Patent Grant
9121287
This application relates to a hollow fan blade for a gas turbine engine.
Gas turbine engines may be provided with a fan for delivering air to a compressor section. The fan also delivers bypass air into a bypass duct. From the compressor section, the air is compressed and delivered into a combustion section. The combustion section mixes fuel with the air and combusts the combination. Products of the combustion pass downstream over turbine rotors which are driven to rotate and in turn rotate the compressor and fan.
The fan may include a rotor having a plurality of blades.
One type of fan blade is a hollow fan blade having an internal cavity defined forwardly of a spar, which defines one side of the fan blade. Some filler material, such as a honeycomb filler, is received within the cavity, and a cover is placed over the honeycomb material, closing off the cavity. In the prior art, the cover was not structural, and was made to be much thinner than the thickness of the spar wall. In one example, the cover was one-sixth the thickness of the spar wall. Thus, the spar wall provided all structural integrity for the central areas of the fan blade. The blades are subject to a number of challenges, including internal stresses that vary along the length of the fan blade.
Recently, fans have been provided with a gear drive from a turbine. This has enabled a dramatic increase in the fan's diameter. With this enlarged fan blade, there are much greater structural challenges along the fan blade. In addition, the larger fan blade is more likely to be impacted by debris, or by bird strikes.
In a featured embodiment, a fan blade has a main body having an airfoil extending between a leading edge and a trailing edge, and a suction side and a pressure side. A cavity is formed into the main body, and receives a filler material. A cover closes off the cavity, and attaches to the main body. The cover has a first thickness defined in a direction perpendicular to the suction side. The main body has a spar extending along the cavity, with a thickness of the spar at a central location between ends of the cavity having a second thickness, and a ratio of the first thickness to the second thickness is between 0.5 and 2.
In another embodiment according to the previous embodiment, the ratio of the first thickness to the second thickness is between 0.80 and 1.10.
In another embodiment according to any of the previous embodiments, the filler material is a honeycomb material.
In another embodiment according to any of the previous embodiments, the cover includes at least an inner cover and an outer cover. The first thickness is the combination of a thickness of the outer and inner covers.
In another embodiment according to any of the previous embodiments, a third thickness of the fan blade includes the first and second thicknesses. A thickness of the honeycomb layer at the central location is defined. A ratio of the first thickness to the third thickness is between 0.02 and 0.4.
In another embodiment according to any of the previous embodiments, the thickness of the spar is measured at a radially central location in addition to the central location between the ends of said cavity
In another featured embodiment, a fan section has a rotor with a plurality of fan blades. The fan blades have a main body with an airfoil extending between a leading edge and a trailing edge, and a suction side and a pressure side. A cavity is formed into the main body, and receives a filler material. A cover closes off the cavity, and is attached to the main body. The cover has a first thickness defined in a direction perpendicular to the suction side. The main body has a spar extending along the cavity. A thickness of the spar at a central location between ends of the cavity has a second thickness. A ratio of the first thickness to the second thickness is between 0.5 and 2.
In another embodiment according to any of the previous embodiments, the ratio of the first thickness to the second thickness is between 0.80 and 1.10.
In another embodiment according to any of the previous embodiments, the filler material is a honeycomb material.
In another embodiment according to any of the previous embodiments, the cover includes at least an inner cover and an outer cover. The first thickness is the combination of a thickness of the outer and inner covers.
In another embodiment according to any of the previous embodiments, the thickness of the spar is measured at a radially central location in addition to the central location between the ends of the cavity.
In another embodiment according to any of the previous embodiments, a third thickness of the fan blade includes the first and second thicknesses. A thickness of the honeycomb layer at the central location is defined. A ratio of the first thickness to the third thickness is between 0.02 and 0.4.
In another featured embodiment a gas turbine engine has a fan section, a compressor section, and a turbine section. The fan section includes a rotor with a plurality of fan blades. The fan blades have a main body with an airfoil extending between a leading edge and a trailing edge, and a suction side and a pressure side. A main body extends between a leading edge and a trailing edge. A cavity is formed into the main body. The cavity receives a filler material. A cover closes off the cavity, and is attached to the main body. The cover has a first thickness defined in a direction perpendicular to the suction side. The main body has a spar extending along said cavity. A thickness of the spar at a central location between ends of the cavity have a second thickness. A ratio of the first thickness to the second thickness is between 0.5 and 2.
In another embodiment according to any of the previous embodiments, the ratio of the first thickness to the second thickness is between 0.80 and 1.10.
In another embodiment according to any of the previous embodiments, the filler material is a honeycomb material.
In another embodiment according to any of the previous embodiments, the cover includes at least an inner cover and an outer cover. The first thickness is the combination of a thickness of the outer and inner covers.
In another embodiment according to any of the previous embodiments, a third thickness of the fan blade includes the first and second thicknesses. A thickness of the honeycomb layer at the central location is defined. A ratio of the first thickness to the third thickness is between 0.02 and 0.4.
In another embodiment according to any of the previous embodiments, a turbine in the turbine section drives the rotor through a gear reduction.
In another embodiment according to any of the previous embodiments, the fan section delivers a portion of air into a bypass duct, and a portion of air into the compressor section. A ratio of the bypass air volume to the air delivered into the compressor section is greater than six.
The thickness of the spar is measured at a radially central location in addition to the central location between the ends of the cavity.
These and other features of the invention will be better understood from the following specification and drawings, the following of which is a brief description.
The engine 20 generally includes a low speed spool 30 and a high speed spool 32 mounted for rotation about an engine central longitudinal axis A relative to an engine static structure 36 via several bearing systems 38. It should be understood that various bearing systems 38 at various locations may alternatively or additionally be provided.
The low speed spool 30 generally includes an inner shaft 40 that interconnects a fan 42, a low pressure compressor 44 and a low pressure turbine 46. The inner shaft 40 is connected to the fan 42 through a geared architecture 48 to drive the fan 42 at a lower speed than the low speed spool 30. The high speed spool 32 includes an outer shaft 50 that interconnects a high pressure compressor 52 and high pressure turbine 54. A combustor 56 is arranged between the high pressure compressor 52 and the high pressure turbine 54. A mid-turbine frame 57 of the engine static structure 36 is arranged generally between the high pressure turbine 54 and the low pressure turbine 46. The mid-turbine frame 57 further supports bearing systems 38 in the turbine section 28. The inner shaft 40 and the outer shaft 50 are concentric and rotate via bearing systems 38 about the engine central longitudinal axis A which is collinear with their longitudinal axes.
The core airflow is compressed by the low pressure compressor 44 then the high pressure compressor 52, mixed and burned with fuel in the combustor 56, then expanded over the high pressure turbine 54 and low pressure turbine 46. The mid-turbine frame 57 includes airfoils 59 which are in the core airflow path. The turbines 46, 54 rotationally drive the respective low speed spool 30 and high speed spool 32 in response to the expansion.
The engine 20 in one example is a high-bypass geared aircraft engine. In a further example, the engine 20 bypass ratio is greater than about six (6), with an example embodiment being greater than ten (10), the geared architecture 48 is an epicyclic gear train, such as a planetary gear system or other gear system, with a gear reduction ratio of greater than about 2.3 and the low pressure turbine 46 has a pressure ratio that is greater than about 5. In one disclosed embodiment, the engine 20 bypass ratio is greater than about ten (10:1), the fan diameter is significantly larger than that of the low pressure compressor 44, and the low pressure turbine 46 has a pressure ratio that is greater than about 5:1. Low pressure turbine 46 pressure ratio is pressure measured prior to inlet of low pressure turbine 46 as related to the pressure at the outlet of the low pressure turbine 46 prior to an exhaust nozzle. The geared architecture 48 may be an epicycle gear train, such as a planetary gear system or other gear system, with a gear reduction ratio of greater than about 2.5:1. 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 the bypass flow B due to the high bypass ratio. The fan section 22 of the engine 20 is designed for a particular flight condition—typically cruise at about 0.8 Mach and about 35,000 feet. The flight condition of 0.8 Mach and 35,000 ft, with the engine at its best fuel consumption—also known as “bucket cruise Thrust Specific Fuel Consumption (‘TSFC’)”—is the industry standard parameter of lbm of fuel being burned divided by lbf of thrust the engine produces at that minimum point. “Low fan pressure ratio” is the pressure ratio across the fan blade alone, without a Fan Exit Guide Vane (“FEGV”) system. The low fan pressure ratio as disclosed herein according to one non-limiting embodiment is less than about 1.45. “Low corrected fan tip speed” is the actual fan tip speed in ft/sec divided by an industry standard temperature correction of [((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 (−351 meter/second).
A fan blade 120 that may be incorporated into fan 42 is illustrated in
As shown in
The fan blade 120 is illustrated in
Honeycomb filler material 135 sits in a cavity 301 between the cover 128 (or 127) and an opposed spar 151. Spar 151 is part of an integral fan blade body 300 along with edges 121 and 122, and extends beyond ends 140 and 142 of the cavity 301 in the fan blade 120. An axial distance of the cavity 301 is defined between ends 140 and 142 and parallel to an axial dimension defined between edges 121 and 122. Although honeycomb filler material is disclosed, other types of filler may be used.
As shown in
In one embodiment, d2 was 0.060 inch (1524 μm) and d3 was also 0.060 inch (1524 μm). In this embodiment d1 was 18 inch (45.7 cm) and d4 was 0.33 inch (0.8 cm).
By making d2 closer in thickness to d3, d2 provides structural integrity. Notably, the dimension d2 would include the outer cover 128 and the inner covers 127 should one be utilized. That is, d2 is the combination of the thickness of all cover materials combined.
An impact 200 is shown in
In embodiments, the ratio of d2 to d3 is between 0.5 and 2. More narrowly, in embodiments the ratio would be between 0.80 and 1.10.
A ratio of d2 to d4 is between 0.02 and 0.4.
Embodiments of this invention have been disclosed, however, 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.
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| Entry |
|---|
| International Search Report and Written Opinion for International Application No. PCT/US2013/058409 completed on Dec. 6, 2013. |
| International Preliminary Report on Patentability for International Application No. PCT/US2013/058409 mailed Mar. 26, 2015. |
| Number | Date | Country | |
|---|---|---|---|
| 20140072427 A1 | Mar 2014 | US |
