The present invention relates generally to coupling mechanisms for aircraft gas turbine engines and more specifically to couplings used in the assembly of components comprising rotating elements (or rotor elements), such as impellers, turbine wheels, and couplings on areas of such turbomachines with highly stressed components.
This specifically concerns toothed coupling mechanisms for assembling rotating elements of an aircraft gas turbine engine.
In this context, a type of mechanism is known comprising: a pair of coupling halves having a bearing interface therebetween; each of said coupling halves thereby having a plurality of concentric splined teeth inter-engaged about an axis, for transmitting torque therebetween, as in a curvic coupling.
For the purposes of this application, the term “bearing interface” is taken to mean axial toothed coupling.
In an aircraft gas turbine engine, curvic couplings of this type are intended for the assembly of rotating components and have been developed to meet the need for permanent coupling mechanisms requiring extreme precision, maximum load capacity and relatively economical production rates.
A curvic coupling provides a precise, compact and self-contained assembly in which the splined teeth act as centring and driving devices. The most widely used type of curvic coupling in gas turbine engines is the fixed curvic coupling. The fixed curvic coupling can be described as a precision face spline with teeth having a high degree of tooth spacing accuracy, fine surface finish and precise axial positioning.
A shouldered shaft then simply serves as a tie rod and does not interfere with the centring function of the curved teeth.
The design of the curvic coupling itself depends on several variables, some of which include the amount of torque required to be transmitted through the coupling, the shear load and load limits of the materials used in the couplings, and the amount of tie rod tension required to maintain close axial engagement between the inter-assembled components, under all operating conditions.
In the event of a tie rod failure, there is a high risk that the internal forces will lead to disengagement of the spline teeth.
On a turbomachine as aforementioned, the rotating elements of the coupling mechanism equipped with such teeth, typically via curvic couplings, may consist of (the rotors of) a high-pressure turbine (HPT) and (a) compressor so inter-assembled.
However, if a disengagement occurs between the said splined teeth of the coupling halves (the cause may be a break of the tie rod), the high-pressure turbine is no longer subject to the resisting torque of the compressor. As long as the HPT continues to be fed by the aerodynamic flow entering the turbomachine, this can lead to a potential overspeed situation that is difficult to quantify, with potentially very serious consequences.
Of course, it seems that a tie rod breakage while the turbomachine is in operation would a priori lead to a blockage of the above-mentioned rotating elements. However, the sequence between tie-rod failure and blockage is not controlled, so what may occur in the turbomachine before blockage remains a potential hazard.
The proposal elaborated in the invention aims at the implementation of a coupling mechanism designed to ensure that said splined teeth of the coupling halves do not disengage completely, in particular in case of a so-called tie rod break.
More specifically, it is thus proposed that the aforementioned toothed coupling mechanism, with its pair of coupling halves each having a plurality of splined teeth, is such that it further comprises a protrusion:
The expression “a protrusion” is to be understood as at least one protrusion.
However, with a single protrusion (or a single tooth of one and/or the other of the two coupling halves thus provided), hyperstatism will be avoided and the expected relative tilting or pivoting, around the protrusion, between the said coupling halves will be made safe.
As the protruding safety device is directly associated with the linkage, it will be systematically activated when the splined teeth disengage.
Furthermore, in the event of such an initiation of uncoupling by spreading along said axis, the protrusion on the distal end will create a tilting zone of one of the coupling halves, thus of one of the rotating elements, with respect to the other, with a consequent misalignment of this element. This should cause friction against parts of the stator of the turbomachine, leading to heating as a result of the contact, which will lead to braking of the rotor.
Since the conditions of uncoupling (time, ambient conditions, speed of the rotating elements, etc.) are unpredictable, it may be preferable for the said protrusion to be located on the free end not of a said predefined splined tooth, but of any of these splined teeth.
If this is observed, a batch of several toothed coupling mechanisms of rotating elements of turbomachines will statistically have protrusions located at different angular locations depending on the rotating elements and/or the turbomachine.
With a stub positioning without a preferred angular location, it will also be possible to freely perform the positioning operation (proper angular positioning between stator parts, such as two discs), during the balancing of this rotor.
Furthermore, in order to avoid inappropriate friction at the coupling point, while the turbomachine is operating normally, while at the same time promoting angular support once uncoupling has been initiated, it is advisable for the said protrusion to protrude from the free end of the splined tooth in question, at the point of a shoulder which surrounds it.
A distal, free part of a tooth of the said rotating element not provided with a protrusion will then, at a time of uncoupling, come to rest on the shoulder, at the junction between the protrusion and the tooth where this protrusion is located (see
And if the protrusion has a perimeter entirely surrounded by such a shoulder, it will be possible to avoid any friction in the rounding of the tooth bottoms where the protrusion will naturally be placed, except in critical situations.
In connection with the above, a method for controlling the consequences of uncoupling between the aforementioned coupling halves is also contemplated here.
As already mentioned, in this method and at the start of axial uncoupling, a relative pivoting between the coupling halves will be brought about via said protrusion, which will therefore have been positioned on one of the splined teeth, away from the nominal axis (X) of rotation.
The invention will, if necessary, be better understood and other details, characteristics and advantages of the invention will become apparent upon reading the following description as a non-limiting example with reference to the appended drawings.
In the attached drawings, the same numerical references refer to identical parts in all views.
In particular in
This rotating assembly, which may comprise, along the X axis and from upstream (AM) to downstream (AV), first and second impeller stages 13 and 14, a coupler 15, first, second and third impeller stages 16, 17, 18 and an end cap 19, may be mounted on the stepped shaft 11 by means of curvic couplings 21 and tie rods and nuts (shown in
The cross-sectional detail in
The stepped shaft 11, which has a smaller diameter than the axial central passages of the turbine wheel 25 and the coupler 15, is inserted through said central passages.
When the turbine wheels 25 and coupler 15 are arranged in the appropriate locations, a tie nut 26 located on the end of the stepped shaft 11 can be fitted onto the threaded segment 27 to maintain the appropriate axial compression of the turbine wheels 25 and coupler 15 against the shoulder 28.
The stepped shaft 11 can be used simply as an axial tie rod and does not interfere with the centring action of the teeth of the curvic coupling 21.
Other components of the gas turbine engine, such as compressor wheels (not shown), can be assembled in the same way.
In
As understood, it is a breakage of a tie rod as mentioned above, or the excessive loosening of the nut of this tie rod, such as nut 26 in
Indeed, for example in connection with an arrangement such as
The invention is directed to the provision of a device (50) which ensures a systematic sequence which, for example in connection with an arrangement as in
Combining
In the figures where it appears, the protrusion 51 is marked in black, so that it can be clearly seen, in particular its visible outer contour.
It is specified that each of said coupling halves comprises, as already noted, a plurality of concentric splined teeth 45a, 45b inter-engaged about the X axis, for transmitting torque therebetween, when the tie rod is in good condition.
The protrusion 51 is located, away from the X-axis—thus off-axis—on one of said splined teeth (such as 45b1) of one of the coupling halves: in the preferred example and as shown in
It will be understood that it is with this protrusion 51 that the splined tooth (45a1 in the example) of the other coupling half (210a in the example) comes into contact in a situation of uncoupling of the said coupling halves; see
Although an alternative location on the affected tooth is possible, it is advisable that:
Thus, the protrusion 51 may be centred on the elevation axis of the tooth in question—axis 451, parallel to the X axis, of tooth 45b1 in the example (
Alternatively, one may imagine, on these side walls, a pair of inter-engaged hollows and protrusions (or shoulders), in the coupling state, and offset parallel to the X axis and circumferentially, in the axial uncoupling state.
At least in the presence of a protrusion 51 located at the free end of the tooth, such as 450b1, this protrusion may be formed:
The free or distal end 451 here extends in a plane transverse to the X axis; this applies moreover to all the teeth of the same coupling half 210a, 210b, which all extend in the same said plane.
Fixing may be done by partial, tight engagement of the pin 510 in a hole 511. In the presence of such a hole parallel to the X-axis of the carrier tooth, the pin 510 will be located at said free end of this tooth.
In order to avoid inappropriate friction at the side walls 453a1, 453b1 of the coupling when the turbomachine is operating normally, and to promote angular support once uncoupling has been initiated, it is proposed, as illustrated in
If the perimeter of the protrusion 51 is entirely surrounded by the shoulder 53, the control of the uncoupling will be even more reliable, without favouring an angle of approach of the adjacent tooth (such as 45a1) with respect to the tooth bearing the protrusion 51.
As already mentioned, with a single protrusion 51 located on one and only one of the said splined teeth, it will be ensured that tilting is created around only one area (that of the protrusion 51) and will favour positioning.
There will then be no preferential angular position for positioning the protrusion 51 about the X axis.
It will be understood that the invention therefore proposes a solution for seeking to control the consequences of uncoupling on an axial toothed coupling mechanism of an aircraft gas turbine engine rotating element assembly, this uncoupling being manifested in this case by the relative axial spacing (see
In practice, what will happen at the start of such axial uncoupling is that, with the protrusion 51 under consideration located on one of said splined teeth away from the X axis, a relative pivoting between said coupling halves 210a,210b will occur about the protrusion, as shown by arrows 55 (initiation of pivoting/tilting at a protrusion 51) and 57 (misalignment of the two coupling halves relative to each other; respective axes 451 and X);
In this example, friction will occur between the high-pressure turbine rotor 35 and the labyrinth seal 59—its casing 57 (
It is specified that this labyrinth seal 59, which comprises two lips 63, 65, one axial, the other radial, forms a chicane at the radially inner limit of the vein 67 into which the flow F of combustion gases has been directed from the outlet of a combustion chamber 61.
Indeed, in the chosen assembly, after being compressed by the low pressure and then high pressure compressors, via the respective rotors 31, 33, a flow F of air is brought to the combustion chamber 61 (
If at any time the aforementioned uncoupling occurs, the high-pressure turbine rotor 35 and casing 57 of the labyrinth seal 59 thus come into contact, as a result of the tilting created via the protrusion 51.
This contact, which generates friction (f1
The rotor of the high-pressure turbine 35 should tend to slow down.
Such behaviour imposed on a moving mobile part should allow:
The parameters to be determined in order to guarantee the aforementioned radial frictional contact at the casing 57, prior to disengagement/decoupling, are:
Number | Date | Country | Kind |
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1902529 | Mar 2019 | FR | national |
Filing Document | Filing Date | Country | Kind |
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PCT/FR2020/000053 | 3/11/2020 | WO | 00 |