This invention relates to a ring gear used in an epicyclic gear train of a gas turbine engine.
Gas turbine engines typically employ an epicyclic gear train connected to the turbine section of the engine, which is used to drive the turbo fan. In a typical epicyclic gear train, a sun gear receives rotational input from a turbine shaft through a compressor shaft. A carrier supports intermediate gears that surround and mesh with the sun gear. A ring gear surrounds and meshes with the intermediate gears. In arrangements in which the carrier is fixed against rotation, the intermediate gears are referred to as “star” gears and the ring gear is coupled to an output shaft that supports the turbo fan.
Typically, the ring gear is connected to the turbo fan shaft using a spline ring. The spline ring is secured to a flange of the turbo fan shaft using circumferentially arranged bolts. The spline ring includes splines opposite the flange that supports a splined outer circumferential surface of the ring gear. The ring gear typically includes first and second portions that provide teeth facing in opposite directions, which mesh with complimentary oppositely facing teeth of the star gears.
An epicyclic gear train must share the load between the gears within the system. As a result, the splined connection between the ring gear and spline ring is subject to wear under high loads and deflection. Since the spline connection requires radial clearance, it is difficult to get a repeatable balance of the turbo fan assembly. Balance can also deteriorate over time with spline wear.
A disclosed example turbine engine according to an exemplary embodiment includes a fan shaft and at least one tapered bearing mounted on the fan shaft. The fan shaft including at least one radially extending passage adjacent the at least one tapered bearing and a fan mounted for rotation on the tapered bearing. An epicyclic gear train is coupled to drive the fan and includes a carrier supporting star gears that mesh with a sun gear, and a ring gear surrounding and meshing with the star gears, each of the star gears being supported on a respective journal bearing. The epicyclic gear train defines a gear reduction ratio of greater than or equal to about 2.3.
In a further embodiment of the foregoing turbine engine the fan shaft is coupled to the ring gear.
In a further embodiment of the foregoing turbine engine the at least one tapered bearing includes a first tapered bearing and the at least one radially extending passage that includes a first passage and a second passage. The first passage is located at an axially aft side of the first tapered bearing and the second passage is located at an axially forward side of the first tapered bearing.
In a further embodiment of the foregoing turbine engine the fan shaft includes on a radially inner surface, at least one well extending between axial sides and a radial side, and the at least one passage opens at the radial side.
In a further embodiment of the foregoing turbine engine, the fan shaft includes, on a radially inner surface, a plurality of wells each extending between axial side walls and a radial side wall, and the at least one passage includes a plurality of passages that open at respective ones of the radial side walls of the plurality of wells.
In a further embodiment of the foregoing turbine engine, two wells of the plurality of wells are axially adjacent such that the two wells share a common axial side wall.
In a further embodiment of the foregoing turbine engine the axial side walls are gradually sloped.
In a further embodiment of the foregoing turbine engine the epicyclic gear train has a gear reduction ratio of greater than or equal to 2.3.
In a further embodiment of the foregoing the turbine engine, the epicyclic gear train has a gear reduction ratio of greater than or equal to about 2.5.
In a further embodiment of the foregoing, the turbine engine, the epicyclic gear train has a gear reduction ratio of greater than or equal to 2.5.
In a further embodiment of the foregoing, the turbine engine, the fan defines a bypass ratio of greater than about ten (10) with regard to a bypass airflow and a core airflow.
In a further embodiment of the foregoing, the turbine engine, the fan defines a bypass ratio of greater than about ten (10) with regard to a bypass airflow and a core airflow.
In a further embodiment of the foregoing turbine engine, the fan defines a bypass ratio of greater than about 10.5:1 with regard to a bypass airflow and a core airflow.
In a further embodiment of the foregoing the turbine engine, the fan has a pressure ratio that is less than about 1.45.
In a further embodiment of the foregoing the turbine engine, the fan has a pressure ratio that is that is less than 1.45.
Although different examples have the specific components shown in the illustrations, embodiments of this invention are not limited to those particular combinations. It is possible to use some of the components or features from one of the examples in combination with features or components of another of the examples.
These and other features disclosed herein can be best understood from the following specification and drawings, the following of which is a brief description.
A portion of a gas turbine engine 10 is shown schematically in
In the example arrangement shown, the epicyclic gear train 22 is a star gear train. Referring to
As shown, the fan shaft 20 is coupled to the ring gear 38 of the epicyclic gear train 22 and the fan 18 is mounted for rotation on the fan shaft 20. The fan 18 is supported on at least one tapered roller bearing 80 (
In this example, there is a first tapered roller bearing 80a and a second, axially spaced tapered roller bearing 80b. The fan shaft 20 includes at least one radially extending passage 82 adjacent and in communication with the at least one tapered bearing 80. In one example, the at least one radially extending passage 82 includes a first passage 82a and a second passage 82b. The first passage 82a is located at an axially aft side of the first tapered bearing 80a and the second passage 82b is located at an axially forward side of the first tapered bearing 80a, to provide lubricant to the first tapered bearing 80a. That is, lubricant is provided to the radial interior portion of the fan shaft 20, to lubricate and cool the first tapered bearing 80a. It is to be understood that the second tapered bearing 80b is similarly arranged with regard to additional radially extending passages through the fan shaft 20.
As shown in
In one disclosed, non-limiting embodiment, the engine 10 has a bypass ratio that is greater than about six (6) to ten (10), the epicyclic gear train 22 is a planetary gear system or other gear system with a gear reduction ratio of greater than about 2.3 or greater than about 2.5, and a low pressure turbine 27a of the turbine section 27 of the engine 10 has a pressure ratio that is greater than about 5. In one disclosed embodiment, the engine 10 bypass ratio is greater than about ten (10:1) or greater than about 10.5:1, the turbofan 18 diameter is significantly larger than that of the low pressure compressor of the compressor section 14, and the low pressure turbine 27a has a pressure ratio that is greater than about 5:1. In one example, the epicyclic gear train 22 has a gear reduction ratio of greater than about 2.3:1 or greater than about 2.5:1. It should be understood, however, that the above parameters are only exemplary of one embodiment of a geared architecture engine and that the present invention is applicable to other gas turbine engines including direct drive turbofans.
A significant amount of thrust is provided by a bypass flow B due to the high bypass ratio. The fan 18 of the engine 10 is designed for a particular flight condition—typically cruise at about 0.8 M and about 35,000 feet. The flight condition of 0.8 M and 35,000 ft, with the engine at its best fuel consumption—also known as “bucket cruise TSFC”—is the industry standard parameter of lbm of fuel being burned divided by lbf of thrust the engine produces at that minimum point. “Low fan pressure ratio” is the pressure ratio across the fan blade alone. The low fan pressure ratio as disclosed herein according to one non-limiting embodiment is less than about 1.45. “Low corrected fan tip speed” is the actual fan tip speed in ft/sec divided by an industry standard temperature correction of [(Tambient deg R)/518.7)^0.5]. The “Low corrected fan tip speed” as disclosed herein according to one non-limiting embodiment is less than about 1150 ft/second.
Referring to
The first and second portions 40, 42 include flanges 51 that extend radially outward away from the teeth 43. The turbo fan shaft 20 includes a radially outwardly extending flange 70 that is secured to the flanges 51 by circumferentially arranged bolts 52 and nuts 54, which axially constrain and affix the turbo fan shaft 20 and ring gear 38 relative to one another. Thus, the spline ring is eliminated, which also reduces heat generated from windage and churning that resulted from the sharp edges and surface area of the splines. The turbo fan shaft 20 and ring gear 38 can be rotationally balanced with one another since radial movement resulting from the use of splines is eliminated. An oil baffle 68 is also secured to the flanges 51, 70 and balanced with the assembly.
Seals 56 having knife edges 58 are secured to the flanges 51, 70. The first and second portions 40, 42 have grooves 48 at the radial interface 45 that form a hole 50, which expels oil through the ring gear 38 to a gutter 60 that is secured to the carrier 26 with fasteners 61 (
Although embodiments of this invention have been disclosed, a worker of ordinary skill in this art would recognize that certain modifications would come within the scope of this invention. For that reason, the following claims should be studied to determine the true scope and content of this invention.
The present disclosure is a continuation-in-part of U.S. patent application Ser. No. 11/504,220, filed Aug. 15, 2006 now U.S. Pat. No. 8,753,243.
Number | Name | Date | Kind |
---|---|---|---|
2684591 | Lundquist | Jul 1954 | A |
3160026 | Rosen | Dec 1964 | A |
3352178 | Lindgren et al. | Nov 1967 | A |
3722323 | Welch | Mar 1973 | A |
4583413 | Lack | Apr 1986 | A |
4896499 | Rice | Jan 1990 | A |
5081832 | Mowill | Jan 1992 | A |
5211541 | Fledderjohn et al. | May 1993 | A |
5302031 | Yuasa | Apr 1994 | A |
5391125 | Turra et al. | Feb 1995 | A |
5433674 | Sheridan et al. | Jul 1995 | A |
5466198 | McKibbin et al. | Nov 1995 | A |
5472383 | McKibbin | Dec 1995 | A |
6223616 | Sheridan | May 2001 | B1 |
6402654 | Lanzon et al. | Jun 2002 | B1 |
6530858 | Uroso et al. | Mar 2003 | B1 |
6669597 | Uroso et al. | Dec 2003 | B1 |
6732502 | Seda et al. | May 2004 | B2 |
7021042 | Law | Apr 2006 | B2 |
7591754 | Duong et al. | Sep 2009 | B2 |
7662059 | McCune | Feb 2010 | B2 |
7704178 | Sheridan et al. | Apr 2010 | B2 |
8074440 | Kohlenberg | Dec 2011 | B2 |
20020064327 | Toda et al. | May 2002 | A1 |
20040112041 | Law | Jun 2004 | A1 |
20050026745 | Mitrovic | Feb 2005 | A1 |
20080006018 | Sheridan et al. | Jan 2008 | A1 |
20080044276 | McCune et al. | Feb 2008 | A1 |
20080096714 | McCune | Apr 2008 | A1 |
20080116009 | Sheridan et al. | May 2008 | A1 |
20090056306 | Suciu et al. | Mar 2009 | A1 |
20090081039 | McCune et al. | Mar 2009 | A1 |
20090090096 | Sheridan | Apr 2009 | A1 |
20090111639 | Klingels | Apr 2009 | A1 |
20090293278 | Duong et al. | Dec 2009 | A1 |
20090298640 | Duong et al. | Dec 2009 | A1 |
20110130246 | McCune | Jun 2011 | A1 |
Number | Date | Country |
---|---|---|
1952435 | Apr 2007 | CN |
1114949 | Jul 2001 | EP |
1876338 | Jan 2008 | EP |
1890054 | Feb 2008 | EP |
1925855 | May 2008 | EP |
2224100 | Sep 2010 | EP |
2559913 | Feb 2013 | EP |
1357038 | Apr 1964 | FR |
46-36927 | Oct 1971 | JP |
5-248267 | Sep 1993 | JP |
9-317833 | Dec 1997 | JP |
2001-208146 | Aug 2001 | JP |
39-20031 | May 2007 | JP |
Entry |
---|
Dudley, (“Gear Handbook: The design, Manufacture, and Application of Gears”, p. 3-15). |
European Search Report and Written Opinion for European Application No. EP 12 19 8136 completed on Aug. 21, 2013. |
International Search Report and Written Opinion for International Application No. PCT/US2012/071906 completed on Aug. 22, 2013. |
Kandebo; Geared-Turbofan Engine Design Targets Cost, Complexity, Aviation Week & Space Technology; New York; Feb. 23, 1998, 4 pp. |
Hendricks et al, “Performance and Weight Estimates for an Advanced Open Rotor Engine” NASA/TM-2012-217710, Sep. 2012, 20 pp. |
Gunston, “Jane's Aero-Engines” Pratt & Whitney/USA, Mar. 2000, JAEng-Issue 7, 5 pp. |
Zalud, “Gears Put a New Spin on Turbofan Performance” Machine Design, Nov. 5, 1998, 2010Penton Media, Inc., 5 pp. |
Japanese Office Action for Japanese Application No. 2007-202444, Aug. 3, 2010. |
European Search Report for EP Application No. 07253078.5, Dec. 5, 2007. |
Meier, N. (2005). Civil Turbojet/Turbofan Specifications. Retrieved from http://www.jet-engine.net/civtfspec.html. |
International Preliminary Report on Patentability for PCT Application No. PCT/US2012/071906 mailed Jul. 24, 2014. |
Number | Date | Country | |
---|---|---|---|
20120275904 A1 | Nov 2012 | US |
Number | Date | Country | |
---|---|---|---|
Parent | 11504220 | Aug 2006 | US |
Child | 13340743 | US |