阅读说明：本技术 气体涡轮引擎 (Gas turbine engine ) 是由 A.斯威夫特 于 2019-08-01 设计创作，主要内容包括：本公开题为“气体涡轮引擎”。公开了一种飞行器气体涡轮引擎(10),该飞行器气体涡轮引擎包括低压压缩机系统,该低压压缩机系统包括联接到低压轴(23)的低压压缩机(15)和联接到高压轴(24)的高压压缩机(16)。内核心壳体(34)沿该压缩机系统的压缩机叶片(42)径向向内设置。风扇(13)经由减速齿轮箱(14)联接到该低压轴(24)。该高压压缩机(16)包括沿该高压压缩机(16)的压缩机叶片径向向外设置的外核心壳体布置结构,该内核心壳体(34)和该外核心壳体布置结构在它们之间限定核心工作气流路径(B)；并且该外核心壳体布置结构包括第一外核心壳体(48)和与该第一外核心壳体(48)径向向外间隔开的第二外核心壳体(50)。(The present disclosure is entitled "gas turbine engine". An aircraft gas turbine engine (10) is disclosed that includes a low pressure compressor system including a low pressure compressor (15) coupled to a low pressure shaft (23) and a high pressure compressor (16) coupled to a high pressure shaft (24). An inner core shell (34) is disposed radially inward of compressor blades (42) of the compressor system. The fan (13) is coupled to the low pressure shaft (24) via a reduction gearbox (14). The high pressure compressor (16) includes an outer core shell arrangement disposed radially outwardly of compressor blades of the high pressure compressor (16), the inner core shell (34) and the outer core shell arrangement defining a core working gas flow path (B) therebetween; and the outer core shell arrangement includes a first outer core shell (48) and a second outer core shell (50) spaced radially outward from the first outer core shell (48).)

1. An aircraft gas turbine engine (10) comprising:

a compressor system including a low pressure compressor (15) coupled to a low pressure shaft (23) and a high pressure compressor (16) coupled to a high pressure shaft (24);

an inner core shell (34), the inner core shell (34) disposed radially inward of compressor blades (42) of the compressor system;

a fan (13), the fan (13) being coupled to the low pressure shaft (24) via a reduction gearbox (14);

the high pressure compressor (16) including an outer core shell arrangement disposed radially outwardly of compressor blades of the high pressure compressor (16), the inner core shell (34) and the outer core shell arrangement defining a core working gas flow path (B) therebetween; and is

The outer core shell arrangement includes a first outer core shell (48) and a second outer core shell (50) spaced radially outward from the first outer core shell (48);

wherein, at an axial plane (E) of the inlet of the high pressure compressor (16), the second outer core shell (50) has a radius greater than 0.25 times the radius of the fan (13).

2. An engine according to claim 1, wherein at the axial plane (E) of the inlet of the high pressure compressor (16), the second outer core casing (50) has an inner radius at least 1.4 times the inner radius of the first outer core casing (48).

3. An engine according to claim 1 or claim 2, the low pressure compressor (15) comprising an inner core shell (36) and an outer core shell (46), the ratio of the radius of the low pressure outer core shell (46) at the axial position of the final rotor stage (58) of the low pressure compressor (15) to the radius of the high pressure second outer core shell (50) at the first rotor stage (60) of the high pressure compressor (16) being between 1 and 1.2.

4. An engine according to any preceding claim, wherein the core compressor (15, 16) and the fan (13) are configured to provide an overall pressure ratio of between 40 and 80 during use.

5. An engine according to any preceding claim, wherein the low pressure compressor (15) is configured to provide a pressure ratio of between 2 and 4 during use.

6. An engine according to any preceding claim, wherein the high pressure compressor (16) is configured to provide a pressure ratio of between 10 and 30 during use.

7. An engine according to any preceding claim, wherein the fan (13) is configured to provide a fan pressure ratio of between 1.3 and 1.5.

8. An engine according to any preceding claim, wherein the fan (13) and the compressor (15, 16) define a bypass ratio of between 13 and 25.

9. An engine according to any of the preceding claims, wherein the second outer core casing (50) has an internal diameter at the axial plane (E) of the inlet of the high pressure compressor (16) greater than or substantially equal to the medium-high diameter of the final stage stator of the low pressure compressor (15).

10. An engine according to any one of the preceding claims, wherein the low pressure compressor (15) comprises a multistage axial compressor having two to four stages.

11. An engine according to any preceding claim, wherein the high pressure compressor (16) comprises 8 to 12 stages.

12. An engine according to any preceding claim, wherein the engine (10) comprises a high pressure turbine (18) coupled to the high pressure compressor (16) by the high pressure shaft (24), and a low pressure turbine (19) coupled to the low pressure compressor (15) by the low pressure shaft (23).

13. An engine according to any of the preceding claims, wherein the reduction gearbox (14) is arranged between the fan (13) and the low pressure compressor (15).

14. An engine according to any preceding claim, wherein the reduction gearbox (14) comprises an epicyclic gearbox.

15. An engine according to claim 14, wherein the reduction gearbox (14) comprises a planetary gearbox.

Technical Field

The present disclosure relates to geared aircraft gas turbine engines.

Background

Aircraft gas turbine engines typically include a gas turbine engine core and a core driven fan enclosed within a fan nacelle. The air flows through the fan in use and is divided into two streams downstream, a bypass stream and a core stream. The ratio between the mass flow rate of air in the bypass flow and the mass flow rate of the air flow of the core flow is referred to as the bypass ratio. At subsonic flight speeds, a large bypass ratio is required to achieve high efficiency.

Gas turbine engine efficiency may also be increased by increasing the total pressure ratio (OPR). High OPR results in high thermodynamic efficiency and therefore extremely low fuel combustion. A high OPR can be achieved by increasing the number of compressor stages.

However, a high OPR engine core (with a large number of compressor stages) and/or a high bypass ratio may result in a relatively long engine core. The high pressure ratio reduces the air mass flow required for a given engine power level, thus reducing the diameter of the compressor, particularly at the compressor outlet. In combination, this pushes the gas turbine engine towards a long and thin core design. Such cores may be prone to flexing in flight, which may result in rotor tip rubbing (which may lead to damage) and/or excessive tip clearance for engine core blades and fan blades (which may adversely affect efficiency). Increasing engine core stiffness through the use of additional struts may result in engine weight loss, which again reduces the overall aircraft level reduction in fuel consumption provided by high bypass ratios and/or high OPRs.

Disclosure of Invention

The present disclosure seeks to provide an aircraft gas turbine engine for ameliorating or overcoming some or all of these problems.

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

a compressor system including a low pressure compressor coupled to a low pressure shaft and a high pressure compressor coupled to a high pressure shaft;

an inner core shell disposed radially inward of compressor blades of the compressor system;

a fan coupled to the low-pressure shaft via a reduction gear box;

the high pressure compressor includes an outer core shell arrangement disposed radially outwardly of compressor blades of the high pressure compressor, the core shell and the outer core shell arrangement defining a core working gas flow path therebetween; and

an outer core shell arrangement including a first outer core shell and a second outer core shell spaced radially outward from the first outer core shell;

wherein the second outer core casing has a radius at an axial plane of the inlet of the high pressure compressor that is greater than 0.25 times a radius of the fan.

Thus, while the radius of the high pressure compressor is relatively small, the structurally load-bearing second outer core shell has a relatively large radius. This arrangement thus provides a relatively rigid, structurally efficient structure, which in turn reduces bending for a given structural weight. Engine deflection is reduced in flight allowing for a rigid core structure, allowing for reduced core rotor tip clearances and improved reduction gearbox shaft and gear tooth alignment. Since the bending loads are generated in part by the fan, it has been found that maintaining this relationship between the core outer casing and fan diameter is important over a wide range of fan diameters and engine core diameters.

The second outer core shell may have an inner radius at an axial plane of the inlet of the high pressure compressor that is at least 1.4 times an inner radius of the first outer core shell. Thus, a relatively straight second outer core shell is provided despite the large overall pressure ratio. Thus, a structurally rigid second outer core shell is provided while minimizing weight.

The low pressure compressor may include an inner core shell and an outer core shell. The engine may comprise a coupling arrangement arranged to couple the outer core housing of the low pressure compressor to a second outer core housing of an advertising high pressure compressor. A ratio of a radius of the low pressure outer core shell at an axial position of a final rotor stage of the low pressure compressor to a radius of the high pressure second outer core shell at a first rotor stage of the high pressure compressor may be between 1 and 1.2. Advantageously, the low pressure compressor outer core shell has a similar radius to the high pressure compressor second outer core shell such that the rolling moment caused by the radial offset of the high pressure outer core shell and the low pressure outer core shell is reduced compared to the prior art.

The core compressor and fan may be configured to provide an overall pressure ratio of between 40 and 80 during use.

The low pressure compressor may be configured to provide a total pressure ratio of between 2 and 4 during use.

The high pressure compressor may be configured to provide a total pressure ratio of between 10 and 30 during use.

The fan may be configured to provide a fan pressure ratio of between 1.3 and 1.5.

The fan and compressor may define a bypass ratio of between 13 and 25.

The second outer core shell may have an inner diameter at an axial plane of an inlet of the high pressure compressor that is greater than or substantially equal to a mid-to-high diameter of a final stage stator of the low pressure compressor.

The low pressure compressor may comprise a multi-stage axial compressor having two to four stages.

The high pressure compressor may include 8 to 12 stages, and may include 10 stages.

The engine may include a high pressure turbine coupled to a high pressure compressor by a high pressure shaft. The engine may include a low pressure turbine coupled to a low pressure compressor by a low pressure shaft.

The reduction gear box may be disposed between the fan and the low pressure compressor. The reduction gearbox may comprise an epicyclic gearbox and may comprise a planetary gearbox.

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;

FIG. 2 is a cross-sectional side view of a reduction gearbox of the gas turbine engine of FIG. 1;

FIG. 3 is a cross-sectional side view of the compressor section of FIG. 1;

fig. 4a and 4b are cross-sectional side views of the prior art compressor section and a portion of the compressor section of fig. 3, respectively.

Detailed Description

Referring to FIG. 1, a gas turbine engine, generally indicated at 10, has a primary axis of rotation 11. Engine 10 includes, in axial flow series, an air intake 12, a propeller fan 13, a low pressure compressor 15, a high pressure compressor 16, a combustion apparatus 17, a high pressure turbine 18, a low pressure turbine 19, and a core exhaust nozzle 20. Nacelle 21 generally surrounds engine 10 and defines air intake 12. A bypass passage inner housing 64 is also provided spaced radially inwardly from the nacelle 21 and defines a bypass passage therebetween.

The gas turbine engine 10 operates in a conventional manner such that air entering the air intake 12 is accelerated by the fan 13 to create two air flow paths: a first gas flow path a into the core 9, low pressure compressor 15, high pressure compressor 16 and downstream components of the engine as a core flow; and a second air flow path B passing through the bypass duct 22 to provide propulsive thrust, which serves as a bypass flow. The ratio of mass flow rates A: B defines the bypass ratio (BPR). The relative core and bypass mass flows may vary slightly in use depending on aircraft speed, altitude, engine power settings, etc. In the embodiment, the bypass ratio is 15 mid-cruise (i.e., where the engine is at a cruise throttle setting, between 30,000 feet and 40,000 feet in height, at a Mach number of about 0.85, and the fan 13 has a fan pressure ratio of about 1.4). This high bypass ratio results in a low specific thrust (i.e., maximum engine thrust in pounds divided by total intake airflow rate in pounds per second) of between 7 and 10, more typically between about 8 to 9. Typically, the fan tip load (i.e., delta enthalpy in the bypass flow through the fan rotor divided by the fan inlet tip rotational speed squared) is between 0.28 and 0.35, and more typically between 0.3 and 0.33. The low pressure compressor 15 compresses the airflow directed thereto before delivering the air to the high pressure compressor 16 where further compression occurs.

The compressed air discharged from the high-pressure compressor 16 is led into a combustion device 17, where it is mixed with fuel and the mixture is combusted. The resulting hot combustion products are then expanded through the high pressure turbine 18 and the low pressure turbine 19 before being discharged through the nozzle 20, thereby driving the high pressure turbine 18 and the low pressure turbine 19 to provide additional propulsive thrust. The total thrust provided by both flow a and flow B is typically in the range of 35,000 to 130,000 lbf. The high pressure turbine 18 drives the high pressure compressor 16 through an interconnecting shaft, high pressure shaft 24. The low pressure turbine 19 drives the low pressure compressor 15 and the fan 13 through an interconnecting shaft, a low pressure shaft 23. An epicyclic gearbox 14 is coupled between the low pressure shaft 23 and the fan 13 so that the fan 13 rotates more slowly than the low pressure turbine 19 which drives it. The low pressure compressor 15 may be located on either side of the epicyclic gearbox 14. If it is on the same side as the fan 13, it may be referred to as a booster compressor.

An epicyclic gearbox 14 is shown in figure 2. It comprises an outer toothed sun gear 26 and an inner toothed ring gear 28 concentric with the sun gear 26. As shown, an array of five outer toothed planet gears 30 is disposed radially between the sun gear 26 and the ring gear 28. The teeth of the planet gears 30 intermesh with the teeth of the sun gear 26 and the ring gear 28. The planet gears 30 are held in fixed relation to one another by a planet carrier 32. Each planet gear 30 is mounted to the planet carrier 32 by bearings so that it is free to rotate about its own axis but cannot move relative to the planet carrier 32.

The epicyclic gearbox 14 is arranged in a planetary configuration. The drive input from the low pressure turbine 19 is therefore received into the sun gear 26 and the drive output to the fan 13 is delivered from the planet carrier 32. The ring gear 28 remains stationary and does not rotate. Thus, as drive is delivered to the sun gear 26, the interaction of the teeth causes the planet gears 30 to rotate about their own axes and precess (orbit) around the interior of the ring gear 28. Movement of the planet gears 30 about the ring gear 28 causes the planet gear carrier 32 to rotate. In this embodiment, the gearbox has a reduction ratio of about 3.5: 1.

The low pressure compressor 15 and the high pressure compressor 16 form a compressor section of the engine 10, which is shown in more detail in fig. 3.

Each compressor 15,16 in the compressor section includes a respective multi-stage axial compressor, each stage including a respective compressor rotor 42 and stator 44. Each rotor 42 and stator 44, in turn, includes a plurality of blades. The low pressure compressor 15 includes three compressor stages and provides a pressure ratio of about 3:1, while the high pressure compressor 16 includes 10 compressor stages and provides a pressure ratio of about 15: 1. Thus, the large number of axial compressor stages and fans provide a high Overall Pressure Ratio (OPR) of about 60: 1. The OPR is defined by the ratio between the pressure at the compressor outlet (i.e., immediately upstream of the combustor) divided by the inlet pressure at the engine inlet (i.e., upstream of the fan). The geared fan architecture enables the low pressure compressor 15 to have a high OPR, a relatively small diameter, a low pressure ratio, and/or have a relatively small number of stages. This is because the rotational speed of the low pressure compressor 15 is separated from the rotational speed of the fan 13 (considering the reduction gear box 14), and thus the low pressure compressor 15 can be rotated at a relatively high speed while the fan 13 is rotated at a relatively low speed. This results in the rotor 42 of the low pressure compressor 15 having a high tip speed for a given rotor diameter and therefore a higher pressure ratio compared to a direct drive two-shaft gas turbine engine. Alternatively, the rotor tip diameter may be reduced for a given pressure ratio.

Due to this combination of high OPR, high compressor progression, and relatively small compressor rotor tip diameter, a core compressor with a high aspect ratio (i.e., a high ratio of compressor section length C to maximum radius D of the compressor rotor) may be produced. In this embodiment, the compressor section aspect ratio is about 1.3, and may generally be between 1.2 and 1.5, or even higher. In view of such high aspect ratio cores, the compressors 15,16 may be prone to flexing in flight, which may result in reduced tip clearance and, therefore, rotor tip damage. One solution to this problem is to increase the rotor tip clearance, but this will reduce the compressor efficiency. Alternatively, additional material may be used to reinforce the compressor housing, but this will result in an increase in weight. On the other hand, the present disclosure solves this problem as described below.

As indicated above, the engine has a larger fan 13 with a radius indicated by line K. The relatively large fan radius K creates a high bypass ratio with respect to the area B of the core inlet.

The compressor section includes a radially inner core wall 34 disposed radially outward of the low and high pressure shafts 23, 24. A radially inner core wall 34 extends in a generally axial direction between a compressor inlet 36 downstream of the fan 13 and upstream of the low pressure compressor 15 to a compressor outlet 38 downstream of the high pressure compressor 16 and upstream of the combustor 17. The radially inner core wall 34 has a curved profile in axial cross-section. Generally, the inner core wall 34 curves radially inward from the compressor inlet 36 to the front face of the low pressure compressor 15. The inner core wall 34 then extends radially outward through the low pressure compressor 15 before again bending radially inward through the diffuser 40 between the low pressure compressor 15 and the high pressure compressor 16. The inner core wall 34 again extends radially outwardly through the high pressure compressor 16. The increase in the radial extent of the radially inner core wall 34 through the compressors 15,16 achieves a substantially constant rotor tip diameter, thereby ensuring a substantially constant compressor tip speed through the compressors 15,16 while allowing the cross-sectional area through the compressors to decrease in the downstream direction. At the same time, the radially inward bow upstream of each compressor 15,16 is a result of the different rotational speeds of the low and high pressure shafts 23, 24, which results in the respective compressors 15,16 having different tip diameters.

The compressor section also includes a radially outer core wall 46. The radially outer core wall 46 is disposed radially outward of the inner core wall 34, and the tips of the compressor rotor 42 and stator 44. The annular spacing between the radially outer surface of the inner core wall 34 and the radially inner surface of the outer core walls 34, 46 defines a core flow path B.

Likewise, the radially outer core wall 46 extends in a generally axial direction between the compressor inlet 36 downstream of the fan 13 and upstream of the low pressure compressor 14 to the compressor outlet 38 downstream of the high pressure compressor 15 and upstream of the combustor 17. The radially inner core wall 34 has a curved profile in axial cross-section. Generally, the outer core wall 46 curves radially inward from the compressor inlet 36 to the front face of the low pressure compressor 15.

The radially outer core wall 46 extends generally axially through the low pressure compressor 15 and defines an inner surface of the outer core wall 46 with a generally constant radius with the low pressure compressor 15. The outer core wall 46 provides a containment space for the pressurized air within the core flow path B and also provides structural support for the core.

Downstream of the low pressure compressor 15 and upstream of the high pressure compressor 16, radially outward from the diffuser 40, the outer core wall 46 diverges into a first outer core casing 48 and a second outer core casing 50. In an alternative arrangement, separate first and second outer core casings 48, 50 may also extend through the low pressure compressor. The first outer core shell 48 is disposed radially inward of the second outer core shell 50, and a radially inner surface of the first outer core shell 48 defines a core airflow path B between the outlet of the low pressure compressor 15 and the compressor outlet 38. The function of the outer core wall 46 is also split at this point — the first outer core shell 48 provides a containment space for the pressurized air in the compressor (and is thus fully annular and generally airtight except for the passage for the discharge port), while the second outer core shell 50 may provide only structural support, and need not be fully annular or airtight, although in other embodiments both shells 48, 50 may provide both pressure containment and structural support. First outer core shell 48 and/or second outer core shell 50 may be provided with struts or support structures, such as ribs.

The first outer core casing 48 extends radially inwardly in a downstream direction through the diffuser 40. A bend in the first outer core casing 48 is provided at the downstream end of the diffuser 40 such that the first outer core casing 48 continues to extend radially inwardly through the high pressure compressor 16, albeit to a lesser extent.

On the other hand, the second outer core shell 50 is relatively straight and extends radially inward in the downstream direction to a lesser extent than the first outer core shell 48. Thus, an annular inter-shell gap 52 is defined by the radially outer surface of first outer core shell 48 and the radially inner surface of second outer core shell 50. In view of the relatively straight profile and increased diameter of outer shell 50 relative to inner core shell 48, shell 50 is more rigid and less prone to deflection in flight than if second outer core shell 50 more closely conformed to first outer core shell 48, or if a single outer core shell provided only both pressure containment and structural support.

Due to the above-described shape of the inner wall 34 and the first and second outer shells 48, 50, various geometrical parameters are defined. The leading edge of the first high pressure compressor rotor defines the inlet of the high pressure compressor 16. At an axial plane E of the inlet of the high pressure compressor 16, the first outer core shell 48 defines an inner radius F, while at the same axial plane, the second outer core shell 50 defines an inner radius G. As mentioned above, the fan 13 also defines a fan radius K, as measured from the central axis 11 to the radially outer tip of the fan 13 in the radial plane. The ratio of the fan radius K to the radius G of the second outer core shell is less than 4. In other words, the radius of the second outer core shell 50 is at least 0.25 times the radius of the fan 13. Preferably, the radius of the second outer core housing 50 is not more than 0.35 times the radius of the fan 13, and may not be more than 0.3 times the radius of the fan 13. Similarly, the ratio of radius G to radius F is at least 1.4, and in this embodiment, is about 1.47. Generally, the ratio G: F can be as high as 1.7. Similarly, at axial plane E, the inner surface of the second core outer casing 50 has a radial extent G that is greater than the mid-to-height H of the trailing edge (at axial plane I) of the final (i.e., axially last) rotor blade of the low pressure compressor 15. Similarly, at axial plane I, second outer core shell 50 has an inner radius J. The ratio of J to F is about 3.2, and typically at least 2.5, and may be up to 4.

With these parameters in mind, the high pressure compressor 16 may be provided with a small diameter pressure vessel (i.e., the first outer core shell 48). Therefore, the pressure vessel has high strength and low weight (stress exerted on the pressure vessel is mainly in the form of hoop stress) in consideration of the size of the pressure vessel. On the other hand, the size of the structural support (i.e., second outer core shell 50) is not constrained by the size of first outer core shell 48, and thus may provide a larger diameter, straighter (and thus stronger and more rigid) structural support.

Referring to fig. 4b, the upstream end of the second outer core casing 50 of the outer casing arrangement is bolted to the downstream end of the outer core casing radially outward of the diffuser section 40 by a coupling device 56. The outer core casing 46 at an axial location of a trailing edge of a final rotor stage 58 of the low pressure compressor 15 is disposed radially outward of the second core outer core casing 50 at an axial location of a leading edge of a first rotor stage 60 of the high pressure compressor 16. In other words, the radius L of the outer core casing at the axial location of the final rotor stage 58 of the low pressure compressor 15 is greater than the radius M of the second core outer core casing 50 at the axial location of the first rotor stage 60 of the high pressure compressor 16. However, in this case, the ratio L/M is relatively low compared to existing engines and is typically between 1 and 1.2, in some cases between 1 and 1.1.

In contrast, fig. 4a shows a conventional arrangement of a conventional high pressure compressor 115 and a low pressure compressor 116. It can be seen that the M/L ratio is much larger, such that the radius of the lower pressure than the outer shell 146 is much larger than the radius of the core shell 150 of the high pressure compressor 16. It can be seen that in view of this arrangement, additional strut structures 162 are required to provide sufficient strength. This is necessary because the bending load on this part of the compressor is very large and the rigidity of this part of the compressor is very low in view of the bending in the outer shell structure of the compressor at that time. Thus, the arrangement of the present disclosure provides an improved, lower weight structure.

It is to be understood that the present invention is not limited to the above-described embodiments, and various modifications and improvements may be made without departing from the concept 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.

By way of example, such engines may have an alternative number of interconnected shafts (e.g., three) and/or an alternative number of compressors and/or turbines.

Various parameters of the engine may be modified. For example, generally, the BPR may be between 13 and 25, and the OPR may be between 40 and 80. Thus, the pressure ratios of the low pressure compressor and the high pressure compressor may also vary, typically between 2 and 4:1 and 15 to 20:1, respectively. Similarly, the reduction gearbox may have a reduction ratio between 3:1 and 5: 1.

All references to "pressure" above should be taken as referring to total pressure unless otherwise indicated. It should be understood that the drawings represent general configurations, but are not necessarily drawn to scale.