阅读说明：本技术 用于气体涡轮引擎的安装设备 (Mounting apparatus for gas turbine engine ) 是由 理查德·迈耶 于 2019-12-31 设计创作，主要内容包括：本发明提供了一种用于将气体涡轮引擎安装到飞行器上的安装设备。所述安装设备包括可操作地连接到所述气体涡轮引擎和所述飞行器的推力支柱。所述推力支柱限定推力支柱轴线。所述安装设备还包括约束结构。所述约束结构包括周向设置在所述推力支柱上的托架以及连接到所述托架和所述气体涡轮引擎的至少一个细长构件。所述约束结构相对于所述推力支柱的所述推力支柱轴线径向和周向地约束所述推力支柱,同时允许所述推力支柱沿推力支柱轴线的方向移动。(The present invention provides a mounting apparatus for mounting a gas turbine engine to an aircraft. The mounting apparatus includes a thrust strut operatively connected to the gas turbine engine and the aircraft. The thrust strut defines a thrust strut axis. The mounting apparatus further includes a constraint structure. The constraining structure includes a carrier circumferentially disposed on the thrust strut and at least one elongated member connected to the carrier and the gas turbine engine. The constraining structure constrains the thrust strut radially and circumferentially relative to the thrust strut axis of the thrust strut while allowing the thrust strut to move in the direction of the thrust strut axis.)

1. A mounting apparatus for mounting a gas turbine engine to an aircraft, the mounting apparatus comprising:

a thrust strut operatively connected to the gas turbine engine and the aircraft, the thrust strut defining a thrust strut axis along a length of the thrust strut;

a constraint structure, the constraint structure comprising:

a carrier circumferentially disposed on the thrust strut; and

at least one elongated member connected to the carrier and the gas turbine engine,

wherein the constraining structure constrains the thrust strut radially and circumferentially relative to the thrust strut axis of the thrust strut while allowing axial movement of the thrust strut along the thrust strut axis.

2. The mounting apparatus of claim 1, wherein the at least one elongate member is adapted to flex to allow the axial movement of the thrust strut along the thrust strut axis.

3. The mounting apparatus of claim 1, wherein the bracket includes an annular portion disposed about the thrust strut.

4. The mounting apparatus of claim 3, wherein the bracket further comprises a pair of flange portions connected to the annular portion, and wherein the at least one elongated member is connected to at least one of the pair of flange portions.

5. The mounting apparatus of claim 1, wherein the bracket comprises:

an annular member disposed about the thrust strut;

a first clamp member including a first curved portion disposed at least partially around the annular member and including a pair of first flange portions, wherein each first flange portion of the pair of first flange portions is disposed at a respective end of the first curved portion; and

a second clamp member including a second curved portion disposed at least partially around the annular member and including a pair of second flange portions, wherein each of the pair of second flange portions is disposed at a respective end of the second curved portion, and wherein each of the pair of second flange portions is connected to a respective first flange portion of the pair of first flange portions.

6. The mounting apparatus of claim 5, wherein the at least one elongated member is connected to at least one of the pair of first flange portions and at least one of the pair of second flange portions.

7. The mounting apparatus of claim 1, wherein the bracket comprises:

an annular member disposed about the thrust strut; and

a clamping member, the clamping member comprising:

a curved portion disposed at least partially around the annular member, the curved portion including a pair of split ends;

a pair of first flange portions connected to each other, wherein each of the pair of first flange portions is disposed at a respective split end of the pair of split ends; and

a second flange portion extending from the curved portion and spaced apart from the pair of first flange portions.

8. The mounting apparatus of claim 7, wherein the at least one elongated member is connected to one or more of the pair of first flange portions and the second flange portion.

9. The mounting apparatus of claim 1, wherein the at least one elongated member is connected to a flange of the gas turbine engine.

10. The mounting apparatus of claim 1, wherein the at least one elongated member is connected to a boss of the gas turbine engine.

11. The mounting apparatus of claim 1, wherein the at least one elongated member is connected to an engine housing of the gas turbine engine.

12. The mounting apparatus of claim 1, wherein the at least one elongated member is connected to a nacelle of the gas turbine engine.

13. The mounting device of claim 1, wherein the constraint structure comprises a pair of the elongated members.

14. The mounting apparatus of claim 1, further comprising a plurality of said constraining structures spaced apart from one another along a length of said thrust strut.

15. An aircraft comprising a gas turbine engine, wherein the gas turbine engine is mounted to the aircraft by the mounting apparatus of claim 1.

Background

The present disclosure relates to mounting apparatus, and more particularly to mounting apparatus for gas turbine engines.

Mounting arrangements for gas turbine engines typically include one or more thrust struts connecting the gas turbine engine to a mounting platform. The mounting station is connected to a portion of the aircraft. The thrust strut transfers the engine thrust load to the mount. The thrust strut may be subject to vibration during operation of the gas turbine engine. For example, the natural frequency of the thrust strut may be at a forcing frequency of one or more rotor speeds of the gas turbine engine. In some cases, there may not be any such frequencies: the thrust strut may be tuned to this frequency to avoid being driven by the operating frequency of the rotor. The vibration of the thrust strut may be transmitted to the gas turbine engine and the aircraft. The vibrations may reduce the life of the gas turbine engine and various components of the aircraft.

Disclosure of Invention

The present disclosure provides a mounting device and an aircraft as set forth in the appended claims.

According to a first aspect, there is provided a mounting apparatus for mounting a gas turbine engine to an aircraft, the mounting apparatus comprising:

a thrust strut operatively connected to the gas turbine engine and the aircraft, the thrust strut defining a thrust strut axis along a length of the thrust strut;

a constraint structure, the constraint structure comprising:

a carrier circumferentially disposed on the thrust strut; and

at least one elongated member connected to the carrier and the gas turbine engine,

wherein the constraining structure constrains the thrust strut radially and circumferentially relative to the thrust strut axis of the thrust strut while allowing the thrust strut to move along the thrust strut axis.

The constraining structure may increase the natural frequency of vibration of the thrust strut outside of an envelope of the forcing frequency of the engine shaft or rotor. In other words, the constraining structure may increase a frequency of vibration of the thrust strut beyond the forcing frequency associated with the gas turbine engine. In addition, the constraining structure may prevent or attenuate the vibration of the thrust strut. For example, the constraining structure may prevent vibration in the arcuate mode of the thrust strut.

The constraining structure may constrain the thrust strut circumferentially and radially. However, the constraining structure may be flexible or compliant along the thrust strut axis of the thrust strut. In particular, the constraining structure allows axial movement of the thrust strut along the thrust strut. Because the constraining structure is flexible in the axial direction of the thrust strut, the stiffness of the constraining structure is also relatively low in the axial direction of the thrust strut compared to the thrust or axial load of the thrust strut. Thus, the thrust strut may remain statically determinate when the axial load applied by the constraining structure is a fraction or a small percentage of the thrust load experienced by the thrust strut. Thus, the statically determinate configuration of the thrust strut may be unaffected by the presence of the constraining structure.

The bracket may be fastened or connected to the thrust strut such that there is no relative movement between the thrust strut and the bracket. In some embodiments, the bracket may be clamped or clamped to the thrust strut by a clamping member. The clamping member may have a one-piece construction or a two-piece construction. In some other embodiments, an interference fit may be provided between the carrier and the thrust strut.

The containment structure may have a simple design that is low cost and easy to manufacture and incorporate into the gas turbine engine. The constraining structure may also be retrofitted to a gas turbine engine. The constraining structure may eliminate the need for a thrust strut with an excessively large diameter. The benefits of the constraint structure design can also be established quite easily with computational methods (e.g., finite element methods) rather than relying on engine testing.

In some embodiments, the at least one elongate member may be adapted to flex to allow the thrust strut to move along the thrust strut axis. The at least one elongate member is deformable or flexed to allow the carriage to move along the thrust strut axis of a thrust strut to provide axial compliance. Thus, the at least one elongate member may provide flexibility to the constraining structure along the thrust strut axis. Due to axial compliance, the thrust strut may remain statically determinate despite the constraining structure.

In some embodiments, the bracket may include an annular portion disposed about the thrust strut. The shape of the annular portion may depend on the shape of the thrust strut. In some embodiments, an interference fit may be provided between the annular portion and the thrust strut such that there is no relative movement between the thrust strut and the annular portion.

In some embodiments, the bracket may further comprise a pair of flange portions connected to the annular portion. The at least one elongated member may be connected to at least one of the pair of flange portions. The at least one elongated member may be attached to at least one of the pair of flange portions by various methods such as welding, brazing, fasteners, and adhesives.

In some embodiments, the bracket may include an annular member disposed about the thrust strut. The bracket may also include a first clamping member including a first curved portion disposed at least partially around the annular member and including a pair of first flange portions. Each of the pair of first flange portions is disposed at a respective end of the first bent portion. The bracket may also include a second clamping member including a second curved portion disposed at least partially around the annular member and including a pair of second flange portions. Each of the pair of second flange portions is disposed at a respective end of the second bent portion. Each of the pair of second flange portions is connected to a respective one of the pair of first flange portions. The first and second clamp members may clamp the annular member to the thrust strut. In some embodiments, each of the pair of second flange portions may be detachably connected to the respective first flange portion by a fastener. Thus, the pair of first flange portions can be easily disengaged from the second flange portion to remove the clamping force on the annular member. This may enable the annular member to be removed from the thrust strut for various purposes, such as repair, and replacement.

In some embodiments, the at least one elongated member may be connected to at least one of the pair of first flange portions and at least one of the pair of second flange portions. The at least one elongated member may be connected to at least one of the pair of first flange portions and at least one of the pair of second flange portions by various methods such as welding, brazing, fasteners, and adhesives.

In some embodiments, the bracket may include an annular member disposed about the thrust strut and include a gripping member. The clamping member may include a curved portion disposed at least partially around the annular member. The curved portion includes a pair of split ends. The bent portion may further include a pair of first flange portions connected to each other. Each of the pair of first flange portions is disposed at a respective one of the pair of split ends. The clamping member may further include a second flange portion extending from the curved portion and spaced apart from the pair of first flange portions. The clamping member may clamp the annular member to the thrust strut. In some embodiments, each of the pair of first flange portions may be detachably connected to each other by a fastener. Thus, the pair of first flange portions can be easily disengaged from each other to remove the clamping force on the annular member. This may enable the annular member to be removed from the thrust strut for various purposes, such as repair, and replacement.

In some embodiments, the at least one elongate member may be connected to one or more of the pair of first flange portions and the second flange portion. The at least one elongated member may be connected to one or more of the pair of first flange portions and the second flange portion by various methods, such as welding, brazing, fasteners, and adhesives. In some embodiments, the at least one elongated member may have a rectangular cross-section.

In some embodiments, the at least one elongated member may be connected to a flange of the gas turbine engine. The flange may be an existing flange of the gas turbine engine. The constraining structure may thus be retrofitted to the gas turbine engine.

In some embodiments, the at least one elongated member may be connected to a boss of the gas turbine engine. In some embodiments, the boss may be an existing boss of the gas turbine engine. In some other embodiments, the boss may be fitted for attachment with the at least one elongate member.

In some embodiments, the at least one elongated member may be connected to an engine casing of the gas turbine engine. The at least one elongated member may be attached to the engine housing by various methods such as fasteners, welding, brazing, and adhesives.

In some embodiments, the at least one elongated member may be connected to a nacelle of the gas turbine engine. The at least one elongated member may be attached to the engine housing by various methods such as fasteners, welding, brazing, and adhesives.

The at least one elongated member may be connected to the engine housing or the nacelle to suit a particular application.

In some embodiments, the constraining structure may comprise a pair of the elongate members. The number of elongated members may vary to suit a particular application.

In some embodiments, the mounting apparatus may further comprise a plurality of said constraining structures spaced apart from each other along the length of the thrust strut. The constraining structure may be disposed on a segment of the thrust strut that is expected to experience high strain for one or more vibration modes of the thrust strut.

According to a second aspect, there is provided an aircraft comprising a gas turbine engine, wherein the gas turbine engine is mounted to the aircraft by the mounting apparatus of the first aspect.

Those skilled in the art will appreciate that features described in relation to any one of the above aspects may be applied to any other aspect, with appropriate modification, unless mutually exclusive. Furthermore, any feature described herein may be applied to any aspect and/or in combination with any other feature described herein, unless mutually exclusive.

Drawings

Embodiments will now be described, by way of example only, with reference to the accompanying drawings, in which:

FIG. 1 is a cross-sectional side view of a gas turbine engine including a mounting apparatus;

FIG. 2 is a perspective view of a portion of a gas turbine engine illustrating a mounting apparatus;

FIG. 3 is a perspective view of a restraint structure of the mounting apparatus;

FIG. 4 is a perspective view of a portion of a gas turbine engine illustrating an alternative embodiment of a mounting apparatus;

FIG. 5 is a perspective view of a portion of a gas turbine engine illustrating an alternative embodiment of a mounting apparatus;

FIG. 6 is a perspective view of a portion of a gas turbine engine illustrating an alternative embodiment of a mounting apparatus;

FIG. 7 is a cross-sectional side view of a gas turbine engine illustrating an alternative embodiment of a mounting apparatus;

FIG. 8 is a perspective view of an alternative embodiment of a constraint structure;

FIG. 9 is a perspective view of an alternative embodiment of a constraint structure; and

fig. 10 is a perspective view of an alternative embodiment of a constraining structure.

Detailed Description

Referring to FIG. 1, a gas turbine engine is generally indicated at 100 and has a main axis of rotation X-X. Gas turbine engine 100 (interchangeably referred to as "engine 100") includes, in axial flow series, an air intake 102, a propeller fan 104, an intermediate pressure compressor 106, a high pressure compressor 108, a combustion apparatus 110, a high pressure turbine 112, an intermediate pressure turbine 114, a low pressure turbine 116, and a core engine exhaust nozzle 118. Nacelle 120 generally surrounds engine 100 and defines air intake 102, bypass duct 122, and bypass exhaust nozzle 124.

During operation, air entering the air inlet 102 is accelerated by the pusher fan 104 to create two air streams: a first airflow "a 1" entering the intermediate pressure compressor 106 and a second airflow "a 2" passing through the bypass duct 122 to provide propulsive thrust. The intermediate pressure compressor 106 compresses the airflow directed thereto and then delivers the air to the high pressure compressor 108 where further compression occurs.

The compressed air discharged from the high pressure compressor 108 is directed into a combustion device 110, where the compressed air is mixed with fuel and the mixture is combusted. The resulting hot combustion products then expand through and thereby drive high pressure turbine 112, intermediate pressure turbine 114, and low pressure turbine 116 to provide additional propulsive thrust, prior to being exhausted through core engine exhaust nozzle 118. High pressure turbine 112, intermediate pressure turbine 114, and low pressure turbine 116 each drive high pressure compressor 108, intermediate pressure compressor 106, and propulsive fan 104, respectively, through suitable interconnecting shafts and/or gear trains.

The engine 100 also includes a core engine 126 that includes various components, such as the intermediate pressure compressor 106, the high pressure compressor 108, the combustion apparatus 110, the high pressure turbine 112, the intermediate pressure turbine 114, the low pressure turbine 116, and the core engine exhaust nozzle 118. The core engine 126 also includes an engine casing 128 for at least partially enclosing one or more components of the core engine 126.

Mounting apparatus 200 is provided for mounting engine 100 to an aircraft (not shown). Mounting apparatus 200 includes a thrust strut 202 operatively connected to gas turbine engine 100 and the aircraft. In the illustrated embodiment of fig. 1, the thrust strut 202 is connected to the engine casing 128 at one end and to the engine mount 204 at the other end. The engine mount 204 is connected to a pylon 206. The pylon 206 is connected to an aircraft. For example, pylon 206 may be mounted on a wing of an aircraft. The engine 100 is thus attached to the wing of the aircraft. The aircraft includes a gas turbine engine 100. Furthermore, the gas turbine engine 100 is mounted to the aircraft by means of a mounting device 200. The thrust strut 202 is operatively connected to the aircraft via an engine mount 204 and a pylon 206. The thrust strut 202 may connect the forward section of the core engine 126 to the pylon 206. Although one thrust strut 202 is shown in fig. 1, the mounting apparatus 200 may include a plurality of thrust struts 202, such as two thrust struts 202. The mounting apparatus 200 may include an additional engine mount (not shown) connected to the pylon 206 for limiting various degrees of freedom (DOF) of the engine 100.

The thrust strut 202 defines a thrust strut axis "TA" along the length of the thrust strut 202. The axial direction "AD" of the thrust strut 202 is parallel to the thrust strut axis "TA" of the thrust strut 202. The thrust strut axis "TA" may also coincide with the central axis of the thrust strut 202. Further, the thrust strut 202 may transfer the load axially from the engine 100 to the pylon 206. In other words, the thrust strut 202 may transfer loads in the axial direction "AD". The thrust strut 202 may also be subject to vibration during operation of the engine 100. Mounting apparatus 200 also includes a constraining structure 208 disposed about thrust strut 202 and coupled to engine housing 128. The constraining structure 208 serves to dampen vibrations generated in the thrust strut 202. In some embodiments, constraining structure 208 constrains thrust strut 202 radially and circumferentially relative to a thrust strut axis "TA" of thrust strut 202 while allowing thrust strut 202 to move in the direction of thrust strut axis "TA". In other words, constraining structure 208 constrains thrust strut 202 in the radial direction "RD" and the circumferential direction "CD" (as shown in fig. 2) while allowing thrust strut 202 to move in the axial direction "AD". The radial direction "RD" and the circumferential direction "CD" are defined relative to a thrust strut axis "TA" of the thrust strut 202.

The engine 100 shown in FIG. 1 is exemplary in nature. Other gas turbine engines to which the present disclosure is applicable may have alternative configurations. By way of example, such engines may have an alternative number of interconnected shafts (e.g., two) and/or an alternative number of compressors and/or turbines. Additionally, the engine may include a gearbox disposed in the drive train from the turbine to the compressor and/or fan.

Although the described examples relate to turbofan engines, the present disclosure is applicable to any type of gas turbine engine, such as an open rotor (where the fan stages are not surrounded by a nacelle) or, for example, a turboprop engine, for example.

FIG. 2 shows a perspective view of the thrust strut 202 operatively connected to the front portion 210 of the engine casing 128. The thrust strut 202 may be mounted obliquely to the engine housing 128. Thus, the thrust strut 202 may be tilted with respect to the axis X-X of the engine 100 (as shown in FIG. 1). Specifically, the axial direction "AD" and the thrust strut axis "TA" of the thrust strut 202 are inclined relative to the axis X-X of the engine 100. Further, the first end portion 212 of the thrust strut 202 is pivotally connected to a connection bracket 214 of the engine housing 128 via a connection pin 216. The thrust strut 202 is thus operatively connected to the engine housing 128 via a pivot joint. However, in other embodiments, the thrust strut 202 may be connected to the engine housing 128 by a ball joint. A second end portion (not shown) of the thrust strut 202 is connected to the engine mount 204 (shown in fig. 1). In some embodiments, the second end portion of the thrust strut 202 is connected to the engine mount 204 by a ball joint. In some embodiments, the engine mount 204 includes a balance beam. The balance beam may balance axial loads of the thrust strut 202 with another thrust strut (not shown). In other embodiments, engine mount 204 includes a yoke assembly for connecting with the second end portion of thrust strut 202. In some other embodiments, the thrust strut 202 may be connected to the engine casing 128 and the engine mount 204 by other connection methods. The thrust strut 202 has a body 218 with a first end portion 212 and a second end portion disposed at both ends of the body 218. The body 218 of the thrust strut 202 has a substantially cylindrical shape. The body 218 of the thrust strut 202 may have a hollow cylindrical configuration or a solid cylindrical configuration. However, in other embodiments, the body 218 of the thrust strut 202 may have a non-circular shape, such as a polygon, an ellipse, or the like. The thrust strut 202 may be made of a metallic material, a non-metallic material, a composite material, or the like. In some embodiments, the body 218 of the thrust strut 202 defines a thrust strut axis "TA" and an axial direction "AD".

The connections at both ends of the thrust strut 202 may be designed to provide a statically determinate configuration for the thrust strut 202. Statically determinate configuration means that the load of the thrust strut 202 may be determined because there is a single axial load path through the thrust strut 202. Thus, the thrust strut 202 may be designed to carry substantially only thrust or axial loads, thereby preventing any interference with other mounting components of the engine 100. Moreover, due to the statically determinate configuration, thermal expansion of the engine 100 may not cause excessive loads on the thrust strut 202.

Because the thrust strut 202 extends from the front 210 of the engine 100 to the engine mount 204, the thrust strut 202 may be long and thin, i.e., have a large length to diameter ratio. The thrust strut 202 may thus be susceptible to vibration during operation of the engine 100. For example, the natural frequency of the thrust strut 202 may be at a forcing frequency of one or more rotor speeds of the engine 100 during operation. The fundamental vibration mode of the thrust strut 202 that causes the problem is typically the bow mode (rope skipping mode) of the thrust strut 202. Furthermore, gas turbine engines having geared arrangements typically operate with each engine rotor or shaft overlapping at a large frequency. Thus, there may not be any such frequencies: the thrust strut 202 may be tuned to this frequency to avoid being driven by the operating frequency of the engine shaft. The constraining structure 208 may increase the natural frequency of vibration of the thrust strut 202 outside the envelope of the forcing frequency of the engine shaft. In other words, the constraining structure 208 may increase the frequency of vibration of the thrust strut 202 beyond the forcing frequency associated with the engine 100. In addition, the constraining structure 208 may prevent or attenuate vibration of the thrust strut 202. For example, the constraining structure 208 may prevent vibration in the bow mode of the thrust strut 202.

Constraining structure 208 includes a carrier 302 circumferentially disposed on thrust strut 202 and at least one elongated member 304 connected to carrier 302 and gas turbine engine 100. Specifically, the bracket 302 is circumferentially disposed on the body 218 of the thrust strut 202. In the illustrated embodiment, the constraining structure 208 includes a pair of elongated members 304. However, the constraining structure 208 may have one or more elongated members 304 to suit a particular application. Each elongate member of the pair of elongate members 304 may extend substantially perpendicular to a thrust strut axis "TA" of the thrust strut 202. Bracket 302 may be fastened or connected to thrust strut 202 to prevent any relative movement between bracket 302 and thrust strut 202. In addition, the cradle 302 includes an annular member 306 (see fig. 6) disposed about the thrust strut 202 and a clamp member 308 disposed at least partially about the annular member 306. Specifically, the annular member 306 is disposed about the body 218 of the thrust strut 202. An annular member 306 is disposed on an outer surface of the body 218 of the thrust strut 202. Clamping member 308 may clamp or clamp annular member 306 to thrust strut 202 to prevent any relative movement between annular member 306 and thrust strut 202. In other embodiments, an interference fit may be provided between the annular member 306 and the thrust strut 202 to prevent any relative movement between the annular member 306 and the thrust strut 202. In the case of an interference fit, the clamping member 308 may not be present. Accordingly, the carrier 302 may be clamped or interference fit to the thrust strut 202 to prevent relative movement between the carrier 302 and the thrust strut 202.

In some embodiments, the gripping member 308 is a single component. In some other embodiments, the clamping member 308 comprises two separate components connected to each other, for example, by a fastener. The clamping member 308 also includes a pair of flange portions 310 (only one shown in fig. 2). Each elongated member of the pair of elongated members 304 may be connected to a respective flange portion 310 of the pair of flange portions 310. The elongated member 304 may be attached to the flange portion 310 by various methods (e.g., fasteners, welding, brazing, adhesives, etc.). Further, the at least one elongated member 304 is connected to the engine casing 128 of the gas turbine engine 100. Specifically, the elongated member 304 may be attached to the engine casing 128 by various methods, such as fasteners, welding, brazing, adhesives, and the like. Each of the elongated members 304 may be connected to a flange or boss of the engine 100. A flange or boss may be provided on the engine housing 128. In some embodiments, the at least one elongate member 304 is adapted to flex to allow the thrust strut 202 to move in a direction parallel to the thrust strut axis "TA". Specifically, each of the elongated members 304 is adapted to flex to allow the thrust strut 202 to move in the axial direction "AD".

Constraining structure 208 radially and circumferentially constrains thrust strut 202 relative to thrust strut axis "TA" while allowing thrust strut 202 to move in the direction of thrust strut axis "TA". The constraining structure 208 imposes constraints on the thrust strut 202 in the radial direction "RD" and the circumferential direction "CD". However, the constraining structure 208 is flexible or compliant in the axial direction "AD" of the thrust strut 202. Elongate member 304 may deform or flex to allow movement of carriage 302 in axial direction "AD" to provide axial compliance. Specifically, the ring member 306 is movable in the axial direction "AD" with the thrust strut 202 to provide axial compliance. Because the constraining structure 208 is flexible in the axial direction "AD," the stiffness of the constraining structure 208 is also relatively low in the axial direction "AD" compared to the thrust or axial loading of the thrust strut 202. Thus, when the axial load applied by the constraining structure 208 is a fraction or a small percentage of the thrust load experienced by the thrust strut 202, the thrust strut 202 may remain statically determinate. Thus, the constraining structure 208 may not statically over-ride the thrust strut 202. In other words, the statically determinate configuration of the thrust strut 202 may be unaffected by the presence of the constraining structure 208.

Constraining structure 208 may be configured to provide a desired stiffness in different directions (e.g., circumferential "CD", radial "RD", and/or axial "AD"). For example, the thickness of the ring member 306, the length of the ring member 306, the thickness of the gripping member 308, and/or the thickness of the elongated member 304 may be selected according to the desired stiffness in different directions. The axial position of the annular member 306 along the length of the thrust strut 202 may also be tuned to affect the frequency of interest. For example, the distance "D1" between ring member 306 and first end portion 212 of thrust strut 202 may be selected to suit a particular application. The inner diameter of the ring member 306 may be less than or equal to the outer diameter of the body 218 of the thrust strut 202. Further, the inner diameter of the gripping member 308 may be less than or equal to the outer diameter of the annular member 306. The length of the gripping member 308 may be less than or equal to the length of the annular member 306. The length of each of the elongated members 304 may depend on the distance between the engine casing 128 and the thrust strut 202 at the attachment region of the ring member 306. The elongated members 304 may have different lengths to account for the curvature of the engine casing 128 and the angled mounting of the thrust strut 202. However, if the thrust strut 202 is coaxially mounted on the engine housing 128, the elongate members 304 may have substantially equal lengths.

In the illustrated embodiment, the annular member 306 has a substantially annular shape. However, the shape of the ring member 306 may depend on the shape of the body 218 of the thrust strut 202. Specifically, the shape of the inner surface of the ring member 306 may be substantially similar to the shape of the outer surface of the body 218 of the thrust strut 202. For example, if the body 218 of the thrust strut 202 has a non-circular shape, the annular member 306 may have a similar non-circular shape. The shape of the gripping member 308 may be based on the shape of the annular member 306.

The ring member 306 may be made of a metallic material (metal or alloy), a non-metallic material, a composite material, or the like. In some embodiments, the ring member 306 is made of an anti-fretting material to prevent wear or damage to the body 218 of the thrust strut 202. The clamping member 308 and the elongated member 304 may be made of a metallic material (metal or alloy), a non-metallic material, a composite material, or the like. The materials of the ring member 306, the clamp member 308, and the elongated member 304 may be selected to suit a particular application.

The constraining structure 208 may have a simple design that is low cost and easy to manufacture and incorporate into the engine 100. For example, the ring member 306 is slidably disposed on the body 218 of the thrust strut 202. Then, a clamp member 308 may be disposed on the annular member 306 to clamp the annular member 306 to the body 218 of the thrust strut 202. The elongated member 304 may then be attached to the respective flange portion 310 and the engine housing 128. In some embodiments, the constraining structure 208 may be retrofitted to the gas turbine engine 100. In the absence of the constraining structure 208, the thrust strut may generally need to have a large diameter to increase the natural frequency beyond the forcing frequency of the engine 100. The constraining structure 208 may eliminate the need for such thrust struts having excessive diameters and/or thicknesses. The benefits of the constraint structure 208 design may also be established quite easily with computational methods (e.g., finite element methods) rather than relying on engine testing.

In the illustrated embodiment of FIG. 2, one thrust strut 202 is shown with a constraining structure 208. However, in other embodiments, there may be a plurality of such thrust struts 202, with each thrust strut 202 provided with a constraining structure 208.

Fig. 3 illustrates a perspective view of a constraint structure 400 according to another embodiment of the present disclosure. Fig. 4 shows a constraining structure 400 mounted on thrust strut 202. The constraint structure 400 may be part of the mounting device 401 (shown in fig. 4) or the mounting device 200 (shown in fig. 1 and 2). Mounting apparatus 401 also includes thrust strut 202. Referring to fig. 3 and 4, constraining structure 400 includes a bracket 402 circumferentially disposed on thrust strut 202 and at least one elongated member 404 connected to bracket 402 and gas turbine engine 100. Specifically, the bracket 402 is circumferentially disposed on the body 218 of the thrust strut 202. In the illustrated embodiment, the constraining structure 400 includes a pair of elongate members 404. However, the constraint structure 400 may have one or more elongated members 404 to suit a particular application. Each elongate member of the pair of elongate members 404 may extend in a direction substantially perpendicular to the axial direction "AD" of the thrust strut 202. In other words, each elongate member of the pair of elongate members 404 may extend substantially perpendicular to the thrust strut axis "TA". Further, the bracket 402 includes an annular member 406, a first clamping member 408, and a second clamping member 410. An annular member 406 is disposed about thrust strut 202. Specifically, the annular member 406 is disposed about the body 218 of the thrust strut 202. An annular member 406 is disposed on an outer surface of the body 218 of the thrust strut 202. The annular member 406 may have a substantially annular shape with a rectangular cross-section. However, the annular member 406 may have any alternative cross-sectional shape (e.g., circular) to suit a particular application.

The first and second clamp members 408, 410 may together surround at least a portion of the annular member 406. The first clamping member 408 includes a first curved portion 412 disposed at least partially around the annular member 406 and includes a pair of first flange portions 414. The first curved portion 412 defines two ends 416 (only one shown). Each of the pair of first flange portions 414 is disposed at a respective end 416 of the first curved portion 412. Similarly, the second clamping member 410 includes a second curved portion 418 disposed at least partially around the annular member 406 and includes a pair of second flange portions 420. The second curved portion 418 defines two ends 422 (only one shown). Each of the pair of second flange portions 420 is disposed at a respective end 422 of the second curved portion 418. Each of the pair of second flange portions 420 is connected to a respective first flange portion 414 of the pair of first flange portions 414. In the illustrated embodiment, the second flange portions 420 are removably coupled to the respective first flange portions 414 via respective fasteners 424. Each fastener 424 may include a nut 426 and a bolt 428. Alternatively, each fastener may comprise a threaded rod. In other embodiments, the first flange portions 414 may be connected to the respective second flange portions 420 by alternative methods such as welding, brazing, adhesives, and the like. Each of the first flange portions 414 is disposed on a respective second flange portion 420. In addition, each of the first flange portions 414 may have a substantially cubic shape extending from the respective end 416 of the first curved portion 412. Similarly, each of the second flange portions 420 may have a substantially cubic shape extending from a respective end 422 of the second curved portion 418. After connecting first flange portion 414 and second flange portion 420, first clamping member 408 and second clamping member 410 may clamp or clamp annular member 406 to thrust strut 202 to prevent any relative movement between annular member 406 and thrust strut 202. Each of the first curved portion 412 and the second curved portion 418 has a substantially semi-circular shape having a rectangular cross-section. Thus, the first flange portion 414 and the second flange portion 420 may be disposed at diametrically opposite ends of the annular member 406. Alternatively, the first and second curved portions 412, 418 may have different shapes. Further, each of the first and second curved portions 412, 418 may have any alternative cross-sectional shape (e.g., circular) to suit a particular application.

The at least one elongated member 404 is connected to at least one first flange portion of the pair of first flange portions 414 and at least one second flange portion of the pair of second flange portions 420. Specifically, each elongated member of the pair of elongated members 404 is connected to a respective first flange portion 414 and a respective second flange portion 420. Each of the elongate members 404 defines a first end 404A proximal of the bracket 402 and a second end 404B distal of the bracket 402. The first end 404A of each elongated member 404 may be connected to a side surface of a respective first flange portion 414 and a respective second flange portion 420. The elongated members 404 may be attached to the respective first flange portions 414 and the respective second flange portions 420 by various methods, such as welding, brazing, adhesives, fasteners, and the like. The second end 404B of each elongated member 404 may be connected to the engine housing 128. In the illustrated embodiment, the at least one elongated member 404 is coupled to a boss 430 of the gas turbine engine 100. Specifically, each elongated member 404 is connected to a respective boss 430 (only one shown in fig. 4) extending from the engine casing 128 of the gas turbine engine 100. Each elongate member 404 is removably coupled to a respective boss 430 by fasteners 432. Each of the elongate members 404 may define an aperture (not shown) proximal to the second end 404B. Fasteners 432 may be received through corresponding apertures of elongate members 404. Further, the second end 404B of each elongated member 404 may be chamfered. The fasteners 432 may be nut and bolt assemblies, screws, and the like. The boss 430 may define an aperture (not shown) for receiving a fastener 432. However, in some other embodiments, each elongated member 404 may be connected to the respective boss 430 by alternative methods such as welding, brazing, adhesives, and the like. The boss 430 may be an existing boss of the engine housing 128. Alternatively, the boss 430 may be a new boss that is fitted for coupling with the respective elongated member 404. The boss 430 may be integral with the engine housing 128. Alternatively, the boss 430 may be attached to the engine casing 128 by welding, brazing, an adhesive, or the like.

Each of the elongated members 404 may have a substantially rectangular cross-section. However, each of the elongated members 404 may have any alternative cross-sectional shape (e.g., circular) to suit a particular application. The length of each of the elongated members 404 may depend on the distance between the engine casing 128 and the thrust strut 202 at the attachment region of the annular member 406. The elongated members 404 may have different lengths in order to account for the curvature of the engine casing 128 and the angled mounting of the thrust strut 202. Because the thrust strut 202 is inclined relative to the axis X-X of the engine 100, the distance between the surface of the engine casing 128 and the thrust strut 202 may be different at diametrically opposite ends of the thrust strut 202. An elongated member 404 having a greater length may be attached to a portion of the engine housing 128 that is located at a greater distance from the thrust strut 202. In addition, the elongated member 404 having a smaller length may be attached to another portion of the engine housing 128 that is located at a smaller distance from the thrust strut 202. However, in alternative embodiments, the elongate members 404 may have substantially equal lengths if the thrust strut 202 is coaxially mounted on the engine casing 128.

In some embodiments, the at least one elongate member 404 is adapted to flex to allow axial movement of the thrust strut 202 along the thrust strut axis "TA". Specifically, each of the elongated members 404 is adapted to flex to allow the thrust strut 202 to move in the axial direction "AD". Constraining structure 400 constrains thrust strut 202 radially and circumferentially relative to thrust strut axis "TA" while allowing thrust strut 202 to move in axial direction "AD". The constraining structure 400 imposes constraints on the thrust strut 202 in the radial direction "RD" and in the circumferential direction "CD". However, the constraining structure 400 is flexible or compliant in the axial direction "AD" of the thrust strut 202. The elongated member 404 deforms or flexes to allow the carriage 402 to move in the axial direction "AD" to provide axial compliance. Specifically, the ring member 406 is movable in the axial direction "AD" with the thrust strut 202 to provide axial compliance. Because the constraining structure 400 is flexible in the axial direction "AD," the stiffness of the constraining structure 400 is also relatively low in the axial direction "AD" compared to the thrust or axial loading of the thrust strut 202. Thus, when the axial load applied by the constraining structure 400 is a fraction or a small percentage of the thrust load experienced by the thrust strut 202, the thrust strut 202 may remain statically determinate. Thus, the constraining structure 400 may not statically over-ride the thrust strut 202. In other words, the statically determinate configuration of the thrust strut 202 may be unaffected by the presence of the constraining structure 400.

The constraining structure 400 may be configured to provide a desired stiffness in different directions (e.g., circumferential "CD", radial "RD", and/or axial "AD"). For example, the thickness of the annular member 406, the length of the annular member 406, the thickness of the first clamp member 408, the thickness of the second clamp member 410, and/or the thickness of the elongated member 404 may be selected according to the desired stiffness in different directions. The axial position of the annular member 406 along the length of the thrust strut 202 may also be tuned to affect the frequency of interest. The inner diameter of the annular member 406 may be substantially equal to the outer diameter of the body 218 of the thrust strut 202. Additionally, the inner diameter of each of the first and second clamp members 408, 410 may be less than or equal to the outer diameter of the annular member 406. The length of each of the first and second clamp members 408, 410 may be less than or equal to the length of the ring member 406.

In the illustrated embodiment, the annular member 406 has a substantially annular shape. However, the shape of the annular member 406 may depend on the shape of the body 218 of the thrust strut 202. Specifically, the shape of the inner surface of the annular member 406 may be substantially similar to the shape of the outer surface of the body 218 of the thrust strut 202. For example, if the body 218 of the thrust strut 202 has a non-circular shape, the annular member 406 may have a similar non-circular shape. The shape of the first and second clamp members 408, 410 may be based on the shape of the annular member 406.

The annular member 406 may be made of a metallic material (metal or alloy), a non-metallic material, a composite material, or the like. In some embodiments, the annular member 406 is made of an anti-fretting material to prevent wear or damage to the body 218 of the thrust strut 202. The first and second clamp members 408, 410 and the elongated member 404 may be made of a metallic material (metal or alloy), a non-metallic material, a composite material, or the like. The materials of the annular member 406, the first clamp member 408, the second clamp member 410, and the elongated member 404 may be selected to suit a particular application.

The constraint structure 400 may have a simple design that is low cost and easy to manufacture and incorporate into the engine 100. For example, the annular member 406 is slidably disposed on the body 218 of the thrust strut 202. Then, the first and second clamp members 408, 410 may be disposed on the ring member 406 and connected to each other via the fasteners 424 to clamp the ring member 406 to the body 218 of the thrust strut 202. The elongated members 404 may then be attached to the respective first flange portions 414, the respective second flange portions 420, and the engine casing 128. In some embodiments, the constraint structure 400 may be retrofitted to the gas turbine engine 100. In the absence of the constraining structure 400, the thrust strut may generally need to have a large diameter to increase the natural frequency beyond the forcing frequency of the engine 100. The constraining structure 400 may eliminate the need for such thrust struts having an excessively large diameter. The benefits of the constraint structure 400 design can also be established quite easily with computational methods (e.g., finite element methods) rather than relying on engine testing.

The constraining structure 400 may also be easily removed from the thrust strut 202 and the engine casing 128 for various purposes, such as repair, and/or replacement. For example, the elongated members 404 may be disengaged from the respective bosses 430 by loosening the fasteners 432. The fasteners 424 connecting the respective first and second flange portions 414, 420 may be loosened to remove the clamping force on the ring member 406. The constraining structure 400 may then be removed from the thrust strut 202 by sliding the annular member 406 along the thrust strut 202.

Fig. 5 shows a perspective view of a mounting device 500 comprising a constraining structure 400. As shown in fig. 5, the at least one elongated member 404 is connected to a flange 502 of the gas turbine engine 100. Specifically, the pair of elongated members 404 are connected to the flange 502. The flange 502 may extend from a surface of the engine casing 128. Fasteners 432 (only one shown in fig. 5) connect the respective elongate member 404 to the flange 502. The fastener 432 may be received in one of the apertures 504 of the flange 502. The flange 502 may be an existing flange of the engine casing 128.

Fig. 6 illustrates a mounting apparatus 600 that includes a plurality of constraining structures 208 spaced apart from each other along the length of thrust strut 202. In the illustrated embodiment of FIG. 6, three constraining structures 208 are provided on thrust strut 202. However, any number of constraint structures 208 may be provided based on application requirements. The constraining structure 208 may be disposed on a segment of the thrust strut 202 that is expected to experience high strain for one or more vibration modes of interest (e.g., bow mode). Distance "F1" and distance "F2" between adjacent constraining structures 208 may be selected accordingly. Distances "F1" and "F2" may be substantially equal to each other. Alternatively, the distances "F1" and "F2" may be different from each other. Additionally, as shown in fig. 6, the length of the elongated member 304 of the corresponding constraining structure 208 varies based on the distance between the thrust strut 202 and the surface of the engine casing 128 at the corresponding mounting location of the constraining structure 208. For example, as the thrust strut 202 is tilted relative to a horizontal plane or axis, the length of the elongated member 304 may increase as the distance from the first end portion 212 of the thrust strut 202 increases.

Although a plurality of constraining structures 208 are shown in FIG. 6, a plurality of constraining structures 400 (shown in FIG. 3) may alternatively be provided on thrust strut 202. The constraining structures 400 may be spaced apart from each other along the length of the thrust strut 202. The elongated members 404 of one or more constraining structures 400 may be connected to respective bosses 430 (shown in fig. 4). Alternatively or additionally, the elongated members 404 of one or more constraining structures 400 may be connected to respective flanges 502 (as shown in fig. 5). In some embodiments, one or more constraining structures 208 and one or more constraining structures 400 may be disposed on thrust strut 202.

Fig. 7 shows a gas turbine engine 100 with a mounting apparatus 700. The mounting apparatus 700 is substantially similar to the mounting apparatus 200 shown in fig. 1 and 2. However, in the illustrated embodiment of fig. 7, the constraining structure 208 is attached to the nacelle 120 rather than the engine casing 128. Specifically, the at least one elongated member 304 (shown in FIG. 2) is coupled to the nacelle 120 of the gas turbine engine 100. Thus, the at least one elongated member 304 is attached to the bypass side of the engine 100 rather than the core engine 126. In some embodiments, a plurality of constraining structures 208 may be disposed along thrust strut 202 with corresponding elongated members 304 connected to nacelle 120. In some other embodiments, one or more constraining structures 400 (shown in fig. 3) may additionally or alternatively be provided on thrust strut 202 with corresponding elongated members 404 connected to nacelle 120. The elongated members 404 of one or more constraining structures 400 may be connected to a respective boss 430 (as shown in fig. 4) or to a respective flange 502 (as shown in fig. 5).

Fig. 8 illustrates a constraint structure 800 according to another embodiment of the present disclosure. The constraint structure 800 is substantially similar to the constraint structure 400 (shown in fig. 3). However, rather than the two-piece construction of the first and second clamp members 408, 410 of the constraint structure 400, the constraint structure 800 includes a clamp member 808 having a one-piece construction. The restraint structure 800 may be part of the mounting apparatus 200, 401, 500, 600, or 700.

Constraining structure 800 includes a bracket 802 circumferentially disposed on thrust strut 202 and at least one elongated member 804 connected to bracket 802 and gas turbine engine 100. In the illustrated embodiment of fig. 8, the constraining structure 800 includes a pair of elongate members 804 identical to the pair of elongate members 404 of the constraining structure 400. The bracket 802 includes an annular member 806 that is identical to the annular member 406 of the constraining structure 400. The annular member 806 is configured to be disposed about the thrust strut 202. The gripping member 808 includes a curved portion 810 disposed at least partially around the annular member 806. The curved portion 810 includes a pair of split ends 812. Specifically, the curved portion 810 may have a substantially annular shape with a split end 812. The clamp member 808 also includes a pair of first flange portions 814 that are connected to each other. Each first flange portion of the pair of first flange portions 814 is disposed at a respective split end 812 of the pair of split ends 812. The clamping member 808 further includes a second flange portion 816 extending from the curved portion 810 and spaced apart from the pair of first flange portions 814. The pair of first flange portions 814 may be connected to each other by fasteners 818. The fastener 818 may include a nut 820 and a bolt 822. Each of the pair of first flange portions 814 may have a substantially cubic shape. Additionally, the second flange portion 816 may have a substantially cubic shape.

The at least one elongated member 804 is connected to one or more of the pair of first flanged portions 814 and second flanged portions 816. In the illustrated embodiment, one of the elongated members 804 is connected to the pair of first flange portions 814. The other elongate member 804 is connected to the second flanged portion 816. The elongated member 804 is connected to the engine housing 128 via corresponding fasteners 832 equivalent to the fasteners 432 of the constraint structure 400.

Fig. 9 illustrates a constraint structure 900 according to another embodiment of the present disclosure. The constraint structure 900 is substantially similar to the constraint structure 400 (shown in fig. 3). However, the constraining structure 900 includes a single elongate member 904 rather than the pair of elongate members 404 of the constraining structure 400. The constraining structure 900 may be part of the mounting apparatus 200, 401, 500, 600, or 700 described above.

Constraining structure 900 includes a carrier 902 disposed circumferentially around thrust strut 202 and an elongated member 904 coupled to carrier 902 and gas turbine engine 100. The carrier 902 includes an annular member 906 that is identical to the annular member 406 of the constraint structure 400. The annular member 906 is configured to be disposed about the thrust strut 202. The cradle further includes first and second clamping members 908 and 910 that are identical to first and second clamping members 408 and 410, respectively, of restraint structure 400. The first clamping member 908 includes a first curved portion 912 disposed at least partially around the annular member 906 and includes a pair of first flange portions 914. First curved portion 912 defines two ends 916 (only one shown). Each of the pair of first flange portions 914 is disposed at a respective end 916 of the first curved portion 912. Similarly, second clamping member 910 includes a second curved portion 918 at least partially disposed about annular member 906 and includes a pair of second flange portions 920. The second curved portion 918 defines two ends 922 (only one shown). Each second flange portion of the pair of second flange portions 920 is disposed at a respective end 922 of the second curved portion 918. Each of the pair of second flange portions 920 is connected to a respective first flange portion 914 of the pair of first flange portions 914. In the illustrated embodiment, the second flange portions 920 are removably coupled to the respective first flange portions 914 by respective fasteners 924. Each fastener 924 may include a nut 926 and a bolt 928.

The elongated member 904 may be a wide member that connects the bracket 902 to the engine housing 128. The elongated member 904 may extend in a direction substantially perpendicular to the axial direction "AD" of the thrust strut 202. In other words, the elongate member 904 may extend substantially perpendicular to the thrust strut axis "TA". The elongate member 904 includes a pair of legs 934 and a connecting portion 936 disposed between and connected to the pair of legs 934. The pair of legs 934 is connected to the respective first flange portion 914 and the respective second flange portion 920. The legs 934 may also be removably connected to the engine casing 128 via respective fasteners 932. The connecting portion 936 may include an upper curved edge 938 and a lower straight edge 940. However, the connecting portion 936 may have any alternative shape to suit a particular application.

Fig. 10 illustrates a constraint structure 1000 according to another embodiment of the present disclosure. The constraint structure 1000 is substantially similar to the constraint structure 400 (shown in fig. 3). However, the constraining structure 1000 does not include any clamping members. The constraint structure 1000 may be part of the mounting device 200, 401, 500, 600 or 700.

Constraining structure 1000 includes a bracket 1002 circumferentially disposed on thrust strut 202 and at least one elongated member 1004 connected to bracket 1002 and gas turbine engine 100. In the illustrated embodiment of fig. 10, the constraining structure 1000 includes a pair of elongate members 1004 equivalent to the pair of elongate members 404 of the constraining structure 400. The bracket 1002 includes an annular portion 1006 disposed about the thrust strut 202. In some embodiments, the annular portion 1006 may be connected to the thrust strut 202 via an interference fit. The bracket 1002 also includes a pair of flange portions 1008 that are connected to the ring portion 1006. The flange portions 1008 may extend from diametrically opposite ends of the annular portion 1006.

The at least one elongated member 1004 is connected to at least one of the pair of flange portions 1008. In the illustrated embodiment, each elongate member of the pair of elongate members 1004 is connected to a respective flange portion 1008 of the pair of flange portions 1008. The elongated member 1004 is connected to the engine casing 128 via respective fasteners 1032 equivalent to the fasteners 432 of the constraining structure 400.

It is to be understood that the present disclosure is not limited to the above-described embodiments, and that various modifications and improvements may be made without departing from the concepts described herein. Any feature may be used alone or in combination with any other feature or features unless mutually exclusive, and the disclosure extends to and includes all combinations and subcombinations of one or more features described herein.