Patent Application
20190226585
The present subject matter relates generally to gas turbine engines and, more particularly, to hydrodynamic sealing systems for gas turbine engines.
Gas turbine engines typically include a rotor assembly, a compressor, and a turbine. The rotor assembly includes a fan having an array of fan blades extending radially outwardly from a rotor shaft. The rotor shaft, which transfers power and rotary motion from the turbine to both the compressor and the fan, is supported longitudinally using a plurality of bearing assemblies. Known bearing assemblies include one or more rolling elements supported within a paired race. To maintain a rotor critical speed margin, the rotor assembly is typically supported on three bearing assemblies: one thrust bearing assembly and two roller bearing assemblies. The thrust bearing assembly supports the rotor shaft and minimizes axial and radial movement thereof, while the roller bearing assemblies support radial movement of the rotor shaft.
Typically, these bearing assemblies are enclosed within a housing disposed radially around the bearing assembly. The housing forms a compartment or sump that holds a lubricant (e.g., oil) for lubricating the bearing. This lubricant may also lubricate gears and other seals. Gaps between the housing and the rotor shaft are necessary to permit rotation of the rotor shaft relative to the housing. The bearing sealing system usually includes two such gaps: one on the upstream end and another on the downstream end. In this respect, a seal disposed in each gap prevents the lubricant from escaping the compartment. Known seals include labyrinth or knife-edge seals, carbon seals, and piston ring seals.
However, the carbon seals may directly contact the moving rotor shaft, which may reduce the wear life of the seals and require dedicated cooling thereof. Further, labyrinth seals usually have more leakage compared to other seal types, such as piston ring seals. Moreover, piston ring seals also are direct contact seals, having reduced wear life and increased cooling requirements like carbon seals, and cannot withstand the demands of relatively higher pressure differentials that arise in some engine applications.
In this respect, many gas turbines now use hydrodynamic circumferential or face seals with a stationary housing, which do not contact the rotating rotor shaft at high speed, thereby providing improved wear life. Specifically, hydrodynamic carbon seals draw air into the seal, which builds up pressure such that the seal lifts off the rotating rotor shaft, thereby maintaining a gap between the moving components and the stationary components. The pressure of air drawn into the compartment prevents the lubricant from escaping. Nevertheless, the use of multiple hydrodynamic seals instead of contact seals may increase the size, weight, cost, and installation complexity of the bearing compartment sealing system.
Accordingly, a bearing compartment sealing system for a gas turbine engine that can provide improved wear life, increase pressure differential capability, and eliminate the need for dedicated seal cooling would be welcomed in the technology. In particular, an improved intershaft hydrodynamic seal assembly that provides the advantages of hydrodynamic seals without increasing the size, weight, cost, and installation complexity of the bearing compartment sealing system, such as a hydrodynamic seal assembly that provides sufficient sealing without multiple hydrodynamic seals and associated structural supports, would be beneficial.
Aspects and advantages of the invention will be set forth in part in the following description, or may be obvious from the description, or may be learned through practice of the invention.
In one exemplary embodiment of the present subject matter, a seal assembly is provided for use between an inner shaft and an outer shaft that are rotatable about a common axis with a gas turbine engine. The seal assembly comprises a first end ring having an aft face and a second end ring positioned aft of the first end ring and having a forward face. The seal assembly further comprises a first hydrodynamic portion defined on the aft face of the first end ring and a second hydrodynamic portion defined on the forward face of the second end ring. A seal element is disposed between the first end ring and the second end ring such that the seal element is positioned between the first hydrodynamic portion and the second hydrodynamic portion.
In another exemplary embodiment of the present subject matter, a sealing system for a gas turbine engine having a sump region is provided. The sealing system comprises an inner shaft, an outer shaft rotatable about a common axis with the inner shaft, and a seal assembly coupled to the inner shaft and configured to seal a high pressure area from a low pressure area. The seal assembly includes a first end ring having an aft face and a second end ring positioned aft of the first end ring and having a forward face. The seal assembly also includes a first hydrodynamic portion defined on the aft face of the first end ring and a second hydrodynamic portion defined on the forward face of the second end ring. A seal element is disposed between the first end ring and the second end ring such that the seal element is positioned between the first hydrodynamic portion and the second hydrodynamic portion.
In a further exemplary embodiment of the present subject matter, a method of assembling a sealing system for a gas turbine engine is provided. The method comprises positioning an outer shaft radially outward from an inner shaft to define a gap therebetween such that the inner shaft and the outer shaft are rotatable about a common axis. The method further comprises coupling a first end ring and a second end ring to the inner shaft. The second end ring is positioned aft of the first end ring. The first end ring has an aft face and a first hydrodynamic portion defined on the aft face, and the second end ring has a forward face and a second hydrodynamic portion defined on the forward face. The method also comprises positioning a seal element between the first end ring and the second end ring such that the seal element is positioned between the first hydrodynamic portion and the second hydrodynamic portion.
These and other features, aspects and advantages of the present invention will become better understood with reference to the following description and appended claims. The accompanying drawings, which are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and, together with the description, serve to explain the principles of the invention.
A full and enabling disclosure of the present invention, including the best mode thereof, directed to one of ordinary skill in the art, is set forth in the specification, which makes reference to the appended figures, in which:
Reference will now be made in detail to present embodiments of the invention, one or more examples of which are illustrated in the accompanying drawings. The detailed description uses numerical and letter designations to refer to features in the drawings. Like or similar designations in the drawings and description have been used to refer to like or similar parts of the invention. As used herein, the terms “first,” “second,” and “third” may be used interchangeably to distinguish one component from another and are not intended to signify location or importance of the individual components. 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. Further, with respect to engine embodiments described herein, the terms “fore” and “aft” generally refer to a position in relation to an ambient air inlet and an engine exhaust nozzle of the engine.
The exemplary apparatus and methods described herein overcome at least some disadvantages of known sealing systems for use in a gas turbine engine. Moreover, the sealing systems and methods described herein enable sealing between co-rotating or counter-rotating shafts in a turbine engine. More specifically, the sealing system described herein includes an inner shaft, an outer shaft, and a seal assembly coupled between the inner shaft and the outer shaft. The seal assembly includes a pair of end rings that each include a hydrodynamic pad. A seal element is disposed between the end rings and, more particularly, between the hydrodynamic pads. The seal assembly also includes a spacer ring extending from the first end ring to the second end ring and spaced radially inward of the seal element.
Advantages of the systems and methods described herein include the ability to reduce the amount of leakage between the inner shaft and the outer shaft as compared to conventional labyrinth seals. Such a reduction in leakage under the same or similar high pressure differential results in less being bled off compressor, resulting in a higher efficiency of the engine. Additionally, the above described intershaft sealing system has a longer service lifetime as compared to conventional piston ring seals, resulting in a reduction in operating and maintenance costs for the engine. Another advantage is a higher delta pressure capability, or higher pressure differential capability, compared to conventional piston ring seals. Moreover, direct runner oil cooling can be eliminated in the sealing system described herein, which advantageously reduces the oil flow demand on a lubrication system of the gas turbine engine, and the non-contacting nature of the sealing system reduces heat rejection to the lubrication system, thereby reducing demand on an engine thermal management system of the gas turbine engine. Further, the intershaft sealing system described herein provides sufficient sealing without the use of multiple hydrodynamic seals individually mounted to a stationary structure, which allows the foregoing advantages without unduly increasing the size, weight, cost, and installation complexity of the sealing system.
Referring now to the drawings, wherein identical numerals indicate the same elements throughout the figures,
The exemplary core turbine engine 16 depicted generally includes a substantially tubular outer casing 18 that defines an annular inlet 20. The outer casing 18 encases, in serial flow relationship, a compressor section including a booster or low pressure (LP) compressor 22 and a high pressure (HP) compressor 24; a combustion section 26; a turbine section including a high pressure (HP) turbine 28 and a low pressure (LP) turbine 30; and a jet exhaust nozzle section 32. A high pressure (HP) shaft or spool 34 drivingly connects the HP turbine 28 to the HP compressor 24. A low pressure (LP) shaft or spool 36 drivingly connects the LP turbine 30 to the LP compressor 22. In other embodiments of turbofan engine 10, additional spools may be provided such that engine 10 may be described as a multi-spool engine.
For the depicted embodiment, fan section 14 includes a fan 38 having a plurality of fan blades 40 coupled to a disk 42 in a spaced apart manner. As depicted, fan blades 40 extend outward from disk 42 generally along the radial direction R. The fan blades 40 and disk 42 are together rotatable about the longitudinal axis 12 by LP shaft 36. In some embodiments, a power gear box having a plurality of gears may be included for stepping down the rotational speed of the LP shaft 36 to a more efficient rotational fan speed.
Referring still to the exemplary embodiment of
During operation of the turbofan engine 10, a volume of air 58 enters turbofan 10 through an associated inlet 60 of the nacelle 50 and/or fan section 14. As the volume of air 58 passes across fan blades 40, a first portion of the air 58 as indicated by arrows 62 is directed or routed into the bypass airflow passage 56 and a second portion of the air 58 as indicated by arrows 64 is directed or routed into the LP compressor 22. The ratio between the first portion of air 62 and the second portion of air 64 is commonly known as a bypass ratio. The pressure of the second portion of air 64 is then increased as it is routed through the high pressure (HP) compressor 24 and into the combustion section 26, where it is mixed with fuel and burned to provide combustion gases 66.
The combustion gases 66 are routed through the HP turbine 28 where a portion of thermal and/or kinetic energy from the combustion gases 66 is extracted via sequential stages of HP turbine stator vanes 68 that are coupled to the outer casing 18 and HP turbine rotor blades 70 that are coupled to the HP shaft or spool 34, thus causing the HP shaft or spool 34 to rotate, thereby supporting operation of the HP compressor 24. The combustion gases 66 are then routed through the LP turbine 30 where a second portion of thermal and kinetic energy is extracted from the combustion gases 66 via sequential stages of LP turbine stator vanes 72 that are coupled to the outer casing 18 and LP turbine rotor blades 74 that are coupled to the LP shaft or spool 36, thus causing the LP shaft or spool 36 to rotate, thereby supporting operation of the LP compressor 22 and/or rotation of the fan 38.
The combustion gases 66 are subsequently routed through the jet exhaust nozzle section 32 of the core turbine engine 16 to provide propulsive thrust. Simultaneously, the pressure of the first portion of air 62 is substantially increased as the first portion of air 62 is routed through the bypass airflow passage 56 before it is exhausted from a fan nozzle exhaust section 76 of the turbofan 10, also providing propulsive thrust. The HP turbine 28, the LP turbine 30, and the jet exhaust nozzle section 32 at least partially define a hot gas path 78 for routing the combustion gases 66 through the core turbine engine 16.
It will be appreciated that, although described with respect to turbofan 10 having core turbine engine 16, the present subject matter may be applicable to other types of turbomachinery. For example, the present subject matter may be suitable for use with or in turboprops, turboshafts, turbojets, industrial and marine gas turbine engines, and/or auxiliary power units.
Further, the inner shaft 108 forms a recess or step 118 that receives the seal assembly 104. Alternatively, or in addition, the inner shaft 108 includes a retention feature 120 that retains the seal assembly in an axial position. In the exemplary embodiment, the retention feature 120 includes at least one of a mechanical stop integral with the inner shaft 108 or a distinct locking ring coupled to the inner shaft 108. Generally, the retention feature 120 is any feature that enables operation of the seal assembly 104 as described herein.
As illustrated in
In other embodiments, the hydrodynamic portions 126, 128 may be hydrodynamic pads that are affixed to the first end ring aft face and the second end ring forward face, respectively. In such embodiments, the first hydrodynamic portion 126 is a pad disposed on the aft face of the first end ring 122, and the second hydrodynamic portion 128 is a pad disposed on the forward face of the second end ring 124. The hydrodynamic pads 126, 128 generally may be coextensive with each of the aft face and the forward face, respectively. In some embodiments, a plurality of first hydrodynamic pads 126 or pad segments may be disposed on the aft face of the first end ring 122 such that the plurality of pads 126, rather than a single pad 126, is coextensive with the first end ring aft face. For example, the first hydrodynamic pad 126 may be circumferentially split into multiple segments that cooperatively form the first hydrodynamic pad 126. Similarly, in some embodiments, a plurality of second hydrodynamic pads 128 or pad segments may be disposed on the forward face of the second end ring 124 such that the plurality of pads 128, rather than a single pad 128, is coextensive with the second end ring forward face. However, the first and second hydrodynamic pads 126, 128 need not be coextensive with their respective end ring faces, and in other embodiments, circumferential gaps may be formed between pad segments forming the first hydrodynamic pad 126 and pad segments forming the second hydrodynamic pad 128. Further, it will be understood that the hydrodynamic pads 126, 128 may be attached to the respective end ring face using any suitable attachment means. For example, the hydrodynamic pads 126, 128 may be attached to their respective end ring 122, 124 using mechanical fasteners, or the hydrodynamic pads 126, 128 may be bonded or otherwise adhered to their respective end ring 122, 124. Other attachment means may be used as well.
The seal element 130 is disposed between the first end ring 122 and the second end ring 124 such that the seal element 130 is positioned between the first hydrodynamic portion 126 and the second hydrodynamic portion 128. As depicted in
The hydrodynamic portions 126, 128 are non-contact seals, which allow no contact between the stationary and moving components, or the co-rotating or counter-rotating components, when operating at high speed. Non-contact seals typically have a longer service life than contact seals. As further described herein with respect to
Further, as previously stated, it will be understood that, although not illustrated in the figures, the second hydrodynamic portion 128 may include grooves 140 similar to the grooves 140 depicted with respect to the first hydrodynamic portion 126, such that air flowing through the grooves 140 of the second hydrodynamic portion 128 creates a dynamic pressure rise providing a hydrodynamic separation force. As described above, the hydrodynamic separation force from the hydrodynamic portions 126, 128 allows the seal element 130 to float between the end rings 122, 124 while providing a seal between the higher pressure area P1 and the lower pressure area P2. Accordingly, the seal assembly 104 is a non-contact seal assembly.
Further, as depicted in
Referring back to
In an exemplary embodiment, the seal element 130 may be formed from a non-metallic carbon material. Additionally, the first end ring 122, second end ring 124, and spacer ring 132 all may be formed from the same material. More specifically, the end rings 122, 124 and spacer ring 132 may be formed from the same material such that they have similar coefficients of thermal expansion to enable the end rings 122, 124 and spacer ring 132 to expand and contract at similar rates. In an exemplary embodiment, the end rings 122, 124 and spacer ring 132 are formed from nickel-chromium superalloys containing carbon. Alternatively, the end rings 122, 124 and spacer ring 132 may be formed from any material that facilitates operation of seal assembly 104 as described herein.
An exemplary method of assembling the sealing system 102 may include positioning the outer shaft 106 radially outward from the inner shaft 108, such that the inner shaft 108 and the outer shaft 106 are rotatable about a common axis, e.g., longitudinal axis 12 of engine 10. The method includes coupling the first end ring 122 and the second end ring 124 to the inner shaft 108. The second end ring 124 is positioned aft of the first end ring 122, such that the first hydrodynamic portion 126 defined on the aft face of the first end ring 122 faces the second hydrodynamic portion 128 defined on the forward face of the second end ring 124. The method further includes positioning the seal element 130 between the first end ring 122 and the second end ring 124 such that the seal element 130 is positioned between the first hydrodynamic portion 126 and the second hydrodynamic portion 128. The assembly method also includes inserting the spacer ring 132 radially inward of the seal element 130, between the first end ring 122 and the second end ring 124 such that the spacer ring 132 extends from the first end ring 122 to the second end ring 124, and applying a clamp load to the first and second end rings 122, 124 such that the spacer ring 132 maintains the first and second end rings 122, 124 in a relatively fixed axial position with respect to one another. As described herein, when positioned between the first and second hydrodynamic portions 126, 128, the seal element 130 is positioned such that the seal element 130 does not contact the first end ring 122 and does not contact the second end ring 124 but, rather, is free to float between the end rings 122, 124 such that the seal assembly 104 of the sealing system 102 is a non-contact seal assembly.
Additional or alternative steps to the foregoing exemplary method may occur to those of ordinary skill in the art based on the various embodiments described herein. For example, as previously described, the spacer ring 132 may not be a separate component but may be formed with either the first end ring 122 or the second end ring 124. For such embodiments, the assembly method would omit the step of inserting the spacer ring 132. As another example, in some embodiments, the hydrodynamic portions 126, 128 may be pads disposed on the first end ring 122 and second end ring 124, respectively, such that the assembly method includes the steps of disposing the first hydrodynamic pad 126 on the aft face of the first end ring 122 and disposing the second hydrodynamic pad 128 on the forward face of the second end ring 124. Other variations of the assembly method also may possible or required by the alternative embodiments described herein.
The sealing system 102 has advantages over known sealing systems. Unlike many known sealing arrangements, the sealing system 102 is a non-contact sealing arrangement. The reduced friction associated with non-contact sealing results in longer service life, lower maintenance and repair costs, and greater time on wing (TOW) than known contact sealing arrangements. Further, the hydrodynamic intershaft sealing system 102 described herein allows for the reduced leakage of a piston ring seal compared to a labyrinth seal, thus providing a performance benefit compared to labyrinth seals. However, the sealing system 102 also allows for higher delta pressure capability compared to piston ring seals, while also providing the non-contact advantages described above compared to piston ring seals, which are contacting seals. Moreover, direct runner oil cooling can be eliminated, which reduces the oil flow demand of the lubrication system, and the non-contacting nature of the hydrodynamic sealing system 102 reduces heat rejection to the lubrication system, which reduces demand on the engine thermal management system. Of course, other advantages and benefits also may be provided by the apparatus and methods described herein.
This written description uses examples to disclose the invention, including the best mode, and also to enable any person skilled in the art to practice the invention, including making and using any devices or systems and performing any incorporated methods. The patentable scope of the invention is defined by the claims and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they include structural elements that do not differ from the literal language of the claims or if they include equivalent structural elements with insubstantial differences from the literal language of the claims.
This invention was made with government support under contract number FA8650-07-C-2802 of the Department of the Air Force. The government may have certain rights in the invention.
