US20210300577A1 - Engine backbone bending reduction - Google Patents
Engine backbone bending reduction Download PDFInfo
- Publication number
- US20210300577A1 US20210300577A1 US16/836,442 US202016836442A US2021300577A1 US 20210300577 A1 US20210300577 A1 US 20210300577A1 US 202016836442 A US202016836442 A US 202016836442A US 2021300577 A1 US2021300577 A1 US 2021300577A1
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- United States
- Prior art keywords
- joint
- bending restraint
- gas turbine
- bending
- turbine engine
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Images
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
-
- B64D27/26—
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/40—Arrangements for mounting power plants in aircraft
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/40—Arrangements for mounting power plants in aircraft
- B64D27/404—Suspension arrangements specially adapted for supporting vertical loads
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/40—Arrangements for mounting power plants in aircraft
- B64D27/406—Suspension arrangements specially adapted for supporting thrust loads, e.g. thrust links
-
- 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
- F02C6/00—Plural gas-turbine plants; Combinations of gas-turbine plants with other apparatus; Adaptations of gas-turbine plants for special use
- F02C6/20—Adaptations of gas-turbine plants for driving vehicles
-
- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
- F02K—JET-PROPULSION PLANTS
- F02K3/00—Plants including a gas turbine driving a compressor or a ducted fan
- F02K3/02—Plants including a gas turbine driving a compressor or a ducted fan in which part of the working fluid by-passes the turbine and combustion chamber
- F02K3/04—Plants including a gas turbine driving a compressor or a ducted fan in which part of the working fluid by-passes the turbine and combustion chamber the plant including ducted fans, i.e. fans with high volume, low pressure outputs, for augmenting the jet thrust, e.g. of double-flow type
- F02K3/06—Plants including a gas turbine driving a compressor or a ducted fan in which part of the working fluid by-passes the turbine and combustion chamber the plant including ducted fans, i.e. fans with high volume, low pressure outputs, for augmenting the jet thrust, e.g. of double-flow type with front fan
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/02—Aircraft characterised by the type or position of power plants
- B64D27/16—Aircraft characterised by the type or position of power plants of jet type
- B64D27/18—Aircraft characterised by the type or position of power plants of jet type within, or attached to, wings
-
- B—PERFORMING OPERATIONS; TRANSPORTING
- B64—AIRCRAFT; AVIATION; COSMONAUTICS
- B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
- B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
- B64D27/40—Arrangements for mounting power plants in aircraft
- B64D27/402—Arrangements for mounting power plants in aircraft comprising box like supporting frames, e.g. pylons or arrangements for embracing the power plant
-
- 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
- F05D2220/00—Application
- F05D2220/30—Application in turbines
- F05D2220/32—Application in turbines in gas turbines
- F05D2220/323—Application in turbines in gas turbines for aircraft propulsion, e.g. jet engines
-
- 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
- F05D2220/00—Application
- F05D2220/30—Application in turbines
- F05D2220/36—Application in turbines specially adapted for the fan of turbofan engines
-
- 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
- F05D2240/91—Mounting on supporting structures or systems on a stationary structure
-
- 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
- F05D2270/00—Control
- F05D2270/60—Control system actuates means
- F05D2270/64—Hydraulic actuators
Definitions
- This disclosure relates generally to gas turbines, and, more particularly, to methods and apparatus for engine backbone bending reduction.
- a gas turbine engine generally includes, in serial flow order, an inlet section, a compressor section, a combustion section, a turbine section, and an exhaust section.
- air enters the inlet section and flows to the compressor section where one or more axial compressors progressively compress the air until it reaches the combustion section, thereby creating combustion gases.
- the combustion gases flow from the combustion section through a hot gas path defined within the turbine section and then exit the turbine section via the exhaust section.
- a gas turbine engine produces a thrust that propels a vehicle forward, e.g., a passenger aircraft.
- the thrust from the engine transmits loads to a wing mount, e.g., a pylon, and likewise the vehicle applies equal and opposite reaction forces onto the wing.
- This loading induces a bending moment into the engine. There is a continuing need to reduce this bending moment applied to the engine.
- FIG. 1 illustrates an example gas turbine engine.
- FIG. 2A illustrates an example first side view of a gas turbine engine mounted to an aircraft wing.
- FIG. 2B illustrates a front view of the gas turbine engine and aircraft wing of FIG. 2A .
- FIG. 3 illustrates an example side view of the gas turbine engine of FIGS. 2A-2B depicting a bending restraint between a fan frame and a pylon.
- FIG. 4 illustrates an example side view of the gas turbine engine of FIGS. 2A-2B depicting a second example bending restraint.
- FIGS. 5A and 5B illustrate an example bending restraint joint.
- FIG. 6 illustrates an example bending restraint system between the fan frame and the joint.
- FIG. 7 illustrates an example side view of the gas turbine engine of FIGS. 2A-2B depicting a third example bending restraint including an actuator.
- any part e.g., a layer, film, area, region, or plate
- any part indicates that the referenced part is either in contact with the other part, or that the referenced part is above the other part with one or more intermediate part(s) located therebetween.
- Connection references are to be construed broadly and may include intermediate members between a collection of elements and relative movement between elements unless otherwise indicated. As such, connection references do not necessarily infer that two elements are directly connected and in fixed relation to each other. Stating that any part is in “contact” with another part means that there is no intermediate part between the two parts.
- Descriptors “first,” “second,” “third,” etc. are used herein when identifying multiple elements or components which may be referred to separately. Unless otherwise specified or understood based on their context of use, such descriptors are not intended to impute any meaning of priority, physical order or arrangement in a list, or ordering in time but are merely used as labels for referring to multiple elements or components separately for ease of understanding the disclosed examples.
- the descriptor “first” may be used to refer to an element in the detailed description, while the same element may be referred to in a claim with a different descriptor such as “second” or “third.” In such instances, it should be understood that such descriptors are used merely for ease of referencing multiple elements or components.
- an apparatus including a mechanical linkage for mounting a gas turbine engine to a pylon, the mechanical linkage comprising a bending restraint having a first end and a second end, a first joint at the first end of the bending restraint to connect the first end of the bending restraint to a fan section of the gas turbine engine, and a second joint at the second end of the bending restraint to connect the second end of the bending restraint to the pylon.
- Certain examples provide a gas turbine engine comprising a first section including a fan section, a second section including a pylon, and a mechanical linkage between the first section and the second section.
- a bending moment is a reaction induced in a structural element when an external force or moment is applied to the element, causing the element to bend.
- forces acting on an engine fan case during operation of the engine can cause the fan case to try to bend or rotate in an undesirable direction, introducing stress, and eventual wear, on the engine fan case.
- Certain examples provide a supplemental link or linkage (e.g., a series of one or more links) that restricts the bending motion of the fan case and improves stability and durability of the fan case and associated engines.
- upstream and downstream refer to the relative direction with respect to fluid flow in a fluid pathway.
- upstream refers to the direction from which the fluid flows
- downstream refers to the direction to which the fluid flows.
- vertical refers to the direction perpendicular to the ground.
- horizontal refers to the direction parallel to the centerline of the gas turbine engine 102 .
- lateral refers to the direction perpendicular to the axial and vertical directions (e.g., into and out of the plane of FIGS. 1, 2 , etc.).
- A, B, and/or C refers to any combination or subset of A, B. C such as (1) A alone, (2) B alone, (3) C alone, (4) A with B, (5) A with C, (6) B with C, and (7) A with B and with C.
- the phrase “at least one of A and B” is intended to refer to implementations including any of (1) at least one A, (2) at least one B, and (3) at least one A and at least one B.
- the phrase “at least one of A or B” is intended to refer to implementations including any of (1) at least one A, (2) at least one B, and (3) at least one A and at least one B.
- the phrase “at least one of A and B” is intended to refer to implementations including any of (1) at least one A, (2) at least one B, and (3) at least one A and at least one B.
- the phrase “at least one of A or B” is intended to refer to implementations including any of (1) at least one A, (2) at least one B, and (3) at least one A and at least one B.
- Engines are often mounted to the wings of the aircrafts (e.g., under-wing mounting).
- the engine is mounted to a pylon.
- the pylon is designed to withstand high levels of loads and resulting stresses, including trust loads from the engine, aerodynamic loading and the engine's weight.
- the pylon includes a forward mount and an aft mount for the engine.
- the forward mount attaches to the fan section and the aft mount attaches to an outer portion of the engine downstream of the fan section.
- the engines can be fuselage mounted engines.
- a fuselage mounted engine and corresponding mounts e.g., forward mount and aft mount
- Some aircraft engine mount systems include one or more thrust links (e.g., thrust linkage) for mounting the engine to the pylon.
- the thrust links can however also contribute to backbone bending through the entire engine carcass due to the distance between the engine centerline and the intersection point of the thrust link and forward mount.
- Backbone bending affects blade clearances at all operating conditions and engine stages. Reducing backbone bending allows for tighter operating clearances, such as cold clearances and cruise clearances. Reducing operating clearances improves specific fuel consumption (engine efficiency), improves engine operability, and reduces deterioration.
- Blade tip clearances at several locations throughout the engine are often defined based on the sum of axisymmetric closures and the local circumferential clearance distortions during a take-off (TO) rotation maneuver. That is, in some examples, the minimum blade tip clearances in the compressor (e.g., closest clearances, etc.) can occur during TO engine operation. In some examples, the minimum blade tip clearance at which the compressor can operate during take-off is based on clearance reduction caused in part by engine vibrations and distortion (e.g., strain, etc.) caused by operation of the engine. Operational distortion in an engine can be caused by internal forces in the engine caused by thrust and aero inlet loads, etc.
- the operational loads can cause the engine body to bend and/or otherwise distort between the forward and aft mount attachment point of engine to the aircraft, for example. Designing an engine to compensate for these distortions (e.g., by increasing cold or cruise clearances) correspondingly reduces engine operating efficiency (e.g., specific fuel consumption, etc.).
- Examples disclosed herein can reduce undesired effects caused by these distortions on the engine based on a magnitude of bending moment and clearance losses induced by the force balance between pylon and engine during engine operations.
- a mechanical link for example, the bending moment of backbone bending is mitigated.
- the mechanical link can be coupled with one or more pre-existing thrust links, for example.
- the mechanical link includes an actuator to apply force in one direction to the fan section.
- FIG. 1 is a schematic cross-sectional view of an example high-bypass turbofan-type gas turbine engine 102 (“turbofan 102 ”) as may incorporate various examples disclosed herein.
- the turbofan 102 defines a longitudinal or axial centerline axis 104 extending therethrough for reference.
- the gas turbine engine 102 defines a longitudinal or axial centerline axis 104 extending therethrough for reference.
- the gas turbine engine 102 defines a roll axis R, a pitch axis P, and a yaw axis Y.
- the roll axis R extends parallel to the longitudinal axis 104
- the yaw axis Y extends orthogonally outwardly from the longitudinal axis 104
- the pitch axis P extends perpendicularly outwardly from the roll axis R and the yaw axis Y (e.g., into and out of the plane of FIG. 1 ).
- the turbofan 102 includes a core turbine or gas turbine engine 106 disposed downstream from a fan section 108 .
- the core turbine engine 106 may generally include a substantially tubular outer casing 110 that defines an annular inlet 112 .
- the outer casing 110 may be formed from a single casing or multiple casings.
- the outer casing 110 encloses, in serial flow relationship, a compressor section having a booster or low pressure compressor 114 (“LP compressor 114 ”) and a high pressure compressor 116 (“HP compressor 116 ”), a combustion section 118 , a turbine section having a high pressure turbine 120 (“HP turbine 120 ”) and a low pressure turbine 124 (“LP turbine 124 ”), and an exhaust section 128 .
- a high pressure shaft or spool 122 (“HP shaft 122 ”) drivingly couples the HP turbine 120 and the HP compressor 116 .
- a low pressure shaft or spool 115 drivingly couples the LP turbine 124 and the LP compressor 114 .
- the LP shaft 115 may also couple to a fan spool or shaft 130 of the fan section 108 .
- the LP shaft 115 may couple directly to the fan shaft 130 (i.e., a direct-drive configuration).
- the LP shaft 115 may couple to the fan shaft 130 via a reduction gear 142 (i.e., an indirect-drive or geared-drive configuration).
- the fan section 108 includes a plurality of fan blades 136 coupled to and extending radially outwardly from the fan shaft 130 .
- An annular fan casing or nacelle 132 circumferentially encloses the fan section 108 and/or at least a portion of the core turbine 106 .
- the nacelle 132 may be supported relative to the core turbine 106 by a plurality of circumferentially-spaced apart outlet guide vanes 134 .
- a downstream section 138 of the nacelle 132 may enclose an outer portion of the core turbine 106 to define a bypass airflow passage 140 therebetween.
- one or more sequential stages of HP compressor stator vanes 121 and HP compressor rotor blades 123 coupled to the HP shaft 122 further compress the second portion 154 of the air 148 flowing through the HP compressor 116 .
- This provides compressed air 156 to the combustion section 118 where it mixes with fuel and burns to provide combustion gases 125 .
- the gas turbine engine 102 is a turbofan (e.g., a high bypass turbofan, a low bypass turbofan, etc.).
- the gas turbine engine 102 can be another type of gas turbine engine (e.g., turboprop, turbojet, etc.).
- the gas turbine engine 102 of FIG. 1 is a two-spool engine.
- the gas turbine engine 102 can include another number of spools (e.g., one spool, three spools, etc.) and an associated number of corresponding sections.
- the gas turbine engine 102 includes components not depicted in FIGS. 1 and/or 2 (e.g., an afterburner, etc.).
- the forward mount 204 and the aft mount 206 couple or otherwise connect the gas turbine engine 102 to the pylon 202 .
- the mounts 204 , 206 react the forces that the gas turbine engine 102 applies to the pylon 202 during operation.
- the mounts 204 , 206 react the weight, thrust, and aerodynamic and related engine forces during aircraft operations. Operation of the gas turbine engine 102 produces axial forces, lateral forces, and/or bending moments that, when reacted by the mounts 204 , 206 , exert equal and opposite equilibrating forces on the outer casing 110 and body. These forces generate internal loading within the engine and the fan section 108 .
- the fan section 108 is connected to the aft mount 206 via the thrust link 208 .
- the forward mount 204 constrains the vertical and lateral movement of the fan section 108 and can also prevent rotation about the roll axis.
- the forward mount 204 can be implemented by three couplings (e.g., three links, etc.).
- the aft mount 206 can be implemented by three couplings (e.g., three links, etc.).
- the aft mount 206 can be implemented by a multi-pin link (e.g., a 2-pin boomerang link, a 3-pin swing link, a triangle link, a straight link with a center pin, etc.), a fixed link, other linkage, etc.
- FIG. 2B is a front view of the gas turbine engine 102 of FIG. 2A .
- the pylon 202 is connected to a fuselage 218 of an aircraft.
- the gas turbine engine 102 can be connected to another location on the aircraft (e.g., a body mounted engine, a tail mounted engine, etc.).
- FIG. 3 illustrates an example side view of the gas turbine engine 102 of FIGS. 2A-2B including a backbone bending reduction restraint, link, or linkage 302 (referred to herein as a bending restraint) between the fan section 108 and the pylon 202 .
- the bending restraint 302 connects the fan section 108 to the pylon 202 using a first joint 304 and a second joint 306 .
- the bending restraint 302 reacts engine-pylon loads acting along the thrust (or engine longitudinal) axis to loads along the roll axis transmitted between the fan section 108 and the engine core.
- the bending restraint 302 prevents backbone bending moments from being transmitted between the fan section 108 and the engine core (e.g., bending moments about the pitch axis).
- the bending restraint 302 is disposed between the fan section 108 and the pylon 202 . Additionally or alternatively, the bending restraint 302 can be connected between other components of the gas turbine engine 102 . That is, the bending restraint 302 can be attached to an axial location upstream and/or downstream of the LP compressor 114 , the HP compressor 116 , the combustion section 118 , the HP turbine 120 , and the LP turbine 124 .
- the bending restraint 302 can be formed from a variety of metals such as cold roll steel, titanium alloys, Inconel alloy 718, iron or nickel alloys with adequate strength, fatigue, and/or other material characteristics, etc.
- the first end of the bending restraint 302 is connected to the gas turbine engine 102 at the fan section 108 via a first joint 304 .
- the first joint 304 can be a pin joint.
- the second end of the bending restraint 302 is connected to the pylon 202 via a second joint 306 .
- the second joint 306 is a pin joint, for example.
- the first joint 304 and the second joint 306 react forces along the axis of the link (e.g., due to thrust force, etc.) in the roll direction.
- the joints 304 , 306 can be formed from metals such as cold roll steel, titanium alloys, etc.
- the joints 304 , 306 can be implemented as a link-clevis pin joint (e.g., link lug pinned between two clevises, two lugs pinned to a single clevis attachment point, etc.), a clevis that will accommodate the spherical bearing pin joint geometry, etc.
- a link-clevis pin joint e.g., link lug pinned between two clevises, two lugs pinned to a single clevis attachment point, etc.
- FIG. 4 illustrates a side view of the gas turbine engine 102 of FIGS. 2A and 2B depicting a bending restraint system 400 .
- the bending restraint system 400 is disposed between the fan section 108 and the aft mount 206 .
- the bending restraint system 400 is connected to the fan section 108 via a first joint 402 .
- the joint 402 is a pin joint (e.g., link-clevis pin joint, etc.), for example.
- the bending restraint system 400 can be connected to the aft mount 206 via a second joint 404 .
- the second joint 404 is a whiffletree joint.
- the whiffletree joint includes a plurality of segments or attachment points to connect two or more bending restraints to the pylon 202 (e.g., illustrated further below in connection with FIGS. 5A-5B and 6 ).
- the whiffletree joint includes two attachment points.
- the whiffletree joint includes three attachment points.
- the whiffletree joint (e.g., the second joint 404 ) distributes one or more forces (e.g., backbone bending moments, etc.) evenly to each link or segment (e.g., the bending restraint(s) 410 , the thrust link(s) 208 , etc.) attached to the joint.
- the whiflletree joint can connect to the aft mount 206 via one or more joints including a pin joint or a ball and socket joint.
- the whiffletree joint can be connected to the aft mount 206 via a pin joint such that the whiffletree joint only translates motion along the pitch axis.
- the whiflletree joint is connected to the aft mount 206 via a ball and socket joint to release a degree of freedom along the yaw axis (e.g., the whiffletree joint can translate motion along the yaw axis by moving freely in the socket with respect to the ball).
- the joints 402 , 404 can be formed of metal such as cold roll steel, titanium alloys, etc.
- the bending restraint system 400 includes one or more link(s) 406 forming a linkage (e.g., the bending restraint 302 of FIG. 3 , thrust links 208 of FIG. 2A , etc.).
- the link(s) 406 can be connected together with a joint 408 .
- the joint 408 can be a spherical bearing pin joint. That is, the joint 408 allows translational movement along the roll axis but restricts translational movement along the yaw axis (e.g., allows for compressive loads).
- the joint 408 is a ball and socket joint, which allows translational movement along the roll and yaw axes.
- the joint 408 reacts thrust loads along the roll axis transmitted between the fan section 108 and the pylon 202 .
- the bending restraint system 400 can also include one or more link(s) 410 to form a linkage.
- the links 410 are compression-only links.
- a compression-only link reacts forces and/or loads in the roll direction but not in the yaw direction.
- implementing the link 410 as a compression-only link enables the link 410 to not react a thrust load in the yaw direction but react a bending moment in the roll direction.
- the links 410 are disposed between the joint 408 and the pylon 202 .
- the links 410 are connected to the pylon 202 via the second joint 404 .
- the bending restraint system 400 includes a buckling stabilizer shell 412 .
- the buckling stabilizer shell 412 includes the link(s) 406 , the joint 408 , and/or the link(s) 410 .
- the buckling stabilizer shell 412 adjusts loads along the pitch, roll, and yaw axes transmitted between the fan section 108 and the pylon 202 .
- the buckling stabilizer shell 412 reduces the loads to the link(s) 406 , 410 (e.g., prevents buckling of the link(s) 406 , 410 ).
- the buckling stabilizer shell 412 can be formed from metal such as cold roll steel, titanium alloys, iron or nickel alloys with adequate strength, fatigue, and/or other material characteristics, etc.
- FIGS. 5A and 5B illustrate the joint 404 implemented as a whiffletree joint.
- FIG. 5A illustrates a front view of the joint 404 .
- FIG. 5B illustrates a back view of the joint 404 .
- the joint 404 includes a first opening 502 (e.g., a slot, a hole, etc.), a second opening 504 , and a third opening 506 .
- the link(s) 410 e.g., the bending restraint 302 of FIG. 3
- the thrust link 208 of FIG. 2A can attach to the second joint 404 via the frst opening 502 , the second opening 504 , and/or the third opening 506 .
- the second joint 404 can also include a joint 508 .
- the joint 508 can be a pin joint, a gimbal joint, a socket joint, etc.
- the joint 508 can be flexible in both the pitch and yaw directions.
- the pylon 202 can be connected to the second joint 404 via the joint 508 .
- FIG. 6 illustrates a stylized representation of the bending restraint system 400 of FIG. 4 positioned between the fan section 108 and the second joint 404 .
- the links 406 , 410 are connected to the fan section 108 via the first joint 402 (e.g., pin joints).
- the link(s) 406 , 410 include a first link 602 , a second link 604 , and a third link 606 .
- the first link 602 and the third link 606 are thrust links (e.g., the thrust link 208 of FIG. 2A ) and the second link 604 is the bending restraint 302 of FIG. 3 .
- the second link 604 can include a joint (not illustrated, such as the joint 408 of FIG. 4 ).
- the second link 604 can include a first segment (e.g., the link 406 of FIG. 4 ) and a second segment (e.g., the link 410 of FIG. 4 ).
- the first link 602 is connected to the second opening 504
- the second link 604 is connected to the third opening 506
- the third link 606 is connected to the first opening 502 of FIGS. 5A and 5B .
- FIG. 7 illustrates the side view of the gas turbine engine 102 of FIGS. 2A-2B depicting a bending restraint 702 including an actuator 708 .
- the bending restraint 702 can be formed of metal such as steel, titanium alloys, iron or nickel alloys with adequate strength, fatigue, and/or other material characteristics etc.
- a first end of the bending restraint 702 is connected to the gas turbine engine 102 at the fan section 108 via a first joint 704 .
- a second end of the bending restraint 702 is connected to the pylon 202 via a second joint 706 .
- the joint(s) 704 , 706 can be a spherical bearing pin joint.
- the joint(s) 704 , 706 can be formed of metal such as steel, titanium alloys, iron or nickel alloys with adequate strength, fatigue, and/or other material characteristics, etc.
- the first end of the bending restraint 702 includes an actuator 708 to apply a variable force to the fan section 108 .
- the actuator 708 can be a one-way actuator, for example. That is, the bending restraint 702 does not react forces generated by the actuator 708 or force(s) associated with the gas turbine engine 102 (e.g., thrust force, etc.).
- the actuator 708 can be a hydraulic actuator, for example. However, the actuator 708 can additionally or alternatively be a pneumatic actuator, an electric actuator, etc.
- the actuator 708 can apply a variable amount of force in one direction to the fan section 108 .
- the magnitude of the force applied by the actuator 708 is determined based on a combination of one or more factors such as the angle of attack, fan speed, Mach number, model of the gas turbine engine 102 , ambient conditions (altitude, wind direction, wind speed, ambient pressure, temperature, etc.), etc.
- the bending restraint 302 , the bending restraint system 400 , and/or the bending restraint 702 can be combined, divided, re-arranged, etc.
- one or more bending restraint(s) 406 of the bending restraint system 400 of FIG. 4 can include an actuator (e.g., the actuator 708 of FIG. 7 ).
- the bending restraint 702 can include another number of bending restraint(s) 702 (e.g., the one or more bending restraint(s) 406 of FIG. 4 ).
- a series of one or more links can also be referred to as a linkage, for example.
- the bending restraint 302 , the bending restraint system 400 , and/or the bending restraint 702 can prevent and/or reduce strain and/or deflections caused by internal bending moments between the fan section 108 and the engine core from occurring in the fan section 108 and/or engine core.
- the reduction/prevention of bending moment induced strains and/or deflections can enable tighter operational tip clearances between the blades of the turbomachinery and the engine casing.
- the improved operational tip clearances can improve engine efficiency, engine operability, and fuel consumption (e.g., reduce specific fuel consumption (SFC)).
- the bending restraint(s) (e.g., the bending restraint 302 , the bending restraint system 400 , the bending restraint 702 , etc.) connected to the fan section 108 and pylon 202 provide support to react forces generated by the gas turbine engine 102 . That is, the examples disclosed herein increase gas turbine efficiency (e.g., specific fuel consumption, etc.) by enabling close blade tip clearance in the rotors of the engine. In some examples, the bending restraint(s) positioned between the fan section 108 and the pylon 202 prevent bending moments from being transmitted to the gas turbine which reduces the distortions, strain and/or bending caused by gas turbine operation.
- gas turbine efficiency e.g., specific fuel consumption, etc.
- Example methods, apparatus, systems, and articles of manufacture to reduce backbone bending are disclosed herein.
- Example 1 includes a mechanical linkage for mounting a gas turbine engine to a pylon, the mechanical linkage comprising: a bending restraint having a first end and a second end; a first joint at the first end of the bending restraint to connect the first end of the bending restraint to a fan section of the gas turbine engine; and a second joint at the second end of the bending restraint to connect the second end of the bending restraint to the pylon.
- Example 2 includes the mechanical linkage of any preceding clause, wherein the first joint and the second joint are pin joints.
- Example 3 includes the mechanical linkage of any preceding clause, wherein the bending restraint is a first bending restraint, and further including a second bending restraint having a first end and a second end and a third bending restraint having a first end and a second end.
- Example 4 includes the mechanical linkage of any preceding clause, wherein the third bending restraint is a compression-only bending restraint.
- Example 5 includes the mechanical linkage of any preceding clause, wherein the second end of the second bending restraint and the first end of the third bending restraint are connected via a third joint.
- Example 6 includes the mechanical linkage of any preceding clause, wherein the third joint is a ball and socket joint.
- Example 7 includes the mechanical linkage of any preceding clause, further including a buckling stabilizer shell.
- Example 8 includes the mechanical linkage of any preceding clause, further including a first thrust linkage having a first end and a second end, a second thrust linkage having a first end and a second end, a third joint at the first end of the first thrust linkage, and a fourth joint at the second end of the first thrust linkage.
- Example 9 includes the mechanical linkage of any preceding clause, wherein the third joint connects the first end of the first thrust linkage to the fan frame of the gas turbine engine.
- Example 10 includes the mechanical linkage of any preceding clause, wherein the fourth joint connects the second end of the first thrust linkage to the second end of the first bending restraint.
- Example 11 includes the mechanical linkage of any preceding clause, wherein the fourth joint is a whiffletree joint.
- Example 12 includes the mechanical linkage of any preceding clause, wherein the whiffletree joint connects the second end of the first bending restraint, the second end of the first thrust linkage, and the second end of the second thrust linkage to the pylon.
- Example 13 includes the mechanical linkage of any preceding clause, wherein the fourth joint further includes a gimbal joint to connect the second joint to the pylon.
- Example 14 includes the mechanical linkage of any preceding clause, further including an actuator to apply a force on the fan section of the gas turbine engine.
- Example 15 includes the mechanical link of any preceding clause, wherein the actuator is a hydraulic actuator.
- Example 16 includes a gas turbine engine comprising: a first section including a fan section; a second section including a pylon; and a mechanical linkage between the first section and the second section.
- Example 17 includes the gas turbine engine of any preceding clause, wherein the mechanical linkage further includes a bending restraint.
- Example 18 includes the gas turbine engine of any preceding clause, wherein the bending restraint further includes an actuator.
- Example 19 includes an apparatus comprising: first means for mounting a gas turbine engine to a pylon; second means for attaching a first bending restraint with respect to a fan section of the gas turbine engine; and third means for attaching the first bending restraint to the pylon.
- Example 20 includes the apparatus of any preceding clause, further including means for attaching a second bending restraint to the fan section of the gas turbine engine.
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Abstract
Description
- This disclosure relates generally to gas turbines, and, more particularly, to methods and apparatus for engine backbone bending reduction.
- A gas turbine engine generally includes, in serial flow order, an inlet section, a compressor section, a combustion section, a turbine section, and an exhaust section. In operation, air enters the inlet section and flows to the compressor section where one or more axial compressors progressively compress the air until it reaches the combustion section, thereby creating combustion gases. The combustion gases flow from the combustion section through a hot gas path defined within the turbine section and then exit the turbine section via the exhaust section.
- A gas turbine engine produces a thrust that propels a vehicle forward, e.g., a passenger aircraft. The thrust from the engine transmits loads to a wing mount, e.g., a pylon, and likewise the vehicle applies equal and opposite reaction forces onto the wing. This loading induces a bending moment into the engine. There is a continuing need to reduce this bending moment applied to the engine.
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FIG. 1 illustrates an example gas turbine engine. -
FIG. 2A illustrates an example first side view of a gas turbine engine mounted to an aircraft wing. -
FIG. 2B illustrates a front view of the gas turbine engine and aircraft wing ofFIG. 2A . -
FIG. 3 illustrates an example side view of the gas turbine engine ofFIGS. 2A-2B depicting a bending restraint between a fan frame and a pylon. -
FIG. 4 illustrates an example side view of the gas turbine engine ofFIGS. 2A-2B depicting a second example bending restraint. -
FIGS. 5A and 5B illustrate an example bending restraint joint. -
FIG. 6 illustrates an example bending restraint system between the fan frame and the joint. -
FIG. 7 illustrates an example side view of the gas turbine engine ofFIGS. 2A-2B depicting a third example bending restraint including an actuator. - The figures are not to scale. Instead, the thickness of the layers or regions may be enlarged in the drawings. In general, the same reference numbers will be used throughout the drawing(s) and accompanying written description to refer to the same or like parts. As used in this patent, stating that any part (e.g., a layer, film, area, region, or plate) is in any way on (e.g., positioned on, located on, disposed on, or formed on, etc.) another part, indicates that the referenced part is either in contact with the other part, or that the referenced part is above the other part with one or more intermediate part(s) located therebetween. Connection references (e.g., attached, coupled, connected, and joined) are to be construed broadly and may include intermediate members between a collection of elements and relative movement between elements unless otherwise indicated. As such, connection references do not necessarily infer that two elements are directly connected and in fixed relation to each other. Stating that any part is in “contact” with another part means that there is no intermediate part between the two parts.
- Descriptors “first,” “second,” “third,” etc. are used herein when identifying multiple elements or components which may be referred to separately. Unless otherwise specified or understood based on their context of use, such descriptors are not intended to impute any meaning of priority, physical order or arrangement in a list, or ordering in time but are merely used as labels for referring to multiple elements or components separately for ease of understanding the disclosed examples. In some examples, the descriptor “first” may be used to refer to an element in the detailed description, while the same element may be referred to in a claim with a different descriptor such as “second” or “third.” In such instances, it should be understood that such descriptors are used merely for ease of referencing multiple elements or components.
- Methods, apparatus, systems, and articles of manufacture to reduce backbone bending of a turbine engine are disclosed.
- Certain examples provide an apparatus including a mechanical linkage for mounting a gas turbine engine to a pylon, the mechanical linkage comprising a bending restraint having a first end and a second end, a first joint at the first end of the bending restraint to connect the first end of the bending restraint to a fan section of the gas turbine engine, and a second joint at the second end of the bending restraint to connect the second end of the bending restraint to the pylon.
- Certain examples provide a gas turbine engine comprising a first section including a fan section, a second section including a pylon, and a mechanical linkage between the first section and the second section.
- Certain examples provide an apparatus including first means for mounting a gas turbine engine to a pylon, second means for attaching a first bending restraint with respect to a fan section of the gas turbine engine, and third means for attaching the first bending restraint to the pylon.
- A bending moment is a reaction induced in a structural element when an external force or moment is applied to the element, causing the element to bend. For example, forces acting on an engine fan case during operation of the engine can cause the fan case to try to bend or rotate in an undesirable direction, introducing stress, and eventual wear, on the engine fan case. Certain examples provide a supplemental link or linkage (e.g., a series of one or more links) that restricts the bending motion of the fan case and improves stability and durability of the fan case and associated engines.
- The terms “upstream” and “downstream” refer to the relative direction with respect to fluid flow in a fluid pathway. For example, “upstream” refers to the direction from which the fluid flows, and “downstream” refers to the direction to which the fluid flows. As used herein, “vertical” refers to the direction perpendicular to the ground. As used herein, “horizontal” refers to the direction parallel to the centerline of the
gas turbine engine 102. As used herein, “lateral” refers to the direction perpendicular to the axial and vertical directions (e.g., into and out of the plane ofFIGS. 1, 2 , etc.). - “Including” and “comprising” (and all forms and tenses thereof) are used herein to be open ended terms. Thus, whenever a claim employs any form of “include” or “comprise” (e.g., comprises, includes, comprising, including, having, etc.) as a preamble or within a claim recitation of any kind, it is to be understood that additional elements, terms, etc. may be present without falling outside the scope of the corresponding claim or recitation. As used herein, when the phrase “at least” is used as the transition term in, for example, a preamble of a claim, it is open-ended in the same manner as the term “comprising” and “including” are open ended. The term “and/or” when used, for example, in a form such as A, B, and/or C refers to any combination or subset of A, B. C such as (1) A alone, (2) B alone, (3) C alone, (4) A with B, (5) A with C, (6) B with C, and (7) A with B and with C. As used herein in the context of describing structures, components, items, objects and/or things, the phrase “at least one of A and B” is intended to refer to implementations including any of (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, as used herein in the context of describing structures, components, items, objects and/or things, the phrase “at least one of A or B” is intended to refer to implementations including any of (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. As used herein in the context of describing the performance or execution of processes, instructions, actions, activities and/or steps, the phrase “at least one of A and B” is intended to refer to implementations including any of (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, as used herein in the context of describing the performance or execution of processes, instructions, actions, activities and/or steps, the phrase “at least one of A or B” is intended to refer to implementations including any of (1) at least one A, (2) at least one B, and (3) at least one A and at least one B.
- As used herein, singular references (e.g., “a”, “an”, “first”, “second”, etc.) do not exclude a plurality. The term “a” or “an” entity, as used herein, refers to one or more of that entity. The terms “a” (or “an”), “one or more”, and “at least one” can be used interchangeably herein. Furthermore, although individually listed, a plurality of means, elements or method actions may be implemented by, e.g., a single unit or processor. Additionally, although individual features may be included in different examples or claims, these may possibly be combined, and the inclusion in different examples or claims does not imply that a combination of features is not feasible and/or advantageous.
- Engines are often mounted to the wings of the aircrafts (e.g., under-wing mounting). The engine is mounted to a pylon. The pylon is designed to withstand high levels of loads and resulting stresses, including trust loads from the engine, aerodynamic loading and the engine's weight. The pylon includes a forward mount and an aft mount for the engine. The forward mount attaches to the fan section and the aft mount attaches to an outer portion of the engine downstream of the fan section. In some other examples, the engines can be fuselage mounted engines. For example, a fuselage mounted engine and corresponding mounts (e.g., forward mount and aft mount) is rotated 90° with respect to an underwing mounted engine.
- When the engine (mounted to the pylon) produces thrust, the pylon reacts this thrust by imposing a bending moment onto the engine body. This moment is often referred to as backbone bending. Some aircraft engine mount systems include one or more thrust links (e.g., thrust linkage) for mounting the engine to the pylon. The thrust links can however also contribute to backbone bending through the entire engine carcass due to the distance between the engine centerline and the intersection point of the thrust link and forward mount.
- Backbone bending affects blade clearances at all operating conditions and engine stages. Reducing backbone bending allows for tighter operating clearances, such as cold clearances and cruise clearances. Reducing operating clearances improves specific fuel consumption (engine efficiency), improves engine operability, and reduces deterioration.
- Blade tip clearances at several locations throughout the engine are often defined based on the sum of axisymmetric closures and the local circumferential clearance distortions during a take-off (TO) rotation maneuver. That is, in some examples, the minimum blade tip clearances in the compressor (e.g., closest clearances, etc.) can occur during TO engine operation. In some examples, the minimum blade tip clearance at which the compressor can operate during take-off is based on clearance reduction caused in part by engine vibrations and distortion (e.g., strain, etc.) caused by operation of the engine. Operational distortion in an engine can be caused by internal forces in the engine caused by thrust and aero inlet loads, etc. The operational loads can cause the engine body to bend and/or otherwise distort between the forward and aft mount attachment point of engine to the aircraft, for example. Designing an engine to compensate for these distortions (e.g., by increasing cold or cruise clearances) correspondingly reduces engine operating efficiency (e.g., specific fuel consumption, etc.).
- Examples disclosed herein can reduce undesired effects caused by these distortions on the engine based on a magnitude of bending moment and clearance losses induced by the force balance between pylon and engine during engine operations. By coupling the fan section to the pylon with a mechanical link, for example, the bending moment of backbone bending is mitigated. The mechanical link can be coupled with one or more pre-existing thrust links, for example. In some examples, the mechanical link includes an actuator to apply force in one direction to the fan section.
- Referring now to the drawings, wherein identical numerals indicate the same elements throughout the figures,
FIG. 1 is a schematic cross-sectional view of an example high-bypass turbofan-type gas turbine engine 102 (“turbofan 102”) as may incorporate various examples disclosed herein. As shown inFIG. 1 , theturbofan 102 defines a longitudinal oraxial centerline axis 104 extending therethrough for reference. As depicted therein, thegas turbine engine 102 defines a longitudinal oraxial centerline axis 104 extending therethrough for reference. As depicted therein, thegas turbine engine 102 defines a roll axis R, a pitch axis P, and a yaw axis Y. The roll axis R extends parallel to thelongitudinal axis 104, the yaw axis Y extends orthogonally outwardly from thelongitudinal axis 104, and the pitch axis P extends perpendicularly outwardly from the roll axis R and the yaw axis Y (e.g., into and out of the plane ofFIG. 1 ). Theturbofan 102 includes a core turbine orgas turbine engine 106 disposed downstream from afan section 108. - The
core turbine engine 106 may generally include a substantially tubularouter casing 110 that defines anannular inlet 112. Theouter casing 110 may be formed from a single casing or multiple casings. Theouter casing 110 encloses, in serial flow relationship, a compressor section having a booster or low pressure compressor 114 (“LP compressor 114”) and a high pressure compressor 116 (“HP compressor 116”), acombustion section 118, a turbine section having a high pressure turbine 120 (“HP turbine 120”) and a low pressure turbine 124 (“LP turbine 124”), and anexhaust section 128. A high pressure shaft or spool 122 (“HP shaft 122”) drivingly couples theHP turbine 120 and theHP compressor 116. A low pressure shaft or spool 115 (“LP shaft 115”) drivingly couples theLP turbine 124 and theLP compressor 114. TheLP shaft 115 may also couple to a fan spool orshaft 130 of thefan section 108. In some examples, theLP shaft 115 may couple directly to the fan shaft 130 (i.e., a direct-drive configuration). In alternative configurations, theLP shaft 115 may couple to thefan shaft 130 via a reduction gear 142 (i.e., an indirect-drive or geared-drive configuration). - As shown in
FIG. 1 , thefan section 108 includes a plurality offan blades 136 coupled to and extending radially outwardly from thefan shaft 130. An annular fan casing ornacelle 132 circumferentially encloses thefan section 108 and/or at least a portion of thecore turbine 106. Thenacelle 132 may be supported relative to thecore turbine 106 by a plurality of circumferentially-spaced apart outlet guide vanes 134. Furthermore, adownstream section 138 of thenacelle 132 may enclose an outer portion of thecore turbine 106 to define abypass airflow passage 140 therebetween. - As illustrated in
FIG. 1 ,air 148 enters aninlet portion 150 of theturbofan 102 during operation thereof. Afirst portion 152 of theair 148 flows into thebypass flow passage 140, while asecond portion 154 of theair 148 flows into theinlet 112 of theLP compressor 114. One or more sequential stages of LP compressor stator vanes 117 and LP compressor rotor blades 119 coupled to theLP shaft 115 progressively compress thesecond portion 154 of theair 148 flowing through theLP compressor 114 en route to theHP compressor 116. Next, one or more sequential stages of HPcompressor stator vanes 121 and HP compressor rotor blades 123 coupled to theHP shaft 122 further compress thesecond portion 154 of theair 148 flowing through theHP compressor 116. This providescompressed air 156 to thecombustion section 118 where it mixes with fuel and burns to providecombustion gases 125. - The
combustion gases 125 flow through theHP turbine 120 where one or more sequential stages of HPturbine stator vanes 127 and HPturbine rotor blades 129 coupled to theHP shaft 122 extract a first portion of kinetic and/or thermal energy therefrom. This energy extraction supports operation of theHP compressor 116. Thecombustion gases 125 then flow through theLP turbine 124 where one or more sequential stages of LPturbine stator vanes 131 and LPturbine rotor blades 133 coupled to theLP shaft 115 extract a second portion of thermal and/or kinetic energy therefrom. This energy extraction causes theLP shaft 115 to rotate, thereby supporting operation of theLP compressor 114 and/or rotation of thefan shaft 130. Thecombustion gases 125 then exit thecore turbine 106 through theexhaust section 128 thereof. - Along with the
turbofan 102, thecore turbine 106 serves a similar purpose and sees a similar environment in land-based gas turbines, turbojet engines in which the ratio of thefirst portion 152 of theair 148 to thesecond portion 154 of theair 148 is less than that of a turbofan, and unducted fan engines in which thefan section 108 is devoid of thenacelle 132. In each of the turbofan, turbojet, and unducted engines, a speed reduction device (e.g., the reduction gearbox 142) may be included between any shafts and spools. For example, thereduction gearbox 142 may be disposed between theLP shaft 115 and thefan shaft 130 of thefan section 108. -
FIG. 2A is a side view of the examplegas turbine engine 102 ofFIG. 1 mounted to an aircraft wing via apylon 202. Thegas turbine engine 102 is mounted to thepylon 202 via aforward mount 204 and anaft mount 206. While thegas turbine engine 102 ofFIGS. 2-7 is mounted to an aircraft via under-wing mounting thegas turbine engine 102 can be a fuselage mounted engine. Thegas turbine engine 102 includes thefan section 108, theLP compressor 114, theHP compressor 116, thecombustion section 118, theHP turbine 120, and theLP turbine 124. Thegas turbine engine 102 includes athrust link 208. - In the illustrated example, the
gas turbine engine 102 is a turbofan (e.g., a high bypass turbofan, a low bypass turbofan, etc.). However, thegas turbine engine 102 can be another type of gas turbine engine (e.g., turboprop, turbojet, etc.). Thegas turbine engine 102 ofFIG. 1 is a two-spool engine. In other examples, thegas turbine engine 102 can include another number of spools (e.g., one spool, three spools, etc.) and an associated number of corresponding sections. In some examples, thegas turbine engine 102 includes components not depicted inFIGS. 1 and/or 2 (e.g., an afterburner, etc.). While examples disclosed herein are described with reference to a gas turbine mounted to a wing, the teachings of this disclosure should not be limited exclusive to gas turbine engines. Instead, the teachings of this disclosure can be applied to another type of gas turbine and/or internal combustion engine (e.g., turboprop, turbojet, etc.). - The
forward mount 204 and theaft mount 206 couple or otherwise connect thegas turbine engine 102 to thepylon 202. Themounts gas turbine engine 102 applies to thepylon 202 during operation. Themounts gas turbine engine 102 produces axial forces, lateral forces, and/or bending moments that, when reacted by themounts outer casing 110 and body. These forces generate internal loading within the engine and thefan section 108. InFIG. 2A , thefan section 108 is connected to theaft mount 206 via thethrust link 208. - In
FIG. 2A , theforward mount 204 constrains the vertical and lateral movement of thefan section 108 and can also prevent rotation about the roll axis. Theforward mount 204 can be implemented by three couplings (e.g., three links, etc.). Theaft mount 206 can be implemented by three couplings (e.g., three links, etc.). In other examples, theaft mount 206 can be implemented by a multi-pin link (e.g., a 2-pin boomerang link, a 3-pin swing link, a triangle link, a straight link with a center pin, etc.), a fixed link, other linkage, etc. In combination, theforward mount 204 and theaft mount 206 constrain all six degrees of freedom (e.g., translational along the roll axis, translational along the pitch axis, translational along the yaw axis, rotational about the roll axis, rotational about the pitch axis, and rotational about the yaw axis). Tat is, theforward mount 204 and theaft mount 206 prevent thefan section 108 andcore turbine 106 from translating and/or rotating relative to thepylon 202. For example, theforward mount 204 constrains translational movement along the yaw and pitch axes, and rotational movement about the roll axis. Thus, theaft mount 206 constrains translational movement along the roll axis and rotational movement about the yaw and pitch axes. The thrust link 208 constrains the motion of thefan section 108 along the roll axis. -
FIG. 2B is a front view of thegas turbine engine 102 ofFIG. 2A . In the illustrated example ofFIG. 2B , thepylon 202 is connected to afuselage 218 of an aircraft. In other examples, thegas turbine engine 102 can be connected to another location on the aircraft (e.g., a body mounted engine, a tail mounted engine, etc.). -
FIG. 3 illustrates an example side view of thegas turbine engine 102 ofFIGS. 2A-2B including a backbone bending reduction restraint, link, or linkage 302 (referred to herein as a bending restraint) between thefan section 108 and thepylon 202. In more detail, the bendingrestraint 302 connects thefan section 108 to thepylon 202 using a first joint 304 and asecond joint 306. In such examples, the bendingrestraint 302 reacts engine-pylon loads acting along the thrust (or engine longitudinal) axis to loads along the roll axis transmitted between thefan section 108 and the engine core. That is, the bendingrestraint 302 prevents backbone bending moments from being transmitted between thefan section 108 and the engine core (e.g., bending moments about the pitch axis). The bendingrestraint 302 is disposed between thefan section 108 and thepylon 202. Additionally or alternatively, the bendingrestraint 302 can be connected between other components of thegas turbine engine 102. That is, the bendingrestraint 302 can be attached to an axial location upstream and/or downstream of theLP compressor 114, theHP compressor 116, thecombustion section 118, theHP turbine 120, and theLP turbine 124. The bendingrestraint 302 can be formed from a variety of metals such as cold roll steel, titanium alloys, Inconel alloy 718, iron or nickel alloys with adequate strength, fatigue, and/or other material characteristics, etc. - The first end of the bending
restraint 302 is connected to thegas turbine engine 102 at thefan section 108 via a first joint 304. The first joint 304 can be a pin joint. The second end of the bendingrestraint 302 is connected to thepylon 202 via asecond joint 306. The second joint 306 is a pin joint, for example. The first joint 304 and the second joint 306 react forces along the axis of the link (e.g., due to thrust force, etc.) in the roll direction. Thejoints joints -
FIG. 4 illustrates a side view of thegas turbine engine 102 ofFIGS. 2A and 2B depicting a bendingrestraint system 400. The bendingrestraint system 400 is disposed between thefan section 108 and theaft mount 206. The bendingrestraint system 400 is connected to thefan section 108 via a first joint 402. The joint 402 is a pin joint (e.g., link-clevis pin joint, etc.), for example. The bendingrestraint system 400 can be connected to theaft mount 206 via asecond joint 404. In some examples, the second joint 404 is a whiffletree joint. The whiffletree joint includes a plurality of segments or attachment points to connect two or more bending restraints to the pylon 202 (e.g., illustrated further below in connection withFIGS. 5A-5B and 6 ). In certain examples, the whiffletree joint includes two attachment points. However, in other examples, the whiffletree joint includes three attachment points. The whiffletree joint (e.g., the second joint 404) distributes one or more forces (e.g., backbone bending moments, etc.) evenly to each link or segment (e.g., the bending restraint(s) 410, the thrust link(s) 208, etc.) attached to the joint. - The whiflletree joint can connect to the
aft mount 206 via one or more joints including a pin joint or a ball and socket joint. For example, the whiffletree joint can be connected to theaft mount 206 via a pin joint such that the whiffletree joint only translates motion along the pitch axis. In other examples, the whiflletree joint is connected to theaft mount 206 via a ball and socket joint to release a degree of freedom along the yaw axis (e.g., the whiffletree joint can translate motion along the yaw axis by moving freely in the socket with respect to the ball). However, the joint reacts force introduced along the roll axis, locking the socket with respect to the ball to prevent motion and counter the bending moment. Additional details associated with the second joint 404 are described below in connection withFIGS. 5A, 5B, and 6 . Thejoints - In some examples, the bending
restraint system 400 includes one or more link(s) 406 forming a linkage (e.g., the bendingrestraint 302 ofFIG. 3 , thrustlinks 208 ofFIG. 2A , etc.). The link(s) 406 can be connected together with a joint 408. The joint 408 can be a spherical bearing pin joint. That is, the joint 408 allows translational movement along the roll axis but restricts translational movement along the yaw axis (e.g., allows for compressive loads). In some other examples, the joint 408 is a ball and socket joint, which allows translational movement along the roll and yaw axes. The joint 408 reacts thrust loads along the roll axis transmitted between thefan section 108 and thepylon 202. The bendingrestraint system 400 can also include one or more link(s) 410 to form a linkage. In some examples, thelinks 410 are compression-only links. A compression-only link reacts forces and/or loads in the roll direction but not in the yaw direction. For example, implementing thelink 410 as a compression-only link enables thelink 410 to not react a thrust load in the yaw direction but react a bending moment in the roll direction. - The
links 410 are disposed between the joint 408 and thepylon 202. For example, thelinks 410 are connected to thepylon 202 via thesecond joint 404. In the illustrated example, the bendingrestraint system 400 includes a bucklingstabilizer shell 412. The bucklingstabilizer shell 412 includes the link(s) 406, the joint 408, and/or the link(s) 410. The bucklingstabilizer shell 412 adjusts loads along the pitch, roll, and yaw axes transmitted between thefan section 108 and thepylon 202. That is, in some examples, the bucklingstabilizer shell 412 reduces the loads to the link(s) 406, 410 (e.g., prevents buckling of the link(s) 406, 410). The bucklingstabilizer shell 412 can be formed from metal such as cold roll steel, titanium alloys, iron or nickel alloys with adequate strength, fatigue, and/or other material characteristics, etc. -
FIGS. 5A and 5B illustrate the joint 404 implemented as a whiffletree joint.FIG. 5A illustrates a front view of the joint 404.FIG. 5B illustrates a back view of the joint 404. The joint 404 includes a first opening 502 (e.g., a slot, a hole, etc.), asecond opening 504, and athird opening 506. The link(s) 410 (e.g., the bendingrestraint 302 ofFIG. 3 ) and/or the thrust link 208 ofFIG. 2A can attach to the second joint 404 via thefrst opening 502, thesecond opening 504, and/or thethird opening 506. The second joint 404 can also include a joint 508. The joint 508 can be a pin joint, a gimbal joint, a socket joint, etc. The joint 508 can be flexible in both the pitch and yaw directions. Thepylon 202 can be connected to the second joint 404 via the joint 508. -
FIG. 6 illustrates a stylized representation of the bendingrestraint system 400 ofFIG. 4 positioned between thefan section 108 and thesecond joint 404. Thelinks fan section 108 via the first joint 402 (e.g., pin joints). The link(s) 406, 410 include afirst link 602, asecond link 604, and athird link 606. In some examples, thefirst link 602 and thethird link 606 are thrust links (e.g., the thrust link 208 ofFIG. 2A ) and thesecond link 604 is the bendingrestraint 302 ofFIG. 3 . Thesecond link 604 can include a joint (not illustrated, such as the joint 408 ofFIG. 4 ). That is, thesecond link 604 can include a first segment (e.g., thelink 406 ofFIG. 4 ) and a second segment (e.g., thelink 410 ofFIG. 4 ). Thefirst link 602 is connected to thesecond opening 504, thesecond link 604 is connected to thethird opening 506, and thethird link 606 is connected to thefirst opening 502 ofFIGS. 5A and 5B . -
FIG. 7 illustrates the side view of thegas turbine engine 102 ofFIGS. 2A-2B depicting a bendingrestraint 702 including anactuator 708. The bendingrestraint 702 can be formed of metal such as steel, titanium alloys, iron or nickel alloys with adequate strength, fatigue, and/or other material characteristics etc. A first end of the bendingrestraint 702 is connected to thegas turbine engine 102 at thefan section 108 via a first joint 704. A second end of the bendingrestraint 702 is connected to thepylon 202 via asecond joint 706. The joint(s) 704, 706 can be a spherical bearing pin joint. The joint(s) 704, 706 can be formed of metal such as steel, titanium alloys, iron or nickel alloys with adequate strength, fatigue, and/or other material characteristics, etc. The first end of the bendingrestraint 702 includes anactuator 708 to apply a variable force to thefan section 108. Theactuator 708 can be a one-way actuator, for example. That is, the bendingrestraint 702 does not react forces generated by theactuator 708 or force(s) associated with the gas turbine engine 102 (e.g., thrust force, etc.). Theactuator 708 can be a hydraulic actuator, for example. However, theactuator 708 can additionally or alternatively be a pneumatic actuator, an electric actuator, etc. Theactuator 708 can apply a variable amount of force in one direction to thefan section 108. The magnitude of the force applied by theactuator 708 is determined based on a combination of one or more factors such as the angle of attack, fan speed, Mach number, model of thegas turbine engine 102, ambient conditions (altitude, wind direction, wind speed, ambient pressure, temperature, etc.), etc. - The bending
restraint 302, the bendingrestraint system 400, and/or the bendingrestraint 702 can be combined, divided, re-arranged, etc. For example, one or more bending restraint(s) 406 of the bendingrestraint system 400 ofFIG. 4 can include an actuator (e.g., theactuator 708 ofFIG. 7 ). In some other examples, the bendingrestraint 702 can include another number of bending restraint(s) 702 (e.g., the one or more bending restraint(s) 406 ofFIG. 4 ). A series of one or more links can also be referred to as a linkage, for example. - The bending
restraint 302, the bendingrestraint system 400, and/or the bendingrestraint 702 can prevent and/or reduce strain and/or deflections caused by internal bending moments between thefan section 108 and the engine core from occurring in thefan section 108 and/or engine core. The reduction/prevention of bending moment induced strains and/or deflections can enable tighter operational tip clearances between the blades of the turbomachinery and the engine casing. The improved operational tip clearances can improve engine efficiency, engine operability, and fuel consumption (e.g., reduce specific fuel consumption (SFC)). - In operation, the bending restraint(s) (e.g., the bending
restraint 302, the bendingrestraint system 400, the bendingrestraint 702, etc.) connected to thefan section 108 andpylon 202 provide support to react forces generated by thegas turbine engine 102. That is, the examples disclosed herein increase gas turbine efficiency (e.g., specific fuel consumption, etc.) by enabling close blade tip clearance in the rotors of the engine. In some examples, the bending restraint(s) positioned between thefan section 108 and thepylon 202 prevent bending moments from being transmitted to the gas turbine which reduces the distortions, strain and/or bending caused by gas turbine operation. - Although certain example methods, apparatus and articles of manufacture have been disclosed herein, the scope of coverage of this patent is not limited thereto. On the contrary, this patent covers all methods, apparatus and articles of manufacture fairly falling within the scope of the claims of this patent.
- Example methods, apparatus, systems, and articles of manufacture to reduce backbone bending are disclosed herein.
- Further aspects of the invention are provided by the subject matter of the following clauses. Example 1 includes a mechanical linkage for mounting a gas turbine engine to a pylon, the mechanical linkage comprising: a bending restraint having a first end and a second end; a first joint at the first end of the bending restraint to connect the first end of the bending restraint to a fan section of the gas turbine engine; and a second joint at the second end of the bending restraint to connect the second end of the bending restraint to the pylon.
- Example 2 includes the mechanical linkage of any preceding clause, wherein the first joint and the second joint are pin joints.
- Example 3 includes the mechanical linkage of any preceding clause, wherein the bending restraint is a first bending restraint, and further including a second bending restraint having a first end and a second end and a third bending restraint having a first end and a second end.
- Example 4 includes the mechanical linkage of any preceding clause, wherein the third bending restraint is a compression-only bending restraint.
- Example 5 includes the mechanical linkage of any preceding clause, wherein the second end of the second bending restraint and the first end of the third bending restraint are connected via a third joint.
- Example 6 includes the mechanical linkage of any preceding clause, wherein the third joint is a ball and socket joint.
- Example 7 includes the mechanical linkage of any preceding clause, further including a buckling stabilizer shell.
- Example 8 includes the mechanical linkage of any preceding clause, further including a first thrust linkage having a first end and a second end, a second thrust linkage having a first end and a second end, a third joint at the first end of the first thrust linkage, and a fourth joint at the second end of the first thrust linkage.
- Example 9 includes the mechanical linkage of any preceding clause, wherein the third joint connects the first end of the first thrust linkage to the fan frame of the gas turbine engine.
- Example 10 includes the mechanical linkage of any preceding clause, wherein the fourth joint connects the second end of the first thrust linkage to the second end of the first bending restraint.
- Example 11 includes the mechanical linkage of any preceding clause, wherein the fourth joint is a whiffletree joint.
- Example 12 includes the mechanical linkage of any preceding clause, wherein the whiffletree joint connects the second end of the first bending restraint, the second end of the first thrust linkage, and the second end of the second thrust linkage to the pylon.
- Example 13 includes the mechanical linkage of any preceding clause, wherein the fourth joint further includes a gimbal joint to connect the second joint to the pylon.
- Example 14 includes the mechanical linkage of any preceding clause, further including an actuator to apply a force on the fan section of the gas turbine engine.
- Example 15 includes the mechanical link of any preceding clause, wherein the actuator is a hydraulic actuator.
- Example 16 includes a gas turbine engine comprising: a first section including a fan section; a second section including a pylon; and a mechanical linkage between the first section and the second section.
- Example 17 includes the gas turbine engine of any preceding clause, wherein the mechanical linkage further includes a bending restraint.
- Example 18 includes the gas turbine engine of any preceding clause, wherein the bending restraint further includes an actuator.
- Example 19 includes an apparatus comprising: first means for mounting a gas turbine engine to a pylon; second means for attaching a first bending restraint with respect to a fan section of the gas turbine engine; and third means for attaching the first bending restraint to the pylon.
- Example 20 includes the apparatus of any preceding clause, further including means for attaching a second bending restraint to the fan section of the gas turbine engine.
- The following claims are hereby incorporated into this Detailed Description by this reference, with each claim standing on its own as a separate embodiment of the present disclosure.
Claims (20)
Priority Applications (3)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US16/836,442 US20210300577A1 (en) | 2020-03-31 | 2020-03-31 | Engine backbone bending reduction |
CN202110340388.XA CN113464284A (en) | 2020-03-31 | 2021-03-30 | Reducing engine backbone bending |
US18/450,071 US20240150027A1 (en) | 2020-03-31 | 2023-08-15 | Engine backbone bending reduction |
Applications Claiming Priority (1)
Application Number | Priority Date | Filing Date | Title |
---|---|---|---|
US16/836,442 US20210300577A1 (en) | 2020-03-31 | 2020-03-31 | Engine backbone bending reduction |
Related Child Applications (1)
Application Number | Title | Priority Date | Filing Date |
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US18/450,071 Division US20240150027A1 (en) | 2020-03-31 | 2023-08-15 | Engine backbone bending reduction |
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US20210300577A1 true US20210300577A1 (en) | 2021-09-30 |
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Family Applications (2)
Application Number | Title | Priority Date | Filing Date |
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US16/836,442 Abandoned US20210300577A1 (en) | 2020-03-31 | 2020-03-31 | Engine backbone bending reduction |
US18/450,071 Pending US20240150027A1 (en) | 2020-03-31 | 2023-08-15 | Engine backbone bending reduction |
Family Applications After (1)
Application Number | Title | Priority Date | Filing Date |
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US18/450,071 Pending US20240150027A1 (en) | 2020-03-31 | 2023-08-15 | Engine backbone bending reduction |
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US (2) | US20210300577A1 (en) |
CN (1) | CN113464284A (en) |
Cited By (1)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP4194340A1 (en) * | 2021-12-09 | 2023-06-14 | Rolls-Royce plc | Support structure for attaching a gas turbine engine to an aircraft pylon |
Citations (2)
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US5452575A (en) * | 1993-09-07 | 1995-09-26 | General Electric Company | Aircraft gas turbine engine thrust mount |
US20190055026A1 (en) * | 2017-08-21 | 2019-02-21 | United Technologies Corporation | Inlet cowl deflection limiting strut |
Family Cites Families (8)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
FR2883940B1 (en) * | 2005-03-31 | 2008-10-10 | Airbus France Sas | HOLLOW STRUCTURAL ROD AND METHOD FOR MANUFACTURING SUCH ROD |
US20060253057A1 (en) * | 2005-05-04 | 2006-11-09 | Xiaoxuan Qi | Buckling restrained structural brace assembly |
FR2890377B1 (en) * | 2005-09-05 | 2007-10-05 | Airbus France Sas | ARRANGEMENT SUITABLE FOR CONNECTING A PALONNIER TO AN AIRCRAFT ENGINE HITCHING MAT |
FR2921900B1 (en) * | 2007-10-05 | 2011-03-18 | Aircelle Sa | PROPULSIVE ASSEMBLY FOR AIRCRAFT. |
US8469309B2 (en) * | 2008-12-24 | 2013-06-25 | General Electric Company | Monolithic structure for mounting aircraft engine |
FR2964415B1 (en) * | 2010-09-08 | 2015-11-13 | Snecma | HYPERSTATIC MOTOR SUSPENSION TRELLIS |
US10144524B2 (en) * | 2013-06-14 | 2018-12-04 | Rohr, Inc. | Assembly for mounting a turbine engine to a pylon |
EP3497017B1 (en) * | 2016-08-08 | 2021-11-10 | LORD Corporation | Mounting systems for aircraft engines |
-
2020
- 2020-03-31 US US16/836,442 patent/US20210300577A1/en not_active Abandoned
-
2021
- 2021-03-30 CN CN202110340388.XA patent/CN113464284A/en active Pending
-
2023
- 2023-08-15 US US18/450,071 patent/US20240150027A1/en active Pending
Patent Citations (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
US5452575A (en) * | 1993-09-07 | 1995-09-26 | General Electric Company | Aircraft gas turbine engine thrust mount |
US20190055026A1 (en) * | 2017-08-21 | 2019-02-21 | United Technologies Corporation | Inlet cowl deflection limiting strut |
Cited By (2)
Publication number | Priority date | Publication date | Assignee | Title |
---|---|---|---|---|
EP4194340A1 (en) * | 2021-12-09 | 2023-06-14 | Rolls-Royce plc | Support structure for attaching a gas turbine engine to an aircraft pylon |
US11945595B2 (en) | 2021-12-09 | 2024-04-02 | Rolls-Royce Plc | Support structure for attaching a gas turbine engine to an aircraft pylon |
Also Published As
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CN113464284A (en) | 2021-10-01 |
US20240150027A1 (en) | 2024-05-09 |
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