This invention relates to a coupling for a geared turbofan in which a reduction gearbox is used to provide a drive of the propulsive fan. The coupling is configured to reduce loads and deflections being transmitted from the shaft into the gearbox, whilst transmitting torque between the gearbox and the shaft system.
Air entering the intake 12 is accelerated by the fan 14 to produce a bypass flow and a core flow. The bypass flow travels down the bypass duct 34 and exits the bypass exhaust nozzle 36 to provide the majority of the propulsive thrust produced by the engine 10. The core flow enters in axial flow series the intermediate pressure compressor 18, high pressure compressor 20 and the combustor 22, where fuel is added to the compressed air and the mixture burnt. The hot combustion products expand through and drive the high, intermediate and low-pressure turbines 24, 26, 28 before being exhausted through the nozzle 30 to provide additional propulsive thrust. The high, intermediate and low-pressure turbines 24, 26, 28 respectively drive the high and intermediate pressure compressors 20, 18 and the fan 14 by concentric interconnecting shafts 38, 40, 42.
The functional requirements of the fan structure and transmission systems of the fan include amongst others: reacting the fan thrust, radial and couple loads; transmitting the power from the turbine to the fan; and transferring structural loads to the engine casing, nacelle and ultimately airframe.
The loads from the fan rotor are transmitted to the engine structure by the use of bearings. The bearings and general shafting arrangement are a key component to address the reaction of loads and transmitting of power to the fan from the turbine.
Typically, the LP system of a direct drive turbofan such as that shown in
Current trends in gas turbine engines are moving towards so-called geared turbofan engines in which the fan is driven through a reduction gear train. The gear train allows the low pressure spool to be driven at higher rotational speeds which provides for a more efficient lighter engine core, whilst reducing the speed of the fan allows it to be a larger diameter thereby providing a higher bypass ratio. The reduction gear trains may be epicyclic in which the fan is driven via the carrier of a planetary configuration or a star configuration in which the planet gears are fixed, the fan shaft being driven by the ring or star gear. The gear train may be a compound configuration as known in the art.
However, the introduction of the reduction gearing leads to a more complex bearing support system in which the low pressure spool, gear train and fan all require bearing support.
The present invention seeks to provide an improved shafting arrangement which allows for improved bearing support.
The present invention provides a gas turbine engine according to the appended claims.
Thus there is a gas turbine engine, comprising: a low pressure spool having a low pressure compressor and a low pressure turbine connected by a low pressure shaft; a reduction gear train having a sun gear, a carrier having a plurality of planet gears attached thereto, and a ring gear, wherein one of the sun gear, carrier or ring gear is connected to the low pressure shaft, and another of the sun gear, carrier and ring gear provides an output drive; a propulsive fan mounted fore of the gear train; a fan shafting arrangement comprising a fan shaft which is connected to the output drive of the gear train via a coupling, wherein the coupling includes a connection point to the fan shaft at a first end, and a connection point to the gear train at a second end and wherein the first end and second end are axial separated and radially separated and the axial separation is greater than the radial separation.
The fan shaft may be supported by a first bearing and a second bearing which are axially separated and the first end of the coupling attaches to the fan shaft between the first and second bearings.
The first end of the coupling may attach to the fan shaft between the first bearing and the gear train, and the second bearing is aft of the gear train.
The fan shaft may further comprise a fan support shaft which passes through the centre of the gear train along the axis of rotation of the gearbox and fan.
The profile of the coupling in the longitudinal section relative to the principal axis of the engine may include an outward sweep such that the increase in radius of the coupling from the first end is greater than the axial separation from the first end.
The profile of the coupling may have a predominantly constant shear stress profile.
The reduction gear train may be an epicyclic gear box in which the output drive is the carrier, and the input drive is the sun gear and the fan support shaft passes through the centre of the sun gear.
The coupling may include a portion which extends axially forward of the first end. The curvature of the outward sweep may be continuous. The curvature may be greatest towards the first end.
The drive arm may include a fore drive arm and an aft drive arm which are located respectively forward and aft of the gear train, wherein the fore and aft drive arms connect to respective sides of the carrier, and wherein the fore drive arm includes a radial expansion which extends between the second end of the coupling and the carrier.
The connection between the fan shaft and coupling at the first end may be located at a point of least operational radial, rotational and/or angular deflection.
A gas turbine engine wherein the point of least operational radial, rotational and/or angular deflection is taken to be the point of mean least deflection over an operational envelope. Within the scope of this application it is expressly envisaged that the various aspects, embodiments, examples and alternatives, and in particular the individual features thereof, set out in the preceding paragraphs, in the claims and/or in the following description and drawings, may be taken independently or in any combination where technically compatible, unless otherwise stated.
Embodiments of the invention will now be described with the aid of the following drawings of which:
The fan 212 is located at the front of the engine 210 to provide air for the inlet of the compressors and the main propulsive flow down the bypass duct 230. The fan 212 is driveably connected to the low pressure shaft 220 via a gear train 232 in the form of an epicyclic reduction gear box. The gear train 232 is located between the low pressure shaft 220 and the fan 212 and is arranged to reduce the speed of the fan 212 relative to the speed of the low pressure turbine 224. Such an arrangement allows for a higher speed and more efficient low pressure turbine 218, and slow spinning larger fan which can provide a higher bypass ratio. This freedom allows the speed of the fan and low pressure turbine to be independently optimised.
The fan 212 has a plurality fan blades 234 extending radially from a hub 236 which is mounted so as to rotate about the principle axis of the engine 210. The fan 212 resides within a fan casing 214 which partially defines the bypass duct 230. An engine casing 238 surrounds the engine core which comprises the low and high pressure spools and combustor 228. The engine casing generally provides containment and structural support for the engine core. The engine casing 238 is ultimately attached to and supported by the wing of the aircraft via an appropriate arrangement of struts 240 which extend across the bypass duct 230 and the nacelle which attaches to a pylon as is well known in the art.
The gear train 232 is in the form of an epicyclic reduction gearbox which is driven in a planetary configuration. The gear train 232 includes a ring or annular gear which is held substantially stationary in relation to the engine, a planet gear set with individual planets gears interconnected via a carrier, and a sun gear. The sun gear is rotatably connected to the low pressure shaft. The fan is connected to the output shaft of the gearbox which is in the form of the carrier of the planet gear via a fan shafting arrangement 242.
The fan shafting arrangement 242 is rotatable about and in some part defines the principal axis 244 of the geared gas turbine engine 210 and is supported by two axially separated bearings. Thus there is a front bearing 246 provided forward of the gear train 232 with respect to the flow direction of the engine, and a second bearing 248 positioned aft of the gearbox 232.
As will be seen from the following
The gear train is an epicyclic reduction gearbox having a sun gear 324, planet gears 326 which are connected by a carrier 328, and a ring gear 330 which is secured to the engine structure via a ring gear support arm 332. The gearbox is held within a housing defined by fore 334 and aft 336 walls which extend radially from the engine casing 338 and terminate in bearings 340, 342 which engage with respective fore 344 and aft 346 portions of the drive arm 316.
The drive arm 316 extends along and is coaxial with the principal axis of the engine and is generally axi-symmetric. The drive arm 316 includes a coupling 348 and a carrier shaft which comprises a fore drive arm 344, the carrier 328 and an aft drive arm 346. It will be appreciated that the so-called aft drive arm does not carry any driving torque and is thus functionally a support shaft rather than a drive shaft per se.
The coupling 348 extends from a first end, which is attached to the main body of the fan shaft, to the fore drive arm 344. The attachment of the coupling to the fan shaft is dependent on many factors but will generally be placed at the point which minimises the radial deflections of the fan shaft which are transmitted to the gearbox. The coupling 348 helps isolate the gearbox from vibration, deflections and bending moments experienced by the fan when in use. Thus, the coupling is torsionally rigid but relatively flexible in the radial direction (and potentially other degrees freedom).
The fore 344 and aft 346 drive arms provide a single rotating structure with the carrier 328 to provide the carrier shaft. The carrier shaft is held in rotative alignment with the principle axis of the engine via the gearbox housing bearings 340, 342. It will be appreciated that other configurations of bearings may be used. For example, the bearings need not be attached to the housing of the gear box structure.
The fan 350 is mounted to the hub portion of the shafting arrangement. The hub portion 320 includes a radially outer body shaped to receive the root end of the fan blades 352 in a conventional manner. The hub portion 320 is mounted to the fan shaft 312 so as to be rotatably locked and so co-driven therewith about the principal axis of the engine.
The front bearing portion 354 is in the form of a small stub shaft which is concentrically nested around a shaft of the hub portion 320 and the fan shaft 312. The front bearing portion 354 provides the inner race of the front bearing. The platform is in the form of a cylindrical wall which is spaced from and radially outside of the outer surface of the fan shaft 312.
The inner race of the front bearing 356 is mounted to the outer surface of the front bearing stub shaft towards a distal end thereof. The radially outer race of the front bearing 356 is supported by a frustoconical support wall 322 which extends radially outwards and downstream from the bearing race and attaches to the engine casing local to the compressor inlet and first guide vane. Thus, the front bearing 356 provides radial support for the fan 350 and fan shaft 312 and reacts the load through the frustoconical wall 322.
In the described embodiment, the front bearing 356 is a roller bearing having an inner race, an outer race, a plurality of roller elements circumferentially distributed around the stub shaft and retained within a cage, as is known in the art. It will be appreciated that although a roller bearing is described in connection with the arrangement shown in
In order to provide sufficient structural rigidity to the fan shaft and to allow it to react off-centre loading of the fan 352, the fan shaft 318 requires two axially separated bearing locations. The axially separated bearings allow bending moments in the fan shaft 312 to be safely reacted to the engine casing 338. In general, it is preferable from a structural loading point of view to place the bearings at certain minimal axial spacings which are dependent on the architecture of the engine and expected loads. Generally, the closer the bearings are, the larger the radial forces are on the bearings and structural supports. Providing a front bearing support upstream of the gearbox and one downstream of the gearbox generally provides for a suitable axial spacing and preferable structural arrangement. Another option would be to place two bearings upstream of the gearbox, however, to provide sufficient spacing the fan would need to be placed further forward which introduces numerous deleterious effects on the engine structural system.
In order to provide fore and aft bearings, the fan shafting arrangement includes a support shaft which passes through the centre of the gearbox. In the example shown, the support shaft 318 forms part of the fan shaft 312 and lies along the principle axis of the engine. The support shaft 318 passes freely through the sun gear 324 so as to have no direct contact therewith and so can be independently rotated and radially displaced relative to the sun gear and gearbox. Providing the support shaft through the sun gear and in structural isolation from the gearbox allows the radial loading and excursions on the fan shaft 312 to be taken out of the gearbox, vastly simplifying the mechanical requirements of the gearbox.
A first end of the support shaft 318 is located fore of the gearbox and is attached to a downstream end of the fan shaft 312, aft of the radially extending drive arm 316. A second end of the support shaft 318 is located on the downstream side of the gear train and terminates in the aft bearing which in the described example is an intershaft bearing arrangement 360. The intershaft bearing arrangement 360 resides between and allows relative rotation of the low pressure shaft 358 and the support shaft 318 whilst providing radial and axial restraint for the support shaft and fan shaft. The intershaft bearing arrangement includes an inner race, an outer race and a plurality of rolling elements in the form of ball bearings. Hence, the intershaft bearing is a thrust bearing and provides axial restraint of the fan shafting arrangement and the support shaft 318.
The intershaft bearing end of the support shaft is flared so as to provide a portion of wider diameter in the proximity of the bearing. The internal diameter of the flared portion is sufficient to receive the bearing and the opposing end of the low pressure shaft such that the bearing arrangement 360 is sandwiched therebetween with the support shaft 318 being on the radial outer thereof. Thus, the inner race is attached to the low pressure shaft 358, and the outer race is attached to the support shaft 318.
The low pressure shaft 358 lies along the principal axis of the engine and provides the driving connection between the low pressure compressor and low pressure turbine. The low pressure shaft 358 is radially and axially supported by appropriate bearings along the length thereof. As can be seen in
A catcher shaft 364 is radially nested within the fan shaft 312. The catcher shaft 364 comprises a shaft body which may attach to the fan shaft 312 or support shaft 318 aft of the drive arm attachment point
The low pressure shaft 358 is made from two separate sections of shaft which join at the bridge portion, radially outside of the intershaft bearing 360. The joint is provided by a pair of axially opposing radial flanges which are bolted together in an abutting manner. The joint also provides a connection from which a low pressure drive arm extends and attaches to the compressor.
The fore and aft bearings between them provide radial, axial and couple retention of the fan and fan shaft. Thus, one of the bearings is a thrust bearing in the form of a ball bearing, and the other a roller bearing. As will be appreciated by the skilled person, the thrust bearing will provide the axial retention, the roller bearing will provide radial positioning only. Although the example shown in
As with the previous examples, the low pressure shaft 558 still has a dedicated shaft portion for driving the sun gear 524. Hence there is a dual walled or nested low pressure shaft which extends from the main thrust bearing 562 to provide the radial isolation of the fan support shaft and low pressure drive shaft.
In the example of
The above described reduction gears are in the form of epicyclic gearboxes in which the fan is driven via the carrier of a planetary configuration. However, it will be appreciated that the reduction gear could be a star configuration in which the planet gears are fixed, or a compound arrangement. These different configurations are well known in the art.
The described examples above include a low pressure spool having a low pressure turbine, a low pressure shaft and a low pressure compressor. It will be appreciated that the low pressure spool is considered low pressure in relation to the high pressure spool and could be an intermediate pressure spool in some instances. One example of this might be where the fan is taken to be a low pressure compressor in its own right.
The coupling which connects the fan shaft and fore drive arm of the carrier arrangement provides a means for mechanically isolating the gearbox from radial deflections and coupling loads in the fan shaft. In doing so, it is possible to reduce the requirements of the gear box and thus make it generally lighter.
The requirements of the coupling are that it must be generally torsionally rigid so that it can transfer the torque from the gearbox drive arm to the fan. However, the coupling should be radially compliant so that it can allow a predetermined amount of relative radial movement between the fan shaft and the drive arm. A further requirement may be that the coupling is generally axially stiff, however, this requirement will vary as to the support of the fan shaft and gearbox.
In the case of some of the examples discussed in connection with the drawings of the application, the fan shaft is axially retained by a thrust bearing aft of the gearbox, in which case the gearbox and fan shaft should be minimal in which case the coupling can be axially rigid.
The connection of the first end 366 of the coupling 348 is located axially between the fore bearing 356 and the gearbox. The coupling 348 extends radially outwards and downstream such that the coupling increases in diameter as it extends downstream. The expansion of the conical section, or diametric increase, is substantially constant along the axial direction so that the cones includes straight walls which lie at an angle of approximately 40 degrees to the principal axis. It will be appreciated that other angles may be appropriate in accordance with the engine architecture and requirements of the coupling.
The thickness of the wall generally reduces as the diameter increases so as to have a tapered appearance from the first end towards the second end. The thickness of wall may be such that it is provided with a substantially constant shear stress profile. By shear stress profile it is meant the component of stress which is coplanar with a material cross-section. In some examples, the constant stress is in the cross-section normal to the principal axis of the engine. The constant shear stress may be considered to be the force applied divided by the shear area.
It will be appreciated that despite the thickness being predominantly governed by a constant shear stress profile, the actual thickness may be locally increased in some places. The increase in thickness may be as a result of local stress concentrations such as where the coupling attaches to the fan shaft and or drive arm. Thus, as an example, it can be seen that the coupling is filleted or flared towards the first end and connection to the fan shaft to allow for a more robust connection to the fan shaft.
The sweep provides a larger diameter coupling for the majority of the axial length which allows the thickness of the wall to be reduced whilst providing a suitable shear stress profile. In the described example, the outward sweep provides the coupling with a mean diameter which is radially larger than half the maximum radial diameter of the coupling.
The sweep may provide the coupling with a campanulate or bell-like profile.
In providing the sweep, the coupling diametrically increases along the length of the coupling. The rate of increase reduces along its length. In the example shown, over 50% of the diametric increase of the coupling from the first end to the second end occurs in the first 25% of the axial extent.
As noted above, the coupling includes a first end and a second end. The first end extends from the main body of the fan shaft. The second end connects to the gear train at a union. The union may be a bolted union as shown in the drawings, or may be any other which is commonly used in the industry. For example, the coupling may be welded to the output drive arm of the gear train. The second end of the coupling may be upstream of the gearbox fore housing bearing 340.
Each of the couplings described in the drawings connects to the carrier via a fore drive arm portion. The fore drive arm includes a radially extending flange which increases the diameter of the drive arm to coincide with the second end of the coupling. The drive arm and coupling are connected by a bolted union. The radially extending flange can be thought of as being substantially rigid in the radial direction.
The specific design of the coupling will be dependent on the general architecture of the engine to which it is to be employed. Some general considerations for designing the coupling follow.
The purpose of the coupling is to help reduce the transmission of radial and torsional excursions or angularity in the shaft into the gearbox. Such loading will increase the loads transmitted into the gearbox gears, bearings and supports which would need to be strengthened to carry the load. The additional and potentially unnecessary loading could easily represent a relatively large weight or longevity penalty. Thus, the first end of the coupling is located on a point of a shaft which has the least amount of radial and rotational movement or angularity in service.
The position of least amount of radial and rotational movement or angularity of the fan shaft will be dependent on the characteristics of the shaft, the shaft bearing supports and positions, and the position, configuration, support and torque required of the gearbox. Each of these will contribute to the deflection and shape of the shaft during different operating conditions. Thus, in selecting the point of least deflection it is more than likely necessary to use an iterative design process in which different configurations are modelled and simulated under different operating conditions.
Once the point of least deflection has been determined, the requirements and associated shape of the coupling can be calculated. It will be appreciated, that the point of least deflection may not actually be the absolute least point of deflection, but may taken to be a mean value of least deflection as taken over a particular operational envelope.
It will be understood that the invention is not limited to the described examples and embodiments and various modifications and improvements can be made without departing from the concepts described herein and the scope of the claims. Except where mutually exclusive, any of the features may be employed separately or in combination with any other features and the disclosure extends to and includes all combinations and sub-combinations of one or more described features.
Number | Date | Country | Kind |
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1516571.5 | Sep 2015 | GB | national |