阅读说明：本技术 涡轮发动机吊架 (Turbine engine pylon ) 是由 乔纳森·拉塞尔·拉茨拉夫 阿伦·伊齐基尔·史密斯 于 2020-03-17 设计创作，主要内容包括：一种用于涡轮发动机的吊架,可包括面对冷却气流的第一表面,面对加热气流的第二表面以及在第一表面的径向外侧的第三表面。吊架进一步可包括具有脏空气入口和清洁空气出口的旋风分离器,以及延伸穿过旋风分离器的冷却空气回路。(A pylon for a turbine engine may include a first surface facing a cooling airflow, a second surface facing a heating airflow, and a third surface radially outward of the first surface. The pylon further may include a cyclonic separator having a dirty air inlet and a clean air outlet, and a cooling air circuit extending through the cyclonic separator.)

1. A pylon for a turbine engine, comprising:

a first surface facing a cooling airflow;

a second surface facing the heated gas stream;

a third surface radially outward of the first surface;

a cyclonic separator having a cyclone body at least partially defined by the third surface and having a dirty air inlet, a clean air outlet and a scavenge air outlet radially outward of the clean air outlet; and

a cooling air circuit having a cooling air inlet on the first surface and a cooling air outlet on the second surface and extending through the cyclonic separator between the dirty air inlet and the clean air outlet.

2. The hanger of claim 1, wherein the dirty air inlet is located radially outward of the clean air outlet.

3. The pylon of claim 1 further comprising a plurality of cyclones and a plurality of cooling air circuits, each cooling air circuit extending through a respective plurality of cyclones.

4. The hanger of any one of claims 1-3, wherein the cyclone body further comprises a conical portion, a cylindrical portion and a centerline.

5. The hanger of claim 4, wherein the tapered portion and the cylindrical portion are both aligned with the centerline.

6. The hanger of claim 5, wherein the clean air outlet is aligned with the centerline.

7. The hanger of claim 4, wherein at least one of the dirty air inlet or the clean air outlet is located in the cylindrical portion.

8. The hanger of claim 7, wherein the scavenge air outlet is located in the tapered portion.

9. The pylon of claim 4 further comprising a diagonal load support, wherein the centerline of the cyclone separator is parallel to the diagonal load support.

10. The hanger of claim 1, further comprising a unitary body having the first surface, the second surface, the third surface, and the cyclone separator.

Technical Field

The present disclosure relates generally to particle separators for turbine engines, and more particularly to cyclonic separators within turbine engine components.

Background

Turbine engines, and in particular gas or combustion turbine engines, are rotary engines that extract energy from a pressurized flow of combustion gases through the engine onto rotating turbine blades.

Turbine engines are typically designed to operate at high temperatures to increase engine efficiency. It would be beneficial to provide cooling measures for components such as airfoils in high temperature environments, where such cooling measures can reduce material wear on these components and improve structural stability during engine operation.

The cooling means may include bleed air from the compressor that is directed to a desired location in the engine. The exhaust air may be used to provide a flow of purge air at specific component interfaces. Optimizing the delivery and coverage of the exhaust air further contributes to increased engine efficiency.

Disclosure of Invention

In one aspect, the present disclosure is directed to a pylon for a turbine engine. The gallows includes: a first surface facing the cooling air flow, a second surface facing the heating air flow, a third surface radially outward of the first surface; a cyclonic separator having a cyclone body at least partially defined by a third surface and having a dirty air inlet, a clean air outlet and a scavenge air outlet radially outward of the clean air outlet; and a cooling air circuit having a cooling air inlet on the first surface and a cooling air outlet on the second surface and extending through the cyclonic separator between the dirty air inlet and the clean air outlet.

In another aspect, the present disclosure is directed to a shroud and hanger assembly for a turbine engine. The shroud and hanger assembly includes a hanger having a first surface hanger facing a cooling airflow, a second surface facing a heating airflow, a third surface radially outward of the first surface, a cyclone separator having a cyclone body at least partially defined by the third surface and having a dirty air inlet, a clean air outlet and a scavenge air outlet radially outward of the clean air outlet, and a cooling air circuit having a cooling air inlet on the first surface and a cooling air outlet on the second surface and extending through the cyclone separator between the dirty air inlet and the clean air outlet. The shroud and hanger assembly also includes a shroud having an inner surface facing the second surface of the hanger, a heating surface facing the heated airflow, and a shroud cooling circuit fluidly connected to the cooling air circuit and extending through the shroud between a shroud inlet on the inner surface and a shroud outlet on the heating surface.

In another aspect, the present disclosure is directed to a turbine engine that includes an axial flow arrangement of a compressor, a combustor, and a turbine. The turbine engine includes: a cooling member having an internal cooling passage and a heating surface facing the heating gas flow; and a hanger having a first surface facing the cooling air flow, a second surface facing the heating air flow, a third surface radially outward of the first surface, a cyclone separator having a cyclone body at least partially defined by the third surface and having a dirty air inlet, a clean air outlet and a scavenge air outlet radially outward of the clean air outlet, and a cooling air circuit fluidly coupled to the internal cooling passage, the cooling air circuit having a cooling air inlet on the first surface and a cooling air outlet on the second surface and extending through the cyclone separator between the dirty air inlet and the clean air outlet.

Drawings

In the drawings:

FIG. 1 is a schematic cross-sectional view of a turbine engine for an aircraft.

FIG. 2 is an enlarged view of a high pressure turbine section of the turbine engine of FIG. 1 including a shroud and hanger assembly, according to various aspects described herein.

FIG. 3 is a perspective view of a portion of the shroud and hanger assembly of FIG. 2.

FIG. 4 is a cross-sectional view of the shroud and hanger assembly including the cyclone separator of FIG. 3 taken along line IV-IV.

FIG. 5 is a cross-sectional view of the shroud and hanger assembly of FIG. 4 showing airflow within the cyclone separator.

FIG. 6 is a perspective view of another shroud and hanger assembly with a cyclonic separator according to various aspects described herein.

Detailed Description

The described embodiments of the present disclosure are directed to a shroud and hanger assembly for a turbine engine. For illustrative purposes, the present disclosure will be described with respect to a turbine section in an aircraft turbine engine. However, it will be understood that the present disclosure is not so limited, and may have general applicability within engines, including within compressor sections, and in non-aircraft applications (e.g., other mobile applications and non-mobile industrial, commercial, and residential applications).

The cooling airflow within the turbine engine may carry dust or other debris that may migrate into the cooled component, such as a shroud, a hanger (hanger), an airfoil, a platform, an inner or outer band, and the like. These dust or debris can collect on the interior of the cooled part or cause blockages in the cooling holes or passages. Removing these debris may improve cooling performance and reduce the use of cooling air.

The turbine engine may also include a component formed by additive manufacturing. As used herein, an "additively manufactured" part refers to a part formed by an Additive Manufacturing (AM) process, wherein the part is built up layer-by-layer by continuous material deposition. AM is a proper name for describing a technique for building a 3D object by adding material (whether the material is plastic or metal) layer by layer. AM technology can utilize computers, 3D modeling software (computer aided design or CAD), mechanical devices, and layered materials. Once the CAD sketch is generated, the AM device may read the data from the CAD file and spread or add successive layers of liquid, powder, sheet material, or other material in a layer-by-layer manner to fabricate the 3D object. It should be understood that the term "additive manufacturing" encompasses many technologies, including subsets such as 3D printing, Rapid Prototyping (RP), Direct Digital Manufacturing (DDM), layered manufacturing, and additive manufacturing. Non-limiting examples of additive manufacturing that may be used to form the additively manufactured part include powder bed melting, photo-polymerization, adhesive jetting, material extrusion, directed energy deposition, material jetting, sheet lamination. Additionally, an "additive manufactured" part may also include a part formed by investment casting, 3D printing, adding metal, or any combination thereof.

As used herein, the term "forward" or "upstream" refers to moving in a direction toward the engine inlet, or a component being relatively closer to the engine inlet than other components. The terms "aft" or "downstream" as used in conjunction with "forward" or "upstream" refer to a direction toward the rear or outlet of the engine, or relatively closer to the engine outlet than other components.

As used herein, a "group" may include any number of the separately described elements, including only one element. Further, as used herein, the term "radial" or "radially" refers to a dimension extending between a central longitudinal axis of the engine and an outer engine circumference.

All directional references (e.g., radial, axial, proximal, distal, upper, lower, upward, downward, left, right, lateral, forward, rearward, top, bottom, above, below, vertical, horizontal, clockwise, counterclockwise, upstream, downstream, forward, rearward, etc.) are only used for identification purposes to aid the reader's understanding of the present disclosure, and do not create limitations, particularly as to the position, orientation, or use of the disclosure. Connection references (e.g., attached, coupled, connected, and engaged) are to be construed broadly and may include intermediate elements between a set of elements and relative movement between elements unless otherwise indicated. Thus, joinder references do not necessarily infer that two elements are directly connected and in fixed relation to each other. The exemplary drawings are for illustrative purposes only, and the dimensions, locations, order, and relative sizes reflected in the drawings may vary.

FIG. 1 is a cross-sectional schematic view of a gas turbine engine 10 for an aircraft. The engine 10 has a generally longitudinally extending axis or centerline 12 extending from a forward portion 14 to an aft portion 16. Engine 10 includes in downstream series flow relationship: a fan section 18 including a fan 20, a compressor section 22 including a booster or Low Pressure (LP) compressor 24 and a High Pressure (HP) compressor 26, a combustion section 28 including a combustor 30, a turbine section 32 including a HP turbine 34 and a LP turbine 36, and an exhaust section 38.

The fan section 18 includes a fan housing 40 surrounding the fan 20. The fan 20 includes a plurality of fan blades 42 radially disposed about the centerline 12. The HP compressor 26, combustor 30, and HP turbine 34 form a core 44 of the engine 10, which generates combustion gases. The core 44 is surrounded by a core housing 46, which core housing 46 may be coupled with the fan housing 40.

An HP shaft or spool 48, disposed coaxially about the centerline 12 of the engine 10, drivingly connects the HP turbine 34 to the HP compressor 26. An LP shaft or spool 50, disposed coaxially about the centerline 12 of the engine 10 within the larger diameter annular HP spool 48, drivingly connects the LP turbine 36 to the LP compressor 24 and fan 20. The spools 48, 50 may rotate about an engine centerline and are coupled to a plurality of rotatable elements that may collectively define a rotor 51.

LP compressor 24 and HP compressor 26 each include a plurality of compressor stages 52, 54 having blade assemblies 55 and vane assemblies 57. Each blade assembly 55 includes a set of compressor blades 56, 58 that rotate relative to each vane assembly 57 having a corresponding set of static compressor blades 60, 62 (also referred to as nozzles) to compress or pressurize the fluid flow through the stage. In a single compressor stage 52, 54, a plurality of compressor blades 56, 58 may be arranged in a ring and may extend radially outward relative to the centerline 12 from the blade platform to the blade tip, with respective static compressor vanes 60, 62 located upstream of and adjacent to the rotating blades 56, 58. Note that the number of blades, vanes, and compressor stages shown in FIG. 1 is chosen for illustration purposes only, and other numbers are possible.

The blades 56, 58 of the compressor stages may be mounted to (or integrated into) a disc 61, which disc 61 is mounted to a respective one of the HP and LP spools 48, 50. The buckets 60, 62 of the compressor stages may be mounted to the core housing 46 in a circumferential arrangement.

HP turbine 34 and LP turbine 36 each include a plurality of turbine stages 64, 66 having blade assemblies 65 and bucket assemblies 67 (FIG. 2). Each blade assembly 65 includes a set of turbine blades 68, 70 that rotate relative to each blade assembly 67 with a corresponding set of static turbine blades 72, 74 (also referred to as nozzles) to extract energy from the fluid flow through the stage. In a single turbine stage 64, 66, a plurality of turbine blades 68, 70 may be arranged in a ring and may extend radially outward relative to the centerline 12 from the blade platform to the blade tip, with respective static turbine buckets 72, 74 located upstream of and adjacent to the rotating blades 68, 70. Note that the number of blades, buckets, and turbine stages shown in FIG. 1 is chosen for illustration purposes only, and other numbers are possible.

The blades 68, 70 of the turbine stages may be mounted to (or integrated into) a disc 71, the disc 71 being mounted to a respective one of the HP and LP spools 48, 50. The buckets 72, 74 of the turbine stages may be mounted to the core housing 46 in a circumferential arrangement.

In addition to the rotor portion, stationary portions of the engine 10, such as the stationary vanes 60, 62, 72, 74 in the compressor and turbine sections 22, 32, are also referred to individually or collectively as the stator 63. As such, the stator 63 may refer to a combination of non-rotating elements throughout the engine 10.

In operation, the airflow exiting fan section 18 is split such that a portion of the airflow is channeled into LP compressor 24, and then pressurized air 76 is supplied to HP compressor 26, thereby further pressurizing the air. Pressurized air 76 from the HP compressor 26 is mixed with fuel and ignited in the combustor 30 to generate combustion gases. The HP turbine 34 extracts some work from these gases, thereby driving the HP compressor 26. The combustion gases are discharged into the LP turbine 36, the LP turbine 36 extracts additional work to drive the LP compressor 24, and the exhaust gases are ultimately discharged from the engine 10 via an exhaust section 38. The drive of the LP turbine 36 drives the LP spool 50 to rotate the fan 20 and the LP compressor 24.

A portion 76 of the pressurized airflow may be extracted from the compressor section 22 as discharge air 77. Exhaust air 77 may be drawn from pressurized airflow 76 and provided to engine components that require cooling. The temperature of the pressurized gas stream 76 entering the combustor 30 increases significantly. As such, the cooling provided by the exhaust air 77 is necessary to operate such engine components in an elevated temperature environment.

The remainder 78 of the airflow bypasses the LP compressor 24 and engine core 44 and exits the engine assembly 10 through a row of stationary vanes at a fan exhaust side 84, and more specifically an exit guide vane assembly 80 (the exit guide vane assembly 80 includes a plurality of airfoil guide vanes 82). More specifically, a circumferential row of radially extending airfoil guide vanes 82 is utilized adjacent fan section 18 for some directional control of airflow 78.

Some of the air supplied by fan 20 may bypass engine core 44 and be used to cool portions of engine 10, particularly hot portions, and/or to cool or power other aspects of the aircraft. In the case of a turbine engine, the hot portion of the engine is generally downstream of the combustor 30, particularly the turbine section 32, with the HP turbine 34 being the hottest portion as it is located directly downstream of the combustion section 28. Other sources of cooling fluid may be, but are not limited to, fluid discharged from the LP compressor 24 or the HP compressor 26.

FIG. 2 is an enlarged view of a portion of FIG. 1, more clearly showing one half of the annular passage 49 at the HP turbine 34; it should be understood that the HP turbine 34 may include additional components not shown. HP turbine 34 may include a plurality of turbine stages 64. Each turbine stage 64 may include a pair of airfoil assemblies, and is shown to include exemplary blade and bucket assemblies 65, 67. Although a HP turbine 34 is shown, aspects of the present disclosure may be applied to other regions of the engine, including the LP turbine 36 and compressor section 22, and also including exemplary blade and vane assemblies 55, 57 (FIG. 1). Further, it should be understood that the HP turbine 34 may include more or fewer stages 64 than illustrated, and that the stages 64 are for illustrative purposes only.

The blade and vane assemblies 65, 67 are disposed in the annular passage 49 in a circumferentially spaced arrangement of blades 68 and vanes 72 through which the flow of combustion gases may move. The bucket assembly 65 may include a bucket 68 mounted on a bucket platform 88 and extending radially outward from a dovetail 90. Dovetail 90 is mounted to disk 71 and is joined together to form rotor 51.

A plurality of hangers 95 are schematically shown coupled to core casing 46 (fig. 1) and are configured to support a respective plurality of annular shrouds 97, with each shroud 97 surrounding a respective blade 68. The hanger 95 and the shroud 97 may collectively define a shroud and hanger assembly 100. For clarity, hangers 95 and shrouds 97 are shown in fig. 2 as having rectangular geometric profiles, and it should be understood that any desired geometric profile may be used. Additionally, either or both of the hanger 95 and the shroud 97 may include attachment arms, seals, internal cavities, baffles or any other desired components suitable for the environment of the shroud and hanger assembly 100.

More details of the shroud and hanger assembly 100 are shown in fig. 3. The hanger 95 may comprise a first surface 101 facing the cooling air flow 115, a second surface 102 facing the heating air flow 117 and a third surface 103 radially outside the first surface 101. In the example shown, the second surface 102 of the hanger 95 is spaced from the heated airflow 117 by a shroud 97. It should also be appreciated that the hanger 95 may form part of an annular shroud and hanger assembly. In the illustrated example, the hangers 95 and the shrouds 97 form part of an annular shroud and hanger assembly 100 that surrounds the HP turbine 34 and surrounds the respective blades 68.

The cyclone separator 120 may be included within the hanger 95. It is contemplated that the hanger 95 may have a unitary body 105 with the third surface 103 at least partially defining the cyclonic separator 120. In this case, the cyclonic separator 120 may be integrally formed with the hanger 95, for example by additive manufacturing. As shown, the monolithic body 105 includes a plurality of cyclonic separators 120 arranged in circumferentially spaced apart relation within the monolithic body. Any number of cyclones 120 may be included. In addition, diagonal load brackets 104 may be provided along the third surface 103 to increase the structural stability of the hanger 95. In this case, as shown, a plurality of cyclones 120 may be included between adjacent diagonal load brackets 104.

The cyclone separator 120 may also form part of an internal conduit within the hanger 95 for the cooling airflow 115. For example, a set of cooling air inlets 108 may be formed in the first surface 101 of the hanger 95 such that a cooling air flow 115 may enter the body of the hanger 95. Any number, size or shape of cooling air inlets 108 may be used.

Fig. 4 shows a cross-sectional view of the shroud and hanger assembly 100. A reference line 13 is shown which generally represents and is parallel to the engine centerline 12. The cyclone separator 120 can include a cyclone body 122, the cyclone body 122 having a conical portion 124 and a cylindrical portion 126 as shown, and a centerline 132. In the illustrated example, the conical portion 124 and the cylindrical portion 126 of the cyclone 120 are aligned with the centerline 132 as shown. In other non-limiting examples (not shown), the tapered portion 124 and the cylindrical portion 126 may not be aligned with the centerline 132, or each may be parallel to the centerline 132 and offset from the centerline 132.

It is also contemplated that the centerline 132 of the cyclonic separator 120 may not be aligned with the centerline 12 of the turbine engine 10. For example, the cyclonic separator 120 may be oriented at an angle such that its centerline 132 is parallel to the diagonal load carrier 104 (fig. 2).

The cyclonic separator 120 may further comprise a tangential dirty air inlet 134, a scavenge air outlet 136 and a clean air outlet 138. As shown, the dirty air inlet 134 and clean air outlet 138 are located in the cylindrical portion 126 and the scavenge air outlet 136 is located in the conical portion 124. Additionally, the scavenge air outlet 136 may be located radially outward of the clean air outlet 138. The dirty air inlet 134 may also be located radially outward of the clean air outlet 138, for example, between the clean air outlet 138 and the scavenge air outlet 136.

A clean air conduit 135 may be located within the cyclonic separator 120 adjacent the dirty air inlet 134 and the clean air outlet 138 and fluidly coupled to the scavenge air outlet 136. The clean air conduit 135 may have an annular geometric profile about the centerline 132. In the example shown, the clean air duct 135 may extend at least partially over the dirty air inlet 134 and be spaced from the dirty air inlet 134 to prevent air from flowing directly from the dirty air inlet 134 to the clean air outlet 138.

An inlet duct 140 may extend into the monolithic body 105 and fluidly couple the cooling air inlet 108 and the dirty air inlet 134. In an alternative example (not shown), the dirty air inlet may be positioned on the first surface 101 to define the cooling air inlet without the use of an inlet duct. In yet another example (not shown), a single cooling air inlet may be fluidly coupled to multiple cyclones. It will also be understood that, although two cooling air inlets 108 are shown fluidly coupled to the inlet duct 140, any number of cooling air inlets 108 may be utilized, including a single cooling air inlet 108 coupled to a single inlet duct 140.

A cooling air outlet 144 may be formed on the second surface 102 of the monolithic body 105, and an outlet conduit 142 may extend into the cyclone body 122 and fluidly couple the clean air outlet 138 and the cooling air outlet 144. In this manner, the monolithic body 105 may define a cooling air circuit 155 between the cooling air inlet 108 on the first surface 101 and the cooling air outlet 144 on the second surface 102. As shown, the cooling air circuit 155 may pass through the cyclonic separator 120 between the dirty air inlet 134 and the clean air outlet 138. It is further contemplated that clean air outlet 138 may have an outlet centerline 139 aligned with centerline 132.

It will be appreciated that the air leaving the clean air outlet 138 may still carry some dirt or debris, with the majority of the dirt or debris entering the cyclonic separator 120 being able to be expelled through the scavenge air outlet 136. Where "clean air" is described herein, it should be understood that "clean" may refer to removing a portion of less than all of the contaminants that may be present in the airflow. It should also be appreciated that in examples where the monolithic body 105 defines a plurality of cyclones 120 (fig. 3), a plurality of cooling air circuits 155 may extend through each of the respective plurality of cyclones 120.

Additionally, the tapered portion 124 may define a first length 128, while the cylindrical portion 126 may define a second length 130. In the example shown, the first length 128 is greater than the second length 130. However, it is also contemplated that the first length 128 may be equal to or less than the second length 130. The first length 128, the second length 130, and the ratio of the lengths 128, 130 may be adjusted to adjust any or all of the airflow rate within the cyclone 120, the rate at which contaminants are removed from the airflow within the cyclone 120, or the dust/debris particle size limit removed from the airflow within the cyclone 120. In one example, a faster gas flow through the separator 120 may result in an increased particle removal rate via the purge gas outlet 136. In another example, a slower gas flow may be provided for removing larger particle sizes from the gas flow.

The hanger 95 may further include a rear wall 109 having at least one discharge hole 110. For clarity, the at least one discharge aperture 110 is shown as a single aperture extending through the rear wall 109. It will be appreciated that the at least one vent hole 110 may include a plurality of holes, any or all of which may be straight or curved, and may have any suitable centerline angle with respect to the rear wall 109. The discharge orifice 110 may be fluidly coupled to the scavenge outlet 136 and to a benign region 145 of the turbine engine 10. As used herein, a "benign region" will refer to a region of the turbine engine 10 that is not adversely affected by dust or debris, or a region that is sufficiently tolerant of the presence of dust or debris such that the performance or efficiency of the turbine engine 10 is not reduced by an undesirable amount. For example, even though debris may be present in the cooling air, it may be possible to cool certain areas within engine 10 (e.g., upstream or downstream purge cavities) or prevent the ingestion of a hot combustion gas stream by cooling certain areas within engine 10 by using the cooling air. "benign region" may also refer to an area of the turbine engine 10 that is easily contacted or cleaned so that any accumulated dust or debris may be easily removed.

The shroud 97 may be coupled to the hanger 95 to form a shroud and hanger assembly 100. The shroud 97 may include a shroud body 160, the shroud body 160 having an inner surface 161 facing the second surface 102 of the hanger 95 and a heating surface 162 facing the heating airflow 117. A shroud cooling circuit 166 may extend through the shroud body 160 between a shroud inlet 164 on the inner surface 161 and a shroud outlet 168 on the heating surface 162. For clarity, the shroud cooling circuit 166 is schematically illustrated as a single passage extending through the shroud body 160. It will be appreciated that the shroud cooling circuit 166 may further include a plurality of channels, cavities, or other internal features (not shown) and may be formed within the shroud body 160 to have any desired size, geometry, or shape. In one non-limiting example, the shroud cooling circuit 166 may be in the form of a plurality of film holes extending between the inner surface 161 and the heating surface 162. In another non-limiting example, the shroud cooling circuit 166 may include a plurality of fluidly coupled internal passages within the interior of the shroud body 160.

It is contemplated that the shroud cooling circuit 166 may be fluidly coupled to the cooling air circuit 155 in the hanger 95. More specifically, the shroud inlet 164 may be fluidly coupled to the clean air outlet 138 at the cylindrical portion 126 of the cyclone body 122.

FIG. 5 illustrates air flowing through shroud and hanger assembly 100 during operation of engine 10 (FIG. 1). Debris laden cooling air 116 (shown by arrows) may enter the monolithic body 105 through the cooling air inlet 108 and flow into the cyclone body 122 through the dirty air inlet 134. A portion of the debris laden cooling air 116 may move through the scavenge outlets 136 to define the scavenge air flow 118. The remainder of the debris laden cooling air 116 may define a clean cooling airflow 119, the clean cooling airflow 119 moving through the clean air outlet 138.

The dirty air inlet 134 may form a tangential inlet such that the debris laden cooling air 116 may swirl around the clean air conduit 135 and move within the cyclone body 122 towards the tapered portion 124. The converging sloped wall of the conical portion 124 causes the swirling cooling airflow 116 to increase in velocity as it moves toward the scavenge outlet 136. The dust, dirt, or other debris 135 within the swirling cooling air 116 may have sufficient momentum within the scavenging air flow 118 to exit the scavenging outlet 136. The cleaned cooling airflow 119 may be redirected back to the cylindrical portion 126. The cleaned cooling airflow 119 may then flow through the outlet duct 142 and exit the hanger 95 through the cleaned air outlet 138. In this manner, the cooling air circuit 155 may extend through the conical portion 124 and the cylindrical portion 126 of the cyclone separator 120.

It is also contemplated that the scavenge outlet 136 of the cyclone separator 120 may be fluidly separated from the shroud cooling circuit 166, thereby preventing debris 135 from entering the shroud cooling circuit 166. Additionally, the sweep gas stream 118 may exit the pylon 95 through the at least one discharge aperture 110 and enter the benign region 145. For example, the scavenging air flow 118 may flow through the bleed holes 110 and into the main combustion air flow (not shown) downstream of the hangers 95. It is contemplated that the flow rate of the scavenging air flow 118 through the at least one bleed hole 110 may be less than the flow rate of the clean cooling air through the clean air outlet 138. In another example, the flow rate of the scavenging air flow 118 through the at least one bleed hole 110 may be less than the flow rate of the debris laden cooling air 116 entering the dirty air inlet 134.

After exiting the hangers 95, the clean cooling airflow 119 may enter the shroud 97 through the shroud inlet 164. Additionally, the cleaned cooling airflow 119 exiting the plurality of cyclones 120 of the monolithic body 105 (FIG. 3) can enter the at least one shroud inlet 164. In one example, each shroud inlet 164 may be coupled to a corresponding single clean air outlet 138 of the hangers 95. In another non-limiting example, the plurality of clean air outlets of the hanger may be fluidly coupled to a single shroud inlet; in yet another example, a single clean air outlet of the hanger may be fluidly coupled to a plurality of shroud inlets. After entering the shroud 97, the cooling air 116 may then flow through the shroud cooling circuit 166 and exit the shroud 97 via the shroud outlet 168. In non-limiting examples, the exiting cooling air 116 may be used to cool the heated surface 162 of the shroud 97 or as purge air for the area of the engine 10 proximate the shroud and hanger assembly 100.

While the cooled component is shown as shroud 97, this is merely an example and is not intended to limit the various aspects of the disclosure described herein. It is contemplated that cooling air circuit 155 of pylon 95 may be fluidly coupled to any cooled component within turbine engine 10 having any suitable cooling passage and heating surface facing the flow of heating fluid. Such cooling channels of the cooled component may be fluidly coupled to at least one of the plurality of cooling air circuits 155 of the hanger 95. It will be appreciated that any cooled component within engine 10, including cooled airfoils such as rotating blades or stationary blades, may be fluidly coupled to pylon 95 and cyclone 120.

It will be appreciated that the shroud cooling circuit 166 may include any desired or suitable form of cooling circuit, including cooling circuits not explicitly shown. In an embodiment, the shroud cooling circuit may be in the form of at least one film hole (not shown) extending between the shroud inlet and the shroud outlet. In another example, the shroud cooling circuit may include a plurality of internal cooling passages (not shown) fluidly coupled to the shroud inlet and the shroud outlet through which cleaned cooling air from the cyclone separator may flow and provide cooling to the shroud body. In yet another example (not shown), the shroud cooling circuit may include a combination of film holes, cooling passages, and other fluidly connected conduits extending through and within the shroud to provide cooling air to the shroud.

Turning to FIG. 6, another shroud and hanger assembly 200 that may be used in the turbine engine 10 of FIG. 1 is shown. The shroud and hanger assembly 200 is similar to the shroud and hanger assembly 100; accordingly, like components will be identified with like numerals increased by 100, it being understood that the description of like parts of the shroud and hanger assembly 100 applies to the shroud and hanger assembly 200 unless otherwise noted.

Shroud and hanger assembly 200 includes a hanger 195 having a first surface 201 facing cooling airflow 215, a second surface 202 facing heating airflow 217, and a third surface 203 radially outward of first surface 201. The hanger 195 also includes a cyclone separator 220 having a cyclone body 222, the cyclone body 222 having a dirty air inlet 234, a scavenge air outlet 236 and a clean air outlet 238. As shown, the cyclone body 222 can also have a conical portion 224, a cylindrical portion 226 and a centerline 232. It is also contemplated that the hanger 195 can include a unitary body 205 having a first surface 201, a second surface 202, a third surface 203, and a cyclone separator 220.

The cooling air circuit 255 may extend through the hanger 195. The cooling air circuit 255 may include a cooling air inlet 244 on the first surface 201 and a cooling air outlet 244 on the second surface 202. A cooling air circuit 255 may also extend through the cyclonic separator 220 between the dirty air inlet 234 and the clean air outlet 238.

The shield and hanger assembly 200 may further include a shield 197, the shield 197 having an inner surface 261 facing the second surface 202 of the hanger 195 and a heating surface 262 facing the heated airflow 217. The shield 197 may also include a shield cooling circuit 266 that is fluidly coupled to the cooling air circuit 244 between a shield inlet 264 on the inner surface 261 and a shield outlet 268 on the heating surface 262.

One difference is that a baffle 270 may be included in the shroud and hanger assembly 200. The baffle 270 may include a set of perforations 272 as shown. The baffle 270 may be positioned between the first surface 201 of the hanger 195 and the inner surface 261 of the shield 197. In the example shown, a forward impingement cavity 274 is defined between the baffle 270 and the first surface 201 of the hanger 195, and an aft impingement cavity 276 is defined between the baffle 270 and the inner surface 261 of the shield 197.

During operation, the debris laden cooling air 216 may flow through the cooling air circuit 255 and into the cyclone separator 220. The cleaned cooling air 219 may exit the cyclone separator 220 through the cleaned air outlet 238, enter the forward impingement cavity 274, and impinge upon and flow through the porous baffle 270. The cleaned cooling air 219 may then enter the aft impingement cavity 276 and impinge the inner surface 261 of the shield 197 to cool the shield 197. Clean cooling air 219 may also enter the shroud inlet 264, flow through the shroud cooling circuit 266, and flow through the shroud outlet 268. In an example, the shroud cooling circuit 266 may include at least one internal cooling passage, wherein the clean cooling air 219 may reduce heat within the shroud 197. In another example, the shield outlet 268 may be in the form of at least one film hole, wherein the clean cooling air 219 may provide cooling to the heated surface 262 of the shield 197. In yet another example, the shroud outlet 268 may be in the form of at least one spray hole to reduce possible stagnation proximate the heating surface 262.

Aspects of the present disclosure provide a number of benefits, including increased component life of engines operating in high dust environments. It will be appreciated that the hanger with the cyclonic separator can provide clean cooling air without the need for an additional upstream separator or other debris removal assembly, and that the removal of debris can improve the cooling performance of the cooling air. The improved cooling performance may reduce the cooling air supplied to cool engine components, thereby increasing engine efficiency during operation.

Additionally, the use of an additively manufactured hanger with integral cyclones can provide a customized geometry of the shape of the internal cooling passages, ducts, inlets, outlets or walls so that the dust extraction rate or type or size of extraction can be optimized. For example, a portion of the ring shroud and hanger assembly may be customized to remove dust particles larger than a predetermined size, while another portion of the ring shroud and hanger assembly may be customized to remove as much dust as possible regardless of particle size.

It should be understood that the application of the disclosed design is not limited to turbine engines having fan and booster sections, but is also applicable to turbojet and turboshaft engines.

To the extent not described, the different features and structures of the various embodiments may be used in combination or substituted for one another as desired. Not showing a feature in all embodiments does not mean that it cannot be so, but is for brevity of description. Thus, the various features of the different embodiments can be mixed and matched as desired to form new embodiments, whether or not such new embodiments are explicitly described. All combinations or permutations of features described herein are covered by this disclosure.

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 have 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 languages of the claims.

Other aspects of the invention are provided by the subject matter of the following clauses:

1. a pylon for a turbine engine, comprising: a first surface facing the cooling air flow; a second surface facing the heated gas stream; a third surface radially outward of the first surface; a cyclonic separator having a cyclone body at least partially defined by a third surface and having a dirty air inlet, a clean air outlet and a scavenge air outlet radially outward of the clean air outlet; and a cooling air circuit having a cooling air inlet on the first surface and a cooling air outlet on the second surface and extending through the cyclonic separator between the dirty air inlet and the clean air outlet.

2. A hanger according to any preceding claim, wherein the dirty air inlet is located radially outwardly of the clean air outlet.

3. The pylon according to any preceding item, further comprising a plurality of cyclones and a plurality of cooling air circuits, each extending through a respective plurality of cyclones.

4. The hanger according to any preceding claim, wherein the cyclone body further comprises a conical portion, a cylindrical portion and a centerline.

5. The hanger according to any preceding item, wherein the conical portion and the cylindrical portion are both aligned with the centerline.

6. The hanger according to any preceding item, wherein the clean air outlet is aligned with the centerline.

7. A hanger according to any preceding claim, wherein at least one of the dirty air inlet or the clean air outlet is located in the cylindrical portion.

8. A hanger according to any preceding claim wherein the scavenging air outlet is located in the conical portion.

9. The spreader of any preceding claim, further comprising a diagonal load support, wherein the centerline of the cyclone is parallel to the diagonal load support.

10. The hanger according to any preceding item, further comprising an inlet duct extending through the first surface and fluidly coupling the cooling air inlet to the dirty air inlet.

11. The hanger according to any preceding item, further comprising an outlet duct extending through the second surface and fluidly coupling the clean air outlet and the cooling air outlet.

12. The hanger according to any preceding claim, further comprising a unitary body having a first surface, a second surface, a third surface and a cyclone.

13. A shroud and hanger assembly for a turbine engine, comprising a hanger and a shroud, the hanger comprising: a first surface facing the cooling air flow; a second surface facing the heated gas stream; a third surface radially outward of the first surface; a cyclonic separator having a cyclone body at least partially defined by a third surface and having a dirty air inlet, a clean air outlet and a scavenge air outlet radially outward of the clean air outlet; and a cooling air circuit having a cooling air inlet on the first surface and a cooling air outlet on the second surface and extending through the cyclonic separator between the dirty air inlet and the clean air outlet; the shroud includes: an inner surface facing the second surface of the hanger; a heating surface facing the heating air flow; and a shroud cooling circuit fluidly coupled to the cooling air circuit and extending through the shroud between a shroud inlet on the inner surface and a shroud outlet on the heating surface.

14. A shroud and hanger assembly according to any preceding claim wherein the dirty air inlet is located radially outwardly of the clean air outlet.

15. The shroud and hanger assembly of any preceding claim, wherein the cyclone body further comprises a conical portion and a cylindrical portion.

16. The shroud and hanger assembly of any preceding item, wherein the shroud inlet is fluidly coupled to the clean air outlet at the cylindrical portion.

17. The shroud and hanger assembly of any preceding claim wherein the scavenge air outlet is located at the cone portion and is fluidly separate from the shroud cooling circuit.

18. The shroud and hanger assembly of any preceding claim further comprising a baffle located between the first surface of the hanger and the inner surface of the shroud and defining at least one of a forward impingement cavity or a rearward impingement cavity.

19. A turbine engine including an axial flow arrangement of a compressor, a combustor and a turbine, comprising: a cooling component having an internal cooling channel and a heating surface facing the heating gas flow; and a hanger comprising: a first surface facing the cooling air flow; a second surface facing the heated gas stream; a third surface radially outward of the first surface; a cyclonic separator having a cyclone body at least partially defined by a third surface and having a dirty air inlet, a clean air outlet and a scavenge air outlet radially outward of the clean air outlet; and a cooling air circuit having a cooling air inlet on the first surface and a cooling air outlet on the second surface and extending through the cyclonic separator between the dirty air inlet and the clean air outlet.

20. A turbine engine according to any preceding claim, wherein the cooling component comprises a portion of a casing surrounding at least one of the compressor, the combustor or the turbine.