 28 , and fan drive gear system 48 may be varied.
- gear system 48 may be located aft of combustor section 26 or even aft of turbine section 28
- fan section 22 may be positioned forward or aft of the location of gear system 48 .
- the engine 20 in one example is a high-bypass geared aircraft engine.
- the engine 20 bypass ratio is greater than about six (6), with an example embodiment being greater than about ten (10)
- the geared architecture 48 is an epicyclic gear train, such as a planetary gear system or other gear system, with a gear reduction ratio of greater than about 2.3
- the low pressure turbine 46 has a pressure ratio that is greater than about five.
- the engine 20 bypass ratio is greater than about ten (10:1)
- the fan diameter is significantly larger than that of the low pressure compressor 44
- the low pressure turbine 46 has a pressure ratio that is greater than about five 5:1.
- Low pressure turbine 46 pressure ratio is pressure measured prior to inlet of low pressure turbine 46 as related to the pressure at the outlet of the low pressure turbine 46 prior to an exhaust nozzle.
- the geared architecture 48 may be an epicycle gear train, such as a planetary gear system or other gear system, with a gear reduction ratio of greater than about 2.3:1. It should be understood, however, that the above parameters are only exemplary of one embodiment of a geared architecture engine and that the present disclosure is applicable to other gas turbine engines including direct drive turbofans.
- the fan section 22 of the engine 20 is designed for a particular flight condition—typically cruise at about 0.8 Mach and about 35,000 feet (10,688 meters).
- TSFC Thrust Specific Fuel Consumption
- Low fan pressure ratio is the pressure ratio across the fan blade alone, without a Fan Exit Guide Vane (“FEGV”) system.
- the low fan pressure ratio as disclosed herein according to one non-limiting embodiment is less than about 1.45.
- Low corrected fan tip speed is the actual fan tip speed in ft/sec divided by an industry standard temperature correction of [(Tram ° R)/(518.7° R)] 0.5 .
- the “Low corrected fan tip speed” as disclosed herein according to one non-limiting embodiment is less than about 1150 ft/second (350.5 m/sec).
- FIG. 2 illustrates a turbine engine case assembly, generally indicated at 100 .
- the turbine engine case assembly 100 depicted in FIG. 2 , is configured to be disposed about the fan section 22 .
- the turbine engine case assembly 100 shown in FIG. 1 , is aft of the fan section 22 .
- other turbine engine case assemblies 100 may be disposed about other sections of the gas turbine engine 20 , for example the compressor section 24 to name one non-limiting example.
- the turbine engine case assembly 100 includes a fan case 102 including an outer frame 104 encircling the axis A.
- the outer frame 104 includes an outer frame exterior surface 106 and an outer frame interior surface 108 .
- At least two mounts 110 configured to attach the turbine engine case assembly 100 to an air frame 126 (see FIG. 3 ), are disposed on the outer frame exterior surface 106 .
- the at least two mounts 110 are circumferentially spaced along the outer frame exterior surface 106 . It will be appreciated that more than two mounts 110 may be circumferentially spaced along the outer frame exterior surface 106 .
- the turbine engine case assembly 100 further includes a center frame 112 encircling the axis A, wherein the center frame 112 is positioned radially inward from the outer frame 104 , and a plurality of struts 114 , each coupled at a strut first end 116 to the center frame 112 , and at a strut second end 118 to the outer frame interior surface 108 .
- the turbine engine case assembly 100 further includes a compliant attachment device 120 .
- the compliant attachment device 120 is configured to reduce the loads transmitted to the supporting aircraft during an extreme load condition, for example, a fan blade out or ultimate maneuver, to name a couple of non-limiting examples, by dissipating some of the load in the compliant attachment device 120 before it is transferred to the airframe 126 .
- the compliant attachment device 120 is operably coupled to the case at the at least two mounts 110 in one embodiment.
- a compliant attachment device first end 122 may be operably coupled to the mount 110 A
- a compliant attachment device second end 124 may be operably coupled to the mount 110 B.
- the compliant attachment device 120 may be coupled to each of the mounts 110 by any suitable means, for example, a nut and bolt to name one non-limiting example.
- the compliant attachment device 120 is a spring.
- the spring includes a leaf spring.
- the turbine engine case assembly 100 is a fan inlet case, and during extreme load conditions, the compliant attachment device 120 deflects in an outward and/or inward direction to provide a dampening effect to reduce the resonance of the turbine engine case assembly 100 and, hence, the magnitude of the load transferred to the airframe 126 .
- the compliant attachment device 120 is frangible. In this embodiment, during extreme load conditions, the compliant attachment device 120 is capable of breaking, in whole or in part, to reduce the load transferred from the compliant attachment device 120 to the supporting aircraft. In other embodiments, the compliant attachment device 120 may be any device operative to dissipate some of the load in the compliant attachment device 120 before it is transferred to the airframe 126 .
- FIG. 6 illustrates a method, generally indicated at 200 , for reducing load transfer on a turbine engine case.
- the method 200 includes the step 202 of securing a compliant attachment device 120 to a turbine engine case 102 to produce a turbine engine case assembly 100 .
- securing a compliant attachment device 120 to a turbine engine case 102 includes coupling the compliant attachment device 120 between the at least two mounts 110 disposed on the outer frame exterior surface 106 .
- the method further includes the step 204 of securing the turbine engine case 102 to a portion of an airframe 126 .
- the turbine engine case assembly 100 may be mounted to a portion of the airframe 126 using the at least two mounts 110 disposed on the outer frame exterior surface 106 .
- the compliant attachment device 120 may be composed of a lightweight material to reduce the overall weight of the aircraft. It will also be appreciated that the compliant attachment device 120 may be operably coupled to the turbine engine case 102 to provide compliance by deflecting the impact load from an airframe to a localized component.
Abstract
Description
- This application is a divisional of U.S. patent application Ser. No. 14/874,049 filed on Oct. 2, 2015, which claims the benefit of U.S. Provisional Patent Application Ser. No. 62/087,474 filed on Dec. 4, 2014, the entire contents each of which are incorporated herein by reference thereto.
- This invention was made with support of the government by the United States Air Force under contract number FA8650-09-D-2923-D00021. The government therefore has certain rights in this invention.
- The present disclosure is generally related to turbine engine cases, in particular to a turbine engine attachment and a method of using the same.
- Stationary struts within a gas turbine engine function to support the inner portion, or core. Additionally, the struts may function as an airfoil. These struts, may be radially disposed between an inner hub and an outer casing, and may be spaced around the circumference of the rotor section in either a symmetrical or an asymmetrical arrangement. The strut design provides the structure with the stiffness required to maintain fit, form, and function against loads, including but not limited to, those caused by maneuvers, fan blade out, impinging gas loads, surge, and may provide the ability to withstand both hard and soft body impact.
- Loads are generally transmitted through the hub-strut-case structure through the mounts to the airframe via links or similar features. Generally, in a situation where the loads are excessively large (e.g., when the engine has suffered a fan blade-out event), the attachment links transmit excessively large dynamic loads into the aircraft. As a result, the system may experience a flight safety event, such as, the aircraft must be taken out of service in order to repair and/or replace the case and other necessary components.
- Improvements in turbine case attachments are therefore needed in the art.
- In one aspect, a turbine engine case assembly is provided. The turbine engine case assembly includes a fan case including an outer frame encircling the axis. The outer frame includes an outer frame exterior surface and an outer frame interior surface. At least two mounts, circumferentially spaced along the outer frame exterior surface, are disposed on the outer frame exterior surface. In one embodiment, the turbine engine case assembly further includes a center frame encircling the axis A, wherein the center frame is positioned radially inward from the outer frame, and a plurality of struts, each coupled at a strut first end to the center frame and at a strut second end to the outer frame interior surface.
- The turbine engine case assembly further includes a compliant attachment device operably coupled to the case at the at least two mounts. In one embodiment, the compliant attachment device is a spring. In one embodiment, the spring is a leaf spring. In one embodiment, the compliant attachment device is frangible.
- In one aspect, a method for reducing load transfer on a turbine engine case is provided. The method includes the step of securing a compliant attachment device to a turbine engine case to produce a turbine engine case assembly. In one embodiment, securing a compliant attachment device to a turbine engine case includes coupling the compliant attachment device between the at least two mounts disposed on the outer frame exterior surface. The method further includes the step of securing the turbine engine case to an air frame.
- Other embodiments are also disclosed.
- The embodiments and other features, advantages and disclosures contained herein, and the manner of attaining them, will become apparent and the present disclosure will be better understood by reference to the following description of various exemplary embodiments of the present disclosure taken in conjunction with the accompanying drawings, wherein:
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FIG. 1 is a sectional view of one example of a gas turbine engine in which the presently disclosed embodiments may be used; -
FIG. 2 is a perspective view of a turbine engine case assembly used in a gas turbine engine in one embodiment; -
FIG. 3 is a sectional view of one example of a gas turbine engine and a turbine engine case assembly in one embodiment; -
FIG. 4 is a front view of a turbine engine case assembly used in a gas turbine engine in one embodiment; -
FIG. 5 is a front view of a turbine engine case assembly used in a gas turbine engine in one embodiment; and -
FIG. 6 is a schematic flow diagram of an embodiment of a method of reducing load transfer on a turbine engine case in one embodiment. - For the purposes of promoting an understanding of the principles of the present disclosure, reference will now be made to the embodiments illustrated in the drawings, and specific language will be used to describe the same. It will nevertheless be understood that no limitation of the scope of this disclosure is thereby intended.
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FIG. 1 shows agas turbine engine 20, such as a gas turbine used for power generation or propulsion, circumferentially disposed about an engine centerline, or axial centerline axis A. Thegas turbine engine 20 is disclosed herein as a two-spool turbofan that generally incorporates afan section 22, acompressor section 24, acombustor section 26 and aturbine section 28. Alternative engines might include an augmentor section (not shown) among other systems or features. Thefan section 22 drives air along a bypass flow path B in a bypass duct, while thecompressor section 24 drives air along a core flow path C for compression and communication into thecombustor section 26 then expansion through theturbine section 28. Although depicted as a two-spool turbofan gas turbine engine in the disclosed non-limiting embodiment, it should be understood that the concepts described herein are not limited to use with two-spool turbofans as the teachings may be applied to other types of turbine engines including three-spool architectures. - The
exemplary engine 20 generally includes alow speed spool 30 and ahigh speed spool 32 mounted for rotation about an engine central longitudinal axis A relative to an enginestatic structure 36 viaseveral bearing systems 38. It should be understood thatvarious bearing systems 38 at various locations may alternatively or additionally be provided, and the location ofbearing systems 38 may be varied as appropriate to the application. - The
low speed spool 30 generally includes aninner shaft 40 that interconnects afan 42, alow pressure compressor 44 and alow pressure turbine 46. Theinner shaft 40 is connected to thefan 42 through a speed change mechanism, which in exemplarygas turbine engine 20 is illustrated as a gearedarchitecture 48 to drive thefan 42 at a lower speed than thelow speed spool 30. Thehigh speed spool 32 includes anouter shaft 50 that interconnects ahigh pressure compressor 52 andhigh pressure turbine 54. Acombustor 56 is arranged inexemplary gas turbine 20 between thehigh pressure compressor 52 and thehigh pressure turbine 54. An enginestatic structure 36 is arranged generally between thehigh pressure turbine 54 and thelow pressure turbine 46. The enginestatic structure 36 further supports bearingsystems 38 in theturbine section 28. Theinner shaft 40 and theouter shaft 50 are concentric and rotate viabearing systems 38 about the engine central longitudinal axis A which is collinear with their longitudinal axes. - The core airflow is compressed by the
low pressure compressor 44 then thehigh pressure compressor 52, mixed and burned with fuel in thecombustor 56, then expanded over thehigh pressure turbine 54 andlow pressure turbine 46. Theturbines low speed spool 30 andhigh speed spool 32 in response to the expansion. It will be appreciated that each of the positions of thefan section 22,compressor section 24,combustor section 26,turbine section 28, and fandrive gear system 48 may be varied. For example,gear system 48 may be located aft ofcombustor section 26 or even aft ofturbine section 28, andfan section 22 may be positioned forward or aft of the location ofgear system 48. - The
engine 20 in one example is a high-bypass geared aircraft engine. In a further example, theengine 20 bypass ratio is greater than about six (6), with an example embodiment being greater than about ten (10), the gearedarchitecture 48 is an epicyclic gear train, such as a planetary gear system or other gear system, with a gear reduction ratio of greater than about 2.3 and thelow pressure turbine 46 has a pressure ratio that is greater than about five. In one disclosed embodiment, theengine 20 bypass ratio is greater than about ten (10:1), the fan diameter is significantly larger than that of thelow pressure compressor 44, and thelow pressure turbine 46 has a pressure ratio that is greater than about five 5:1.Low pressure turbine 46 pressure ratio is pressure measured prior to inlet oflow pressure turbine 46 as related to the pressure at the outlet of thelow pressure turbine 46 prior to an exhaust nozzle. The gearedarchitecture 48 may be an epicycle gear train, such as a planetary gear system or other gear system, with a gear reduction ratio of greater than about 2.3:1. It should be understood, however, that the above parameters are only exemplary of one embodiment of a geared architecture engine and that the present disclosure is applicable to other gas turbine engines including direct drive turbofans. - A significant amount of thrust is provided by the bypass flow B due to the high bypass ratio. The
fan section 22 of theengine 20 is designed for a particular flight condition—typically cruise at about 0.8 Mach and about 35,000 feet (10,688 meters). The flight condition of 0.8 Mach and 35,000 ft. (10,688 meters), with the engine at its best fuel consumption—also known as “bucket cruise Thrust Specific Fuel Consumption (‘TSFC’)”—is the industry standard parameter of lbm of fuel being burned divided by lbf of thrust the engine produces at that minimum point. “Low fan pressure ratio” is the pressure ratio across the fan blade alone, without a Fan Exit Guide Vane (“FEGV”) system. The low fan pressure ratio as disclosed herein according to one non-limiting embodiment is less than about 1.45. “Low corrected fan tip speed” is the actual fan tip speed in ft/sec divided by an industry standard temperature correction of [(Tram ° R)/(518.7° R)]0.5. The “Low corrected fan tip speed” as disclosed herein according to one non-limiting embodiment is less than about 1150 ft/second (350.5 m/sec). -
FIG. 2 illustrates a turbine engine case assembly, generally indicated at 100. The turbineengine case assembly 100, depicted inFIG. 2 , is configured to be disposed about thefan section 22. For example, the turbineengine case assembly 100, shown inFIG. 1 , is aft of thefan section 22. It will be appreciated that other turbineengine case assemblies 100 may be disposed about other sections of thegas turbine engine 20, for example thecompressor section 24 to name one non-limiting example. The turbineengine case assembly 100 includes afan case 102 including anouter frame 104 encircling the axis A. Theouter frame 104 includes an outer frameexterior surface 106 and an outer frameinterior surface 108. At least twomounts 110, configured to attach the turbineengine case assembly 100 to an air frame 126 (seeFIG. 3 ), are disposed on the outer frameexterior surface 106. The at least twomounts 110 are circumferentially spaced along the outer frameexterior surface 106. It will be appreciated that more than twomounts 110 may be circumferentially spaced along the outer frameexterior surface 106. In one embodiment, the turbineengine case assembly 100 further includes acenter frame 112 encircling the axis A, wherein thecenter frame 112 is positioned radially inward from theouter frame 104, and a plurality ofstruts 114, each coupled at a strutfirst end 116 to thecenter frame 112, and at a strutsecond end 118 to the outer frameinterior surface 108. - The turbine
engine case assembly 100 further includes acompliant attachment device 120. Thecompliant attachment device 120 is configured to reduce the loads transmitted to the supporting aircraft during an extreme load condition, for example, a fan blade out or ultimate maneuver, to name a couple of non-limiting examples, by dissipating some of the load in thecompliant attachment device 120 before it is transferred to theairframe 126. Thecompliant attachment device 120 is operably coupled to the case at the at least twomounts 110 in one embodiment. For example, a compliant attachment devicefirst end 122 may be operably coupled to themount 110A, and a compliant attachment devicesecond end 124 may be operably coupled to themount 110B. It will be appreciated that thecompliant attachment device 120 may be coupled to each of themounts 110 by any suitable means, for example, a nut and bolt to name one non-limiting example. - In one embodiment, the
compliant attachment device 120 is a spring. In one embodiment, the spring includes a leaf spring. For example, as shown inFIGS. 3-5 , the turbineengine case assembly 100 is a fan inlet case, and during extreme load conditions, thecompliant attachment device 120 deflects in an outward and/or inward direction to provide a dampening effect to reduce the resonance of the turbineengine case assembly 100 and, hence, the magnitude of the load transferred to theairframe 126. In one embodiment, thecompliant attachment device 120 is frangible. In this embodiment, during extreme load conditions, thecompliant attachment device 120 is capable of breaking, in whole or in part, to reduce the load transferred from thecompliant attachment device 120 to the supporting aircraft. In other embodiments, thecompliant attachment device 120 may be any device operative to dissipate some of the load in thecompliant attachment device 120 before it is transferred to theairframe 126. -
FIG. 6 illustrates a method, generally indicated at 200, for reducing load transfer on a turbine engine case. Themethod 200 includes thestep 202 of securing acompliant attachment device 120 to aturbine engine case 102 to produce a turbineengine case assembly 100. In one embodiment, securing acompliant attachment device 120 to aturbine engine case 102 includes coupling thecompliant attachment device 120 between the at least twomounts 110 disposed on the outer frameexterior surface 106. - The method further includes the
step 204 of securing theturbine engine case 102 to a portion of anairframe 126. For example, as shown inFIG. 3 , the turbineengine case assembly 100 may be mounted to a portion of theairframe 126 using the at least twomounts 110 disposed on the outer frameexterior surface 106. - It will be appreciated that as the
compliant attachment device 120 may be composed of a lightweight material to reduce the overall weight of the aircraft. It will also be appreciated that thecompliant attachment device 120 may be operably coupled to theturbine engine case 102 to provide compliance by deflecting the impact load from an airframe to a localized component. - While the disclosure has been illustrated and described in detail in the drawings and foregoing description, the same is to be considered as illustrative and not restrictive in character, it being understood that only certain embodiments have been shown and described and that all changes and modifications that come within the spirit of the invention are desired to be protected.
Claims (12)
Priority Applications (1)
Application Number | Priority Date | Filing Date | Title |
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US16/730,497 US20200182153A1 (en) | 2014-12-04 | 2019-12-30 | Turbine engine case attachment and a method of using the same |
Applications Claiming Priority (3)
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US201462087474P | 2014-12-04 | 2014-12-04 | |
US14/874,049 US10519863B2 (en) | 2014-12-04 | 2015-10-02 | Turbine engine case attachment and a method of using the same |
US16/730,497 US20200182153A1 (en) | 2014-12-04 | 2019-12-30 | Turbine engine case attachment and a method of using the same |
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US14/874,049 Division US10519863B2 (en) | 2014-12-04 | 2015-10-02 | Turbine engine case attachment and a method of using the same |
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US20200182153A1 true US20200182153A1 (en) | 2020-06-11 |
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US14/874,049 Active 2037-10-22 US10519863B2 (en) | 2014-12-04 | 2015-10-02 | Turbine engine case attachment and a method of using the same |
US16/730,497 Abandoned US20200182153A1 (en) | 2014-12-04 | 2019-12-30 | Turbine engine case attachment and a method of using the same |
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US10544793B2 (en) | 2017-01-25 | 2020-01-28 | General Electric Company | Thermal isolation structure for rotating turbine frame |
FR3063313B1 (en) | 2017-02-28 | 2022-10-28 | Safran Aircraft Engines | AIRCRAFT ENGINE INPUT ARRANGEMENT INCLUDING A MECHANICAL DECOUPLER |
US10844745B2 (en) | 2019-03-29 | 2020-11-24 | Pratt & Whitney Canada Corp. | Bearing assembly |
US11492926B2 (en) | 2020-12-17 | 2022-11-08 | Pratt & Whitney Canada Corp. | Bearing housing with slip joint |
US11428160B2 (en) | 2020-12-31 | 2022-08-30 | General Electric Company | Gas turbine engine with interdigitated turbine and gear assembly |
Family Cites Families (14)
Publication number | Priority date | Publication date | Assignee | Title |
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US3465524A (en) * | 1966-03-02 | 1969-09-09 | Rolls Royce | Fan gas turbine engine |
DE1626028C3 (en) * | 1966-04-12 | 1974-04-04 | Dowty Rotol Ltd., Gloucester (Grossbritannien) | By-pass gas turbine engine |
GB1135129A (en) * | 1967-09-15 | 1968-11-27 | Rolls Royce | Gas turbine engine |
US4044973A (en) * | 1975-12-29 | 1977-08-30 | The Boeing Company | Nacelle assembly and mounting structures for a turbofan jet propulsion engine |
GB2061389B (en) * | 1979-10-23 | 1983-05-18 | Rolls Royce | Rod installation for a gas turbine engine |
US4344282A (en) * | 1980-12-16 | 1982-08-17 | United Technologies Corporation | Compressor bleed system |
US5484105A (en) * | 1994-07-13 | 1996-01-16 | General Electric Company | Cooling system for a divergent section of a nozzle |
US8016543B2 (en) | 2007-04-02 | 2011-09-13 | Michael Scott Braley | Composite case armor for jet engine fan case containment |
US8206102B2 (en) | 2007-08-16 | 2012-06-26 | United Technologies Corporation | Attachment interface for a gas turbine engine composite duct structure |
US8075261B2 (en) | 2007-09-21 | 2011-12-13 | United Technologies Corporation | Gas turbine engine compressor case mounting arrangement |
US8662819B2 (en) | 2008-12-12 | 2014-03-04 | United Technologies Corporation | Apparatus and method for preventing cracking of turbine engine cases |
US8753075B2 (en) | 2010-07-20 | 2014-06-17 | Rolls-Royce Corporation | Fan case assembly and method |
US20140084129A1 (en) | 2012-09-27 | 2014-03-27 | United Technologies Corporation | Assembly for mounting a turbine engine case to a pylon |
WO2014137471A1 (en) * | 2013-03-07 | 2014-09-12 | Rivers Jonathan M | Gas turbine engine access panel |
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2015
- 2015-10-02 US US14/874,049 patent/US10519863B2/en active Active
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2019
- 2019-12-30 US US16/730,497 patent/US20200182153A1/en not_active Abandoned
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US10519863B2 (en) | 2019-12-31 |
US20160201510A1 (en) | 2016-07-14 |
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