Reduce engine trunk bending

Abstract

A mechanical linkage for mounting a gas turbine engine to a bracket includes: a bend restraint having a first end and a second end; a first joint at the first end of the bend restraint connecting the first end of the bend restraint to a fan section of the gas turbine engine; and a second joint at the second end of the bend restraint connecting the second end of the bend restraint to the bracket.

Description

Technical Field

[0001] This disclosure relates generally to gas turbines and, more particularly, to methods and apparatus for reducing engine trunk bending. Background Art

[0002] A gas turbine engine generally includes (in series order) an inlet section, a compressor section, a combustion section, a turbine section, and an exhaust section. In operation, air enters the inlet section and flows to the compressor section, where one or more axial compressors progressively compress the air until it reaches the combustion section, thereby producing combustion gases. The combustion gases flow from the combustion section through a hot gas path defined within the turbine section, and then exit the turbine section via the exhaust section.

[0003] Gas turbine engines produce thrust that propels a vehicle (e.g., an airliner) forward. The thrust from the engine transfers a load to the wing mountings, such as pylons, and likewise, the vehicle applies an equal and opposite reaction force to the wing. This load induces a bending moment into the engine. There remains a need to reduce this bending moment applied to the engine. Summary of the invention

[0004] Methods, apparatus, systems, and articles of manufacture for reducing turbine engine trunk bending are disclosed.

[0005] Certain examples provide an apparatus comprising a mechanical linkage for mounting a gas turbine engine to a bracket, the mechanical linkage comprising: a bend restraint having a first end and a second end; a first joint at the first end of the bend restraint connecting the first end of the bend restraint to a fan section of the gas turbine engine; and a second joint at the second end of the bend restraint connecting the second end of the bend restraint to the bracket.

[0006] Certain examples provide a gas turbine engine including a first section including a fan section, a second section including a bracket, and a mechanical linkage between the first section and the second section.

[0007] Certain examples provide an apparatus comprising: a first means for mounting a gas turbine engine to a bracket; a second means for attaching a first bend restraint relative to a fan section of the gas turbine engine; and a third means for attaching the first bend restraint to the bracket. BRIEF DESCRIPTION OF THE DRAWINGS

[0008] Figure 1 An exemplary gas turbine engine is shown.

[0009] Figure 2AAn exemplary first side view of a gas turbine engine mounted to an aircraft wing is shown.

[0010] Figure 2B Show Figure 2A Front view of a gas turbine engine and aircraft wing.

[0011] Figure 3 Show Figure 2A-2B An exemplary side view of a gas turbine engine depicting a bending restraint between a fan frame and a bracket.

[0012] Figure 4 Show Figure 2A-2B An exemplary side view of a gas turbine engine depicting a second exemplary bend restraint.

[0013] Figure 5A and Figure 5B An exemplary bend restraining joint is shown.

[0014] Figure 6 An exemplary bend restraint system between a fan frame and a joint is shown.

[0015] Figure 7 Show Figure 2A-2B An exemplary side view of a gas turbine engine depicting a third exemplary bend restraint including an actuator.

[0016] The figures are not to scale. Alternatively, the thickness of the layer or zone may be magnified in the figures. In general, the same reference numerals will be used throughout the figures and the accompanying written description to refer to the same or similar parts. As used in the patent, stating that any part (e.g., layer, film, region, zone or plate) is in any way on another part (e.g., positioned thereon, located thereon, disposed thereon or formed thereon, etc.) indicates that the mentioned part is in contact with the other part, or the mentioned part is above the other part, with one or more intermediate parts located between them. Unless otherwise indicated, the connection mentioned (e.g., attachment, connection, connection and connection) is to be understood broadly and may include intermediate parts between a batch of elements, as well as relative movement between elements. Thus, the connection mentioned does not necessarily mean that the two elements are directly connected and in a fixed relationship with each other. Stating that any part is "in contact" with another part means that there is no intermediate part between the two parts.

[0017] Descriptors "first", "second", "third", etc. are used herein when identifying multiple elements or components that can be referred to separately. Unless otherwise specified or understood based on their use context, such descriptors are not intended to be attributed to any meaning of priority, physical order or arrangement in a list, or temporal ordering, but are used only as labels for referring to multiple elements or components separately for ease of understanding the disclosed examples. In some examples, the descriptor "first" can be used to refer to an element in the detailed description, while different descriptors (such as "second" or "third") can be used in the claims to refer to the same element. In such cases, it should be understood that such descriptors are used only for the convenience of referring to multiple elements or components. DETAILED DESCRIPTION

[0018] Bending moments are reactions induced in a structural element that cause the element to bend when an external force or moment is applied to the element. For example, forces acting on an engine fan case during engine operation may cause the fan case to attempt to bend or rotate in an undesired direction, introducing stress and eventual wear on the engine fan case. Certain examples provide an auxiliary link or linkage (e.g., a series of one or more links) that limits the bending motion of the fan case and improves the stability and durability of the fan case and associated engine.

[0019] The terms "upstream" and "downstream" refer to relative directions with respect to the flow of fluid in a fluid passage. For example, "upstream" refers to the direction from which the fluid is flowing, and "downstream" refers to the direction to which the fluid is flowing. As used herein, "vertical" refers to a direction perpendicular to the ground. As used herein, "horizontal" refers to a direction parallel to the centerline of the gas turbine engine 102. As used herein, "lateral" refers to a direction perpendicular to the axial and vertical directions (e.g., entering and leaving the engine). Figure 1 , plane of Figure 2, etc.).

[0020] "Include" and "comprising" (and all forms and tenses thereof) are used herein as open-ended terms. Thus, whenever a claim employs any form of "include" or "comprising" (e.g., comprise, include, comprising, including, having, etc.) as a preamble or in any type of claim recitation, it is to be understood that additional elements, terms, etc. may be present without falling within the scope of the corresponding claim or recitation. As used herein, when the phrase "at least" is used as a transitional term, such as in the preamble of a claim, it is open-ended in the same manner as the terms "include" and "comprising" are open-ended. When used, for example, in a form such as A, B, and / or C, the term "and / or" refers to any combination or subset of A, B, and C, such as (1) A alone, (2) B alone, (3) C alone, (4) A and B, (5) A and C, (6) B and C, and (7) A and B and C. As used herein in the context of describing structures, components, items, objects, and / or things, the phrase "at least one of A and B" is intended to refer to embodiments that include any of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, as used herein in the context of describing structures, components, items, objects, and / or things, the phrase "at least one of A or B" is intended to refer to embodiments that include any of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. As used herein in the context of describing the performance or execution of processes, instructions, actions, activities, and / or steps, the phrase "at least one of A and B" is intended to refer to embodiments that include any of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B. Similarly, as used herein in the context of describing the performance or execution of a process, instruction, action, activity, and / or step, the phrase "at least one of A or B" is intended to refer to embodiments that include any of the following: (1) at least one A, (2) at least one B, and (3) at least one A and at least one B.

[0021] As used herein, a single reference (e.g., "a," "an," "first," "second," etc.) does not exclude a plurality. As used herein, the term "a" or "an" entity refers to one or more of that entity. The terms "a" (or "an"), "one or more," and "at least one" may be used interchangeably herein. In addition, although listed separately, multiple devices, elements, or method actions may be implemented by, for example, a single unit or processor. In addition, although individual features may be included in different examples or claims, these may be combinable, and inclusion in different examples or claims does not mean that a combination of features is not feasible and / or advantageous.

[0022] The engine is typically mounted to an aircraft wing (e.g., underwing mounted). The engine is mounted to a bracket. The bracket is designed to withstand high levels of loads and resulting stresses, including thrust loads from the engine, aerodynamic loads, and the weight of the engine. The bracket includes a front mount and a rear mount for the engine. The front mount is attached to the fan section, and the rear mount is attached to the outside of the engine downstream of the fan section. In some other examples, the engine may be a fuselage mounted engine. For example, a fuselage mounted engine and corresponding mounts (e.g., front mount and rear mount) are rotated 90° relative to an underwing mounted engine.

[0023] When the engine (mounted to the bracket) generates thrust, the bracket reacts to the thrust by applying a bending moment to the engine body. This moment is generally referred to as trunk bending. Some aircraft engine mounting systems include one or more thrust links (e.g., thrust link mechanisms) for mounting the engine to the bracket. However, due to the distance between the engine centerline and the intersection of the thrust links and the front mount, the thrust links can also cause trunk bending through the entire engine frame.

[0024] Trunk curvature affects blade clearances at all operating conditions and engine stages. Reducing trunk curvature allows tighter operating clearances, such as cold clearances and cruise clearances. Reducing operating clearances improves specific fuel consumption (engine efficiency), improves engine operability, and reduces degradation.

[0025] The blade tip clearance at several locations throughout the engine is typically defined based on the sum of the deformation of the axisymmetric closure and the local circumferential clearance during the take-off (TO) rotation maneuver. That is, in some examples, the minimum blade tip clearance in the compressor (e.g., the nearest clearance, etc.) may occur during TO engine operation. In some examples, the minimum blade tip clearance at which the compressor can operate during take-off is based on a clearance reduction caused in part by engine vibration and deformation (e.g., strain, etc.) caused by the operation of the engine. Operational deformations in the engine may be caused by internal forces in the engine caused by thrust and gas inlet loads, etc. Operational loads may cause the engine body to bend and / or otherwise deform between the front and rear mounting attachment points of the engine to the aircraft. Designing the engine to compensate for these deformations (e.g., by increasing cold or cruise clearances) correspondingly reduces engine operating efficiency (e.g., specific fuel consumption, etc.).

[0026] Examples disclosed herein can reduce the undesirable effects on the engine caused by these deformations based on the magnitude of the bending moments and clearance losses caused by the force balance between the bracket and the engine during engine operation. For example, the bending moment of the trunk bending is mitigated by coupling the fan section to the bracket using a mechanical linkage. For example, the mechanical linkage can be coupled to one or more pre-existing thrust links. In some examples, the mechanical linkage includes an actuator to apply a force to the fan section in one direction.

[0027] Referring now to the Figures (in which like reference numerals refer to like elements throughout the Figures), Figure 1 1 is a schematic cross-sectional view of an exemplary high bypass turbofan type gas turbine engine 102 (“turbofan 102”) as may be incorporated with various examples disclosed herein. Figure 1 As shown in FIG. 1 , the turbofan 102 defines a longitudinal or axial centerline axis 104 extending therethrough for reference. As depicted therein, the gas turbine engine 102 defines a longitudinal or axial centerline axis 104 extending therethrough for reference. As depicted therein, the gas turbine engine 102 defines a roll axis R, a pitch axis P, and a yaw axis Y. The roll axis R extends parallel to the longitudinal axis 104, the yaw axis Y extends outwardly orthogonal to the longitudinal axis 104, and the pitch axis P is perpendicular to the roll axis R and the yaw axis Y (e.g., entering and leaving the engine). Figure 1 The turbofan 102 includes a core turbine or gas turbine engine 106 disposed downstream relative to a fan section 108 .

[0028] The core turbine engine 106 may generally include a substantially tubular outer casing 110 defining an annular inlet 112. The outer casing 110 may be formed of a single shell or multiple shells. The outer casing 110 encloses (in series flow relationship): a compressor section having a supercharger or low-pressure compressor 114 ("LP compressor 114") and a high-pressure compressor 116 ("HP compressor 116"); a combustion section 118; a turbine section having a high-pressure turbine 120 ("HP turbine 120") and a low-pressure turbine 124 ("LP turbine 124"); and an exhaust section 128. A high-pressure shaft or rotating shaft 122 ("HP shaft 122") drivingly couples the HP turbine 120 and the HP compressor 116. A low-pressure shaft or rotating shaft 115 ("LP shaft 115") drivingly couples the LP turbine 124 and the LP compressor 114. The LP shaft 115 may also be coupled to a fan rotating shaft or shaft 130 of the fan section 108. In some examples, LP shaft 115 may be directly coupled to fan shaft 130 (ie, a direct drive configuration). In an alternative configuration, LP shaft 115 may be coupled to fan shaft 130 via reduction gear 142 (ie, an indirect drive or gear drive configuration).

[0029] like Figure 1 , the fan section 108 includes a plurality of fan blades 136 coupled to and extending radially outward from a fan shaft 130. An annular fan case or nacelle 132 circumferentially surrounds the fan section 108 and / or at least a portion of the core turbine 106. The nacelle 132 may be supported relative to the core turbine 106 by a plurality of circumferentially spaced outlet guide vanes 134. In addition, a downstream section 138 of the nacelle 132 may surround the exterior of the core turbine 106 to define a bypass airflow passage 140 therebetween.

[0030] like Figure 1 14 , air 148 enters an inlet portion 150 of the turbofan 102 during operation of the turbofan 102. A first portion 152 of the air 148 flows into the bypass flow passage 140, while a second portion 154 of the air 148 flows into the inlet 112 of the LP compressor 114. One or more successive stages of LP compressor rotor blades 119 and LP compressor stator vanes 117 coupled to the LP shaft 115 progressively compress the second portion 154 of the air 148 flowing through the LP compressor 114 on the way to the HP compressor 116. Next, one or more successive stages of HP compressor rotor blades 123 and HP compressor stator vanes 121 coupled to the HP shaft 122 further compress the second portion 154 of the air 148 flowing through the HP compressor 116. This provides compressed air 156 to the combustion section 118, where the compressed air 156 is mixed with fuel and combusted to provide combustion gases 125.

[0031] The combustion gases 125 flow through the HP turbine 120, where one or more successive stages of HP turbine rotor blades 129 and HP turbine stator vanes 127 coupled to the HP shaft 122 extract a first portion of the kinetic and / or thermal energy therefrom. This energy extraction supports the operation of the HP compressor 116. The combustion gases 125 then flow through the LP turbine 124, where one or more successive stages of LP turbine rotor blades 133 and LP turbine stator vanes 131 coupled to the LP shaft 115 extract a second portion of the thermal and / or kinetic energy therefrom. This energy extraction causes the LP shaft 115 to rotate, thereby supporting the operation of the LP compressor 114 and / or the rotation of the fan shaft 130. The combustion gases 125 then exit the core turbine 106 through the exhaust section 128 of the core turbine 106.

[0032] Together with the turbofan 102, the core turbine 106 is used for similar purposes and encounters similar environments in land-based gas turbines, turbojet engines (where the ratio of the first portion 152 of air 148 to the second portion 154 of air 148 is less than that of a turbofan), and unducted fan engines (where the fan section 108 does not have a nacelle 132). In each of the turbofan engine, turbojet engine, and unducted engine, a speed reduction device (e.g., a speed reduction gearbox 142) may be included between any shaft and the rotating shaft. For example, the speed reduction gearbox 142 may be disposed between the fan shaft 130 of the fan section 108 and the LP shaft 115.

[0033] Figure 2A It is mounted to the aircraft wing via bracket 202 Figure 1 2-7 is mounted to an aircraft via an underwing mount, the gas turbine engine 102 may be a fuselage mounted engine. The gas turbine engine 102 includes a fan section 108, an LP compressor 114, an HP compressor 116, a combustion section 118, an HP turbine 120, and an LP turbine 124. The gas turbine engine 102 includes a thrust link 208.

[0034] In the illustrated example, the gas turbine engine 102 is a turbofan (eg, a high bypass turbofan, a low bypass turbofan, etc.) However, the gas turbine engine 102 may be another type of gas turbine engine (eg, a turboprop, a turbojet, etc.). Figure 1 The gas turbine engine 102 is a dual-shaft engine. In other examples, the gas turbine engine 102 may include another number of shafts (e.g., one shaft, three shafts, etc.) and an associated number of corresponding sections. In some examples, the gas turbine engine 102 includes Figure 12 (e.g., afterburners, etc.). Although the examples disclosed herein are described with reference to a gas turbine mounted to a wing, the teachings of this disclosure should not be limited to only gas turbine engines. Alternatively, the teachings of this disclosure may be applied to another type of gas turbine and / or internal combustion engine (e.g., turboprop, turbojet, etc.).

[0035] The forward mount 204 and the aft mount 206 couple or otherwise connect the gas turbine engine 102 to the bracket 202. The mounts 204, 206 react to forces applied to the bracket 202 by the gas turbine engine 102 during operation. The mounts 204, 206 react to weight, thrust, and aerodynamic and related engine forces during aircraft operation. The operation of the gas turbine engine 102 generates axial forces, lateral forces, and / or bending moments, which, when reacted by the mounts 204, 206, exert equal and opposite balancing forces on the casing 110 and the body. These forces generate internal loads within the engine and fan section 108. Figure 2A , fan section 108 is connected to aft mount 206 via thrust link 208 .

[0036] Figure 2A , the front mount 204 constrains the vertical and lateral movement of the fan section 108, and may also prevent rotation about the roll axis. The front mount 204 may be implemented by three couplings (e.g., three links, etc.). The rear mount 206 may be implemented by three couplings (e.g., three links, etc.). In other examples, the rear mount 206 may be implemented by a multi-pin link (e.g., a 2-pin boomerang link, a 3-pin swing link, a triangular link, a straight link with a center pin, etc.), a fixed link, other linkage mechanisms, etc. In combination, the front mount 204 and the rear mount 206 constrain all six degrees of freedom (e.g., translation along the roll axis, translation along the pitch axis, translation along the yaw axis, rotation about the roll axis, rotation about the pitch axis, and rotation about the yaw axis). That is, the front mount 204 and the rear mount 206 prevent the fan section 108 and the core turbine 106 from translating and / or rotating relative to the bracket 202. For example, the front mount 204 constrains translational movement along the yaw axis and the pitch axis and rotational movement about the roll axis. Thus, the rear mount 206 constrains translational movement along the roll axis and rotational movement about the yaw axis and the pitch axis. The thrust link 208 constrains movement of the fan section 108 along the roll axis.

[0037] Figure 2B yes Figure 2A A front view of a gas turbine engine 102. Figure 2BIn the illustrated example, the bracket 202 is connected to the fuselage 218 of the aircraft. In other examples, the gas turbine engine 102 may be connected to another location on the aircraft (eg, a body-mounted engine, a tail-mounted engine, etc.).

[0038] Figure 3 FIG. 1 shows a trunk bend reducing restraint, link or linkage 302 (referred to herein as a bend restraint) included between the fan section 108 and the bracket 202. Figure 2A-2B 108 and the support 202. In more detail, the bend constraint 302 connects the fan section 108 to the support 202 using a first joint 304 and a second joint 306. In such examples, the bend constraint 302 reacts to the engine-support load, which acts along the thrust (or engine longitudinal) axis on the load along the roll axis transmitted between the fan section 108 and the engine core. That is, the bend constraint 302 prevents the main trunk bending moment from being transmitted between the fan section 108 and the engine core (e.g., a bending moment about the pitch axis). The bend constraint 302 is disposed between the fan section 108 and the support 202. Additionally or alternatively, the bend constraint 302 may be connected between other components of the gas turbine engine 102. That is, the bend constraint 302 may be attached to an axial position upstream and / or downstream of the LP compressor 114, the HP compressor 116, the combustion section 118, the HP turbine 120, and the LP turbine 124. The bend restraint 302 may be formed from a variety of metals such as cold rolled steel, titanium alloys, Inconel 718, iron, or nickel alloys having sufficient strength, fatigue, and / or other material properties.

[0039] The first end of the bend restraint 302 is connected to the gas turbine engine 102 at the fan section 108 via a first joint 304. The first joint 304 may be a pin joint. The second end of the bend restraint 302 is connected to the bracket 202 via a second joint 306. For example, the second joint 306 is a pin joint. The first joint 304 and the second joint 306 react to forces along the connecting rod axis (e.g., due to thrust, etc.) in the roll direction. The joints 304, 306 may be formed of metals such as cold-rolled steel, titanium alloys, etc. The joints 304, 306 may be implemented as a connecting rod-clevis pin joint (e.g., a connecting rod protrusion pinned between two clevises, two protrusions pinned to a single clevis attachment point, etc.), a clevis that will accommodate a spherical bearing pin joint geometry, etc.

[0040] Figure 4 Show Figure 2A and Figure 2B1 is a side view of a gas turbine engine 102 depicting a bend restraint system 400. The bend restraint system 400 is disposed between the fan section 108 and the rear mount 206. The bend restraint system 400 is connected to the fan section 108 via a first joint 402. For example, the joint 402 is a pin joint (e.g., a connecting rod-clevis pin joint, etc.). The bend restraint system 400 may be connected to the rear mount 206 via a second joint 404. In some examples, the second joint 404 is a crossbar joint. The crossbar joint includes multiple segments or attachment points to connect two or more bend restraints to the bracket 202 (e.g., described below in conjunction with Figure 5A-5B and Figure 6 404). In some examples, the crossbar joint includes two attachment points. However, in other examples, the crossbar joint includes three attachment points. The crossbar joint (e.g., second joint 404) evenly distributes one or more forces (e.g., trunk bending moment, etc.) to each link or segment attached to the joint (e.g., bend constraint 410, thrust link 208, etc.).

[0041] The crossbar joint may be connected to the rear mount 206 via one or more joints including a pin joint or a ball and socket joint. For example, the crossbar joint may be connected to the rear mount 206 via a pin joint so that the crossbar joint can only move in translation along the pitch axis. In other examples, the crossbar joint is connected to the rear mount 206 via a ball and socket joint to release the degree of freedom along the yaw axis (e.g., the crossbar joint can move in translation along the yaw axis by freely moving in the socket relative to the ball). However, the joint reacts to forces introduced along the roll axis by locking the socket relative to the ball to prevent movement and resist bending moments. Figure 5A , Figure 5B and Figure 6 4. Additional details associated with the second joint 404 are described below. The joints 402, 404 may be formed of a metal such as cold rolled steel, titanium alloy, or the like.

[0042] In some examples, the bend restraint system 400 includes one or more links 406 (eg, Figure 3 The bending restraint 302, Figure 2AThrust link 208, etc.). Link 406 may be connected to joint 408. Joint 408 may be a spherical bearing pin joint. That is, joint 408 allows translational movement along the roll axis, but limits translational movement along the yaw axis (e.g., allows compressive loads). In some other examples, joint 408 is a ball and socket joint that allows translational movement along the roll axis and the yaw axis. Joint 408 reacts to the thrust load along the roll axis transmitted between fan section 108 and bracket 202. The bending constraint system 400 may also include one or more links 410 to form a linkage. In some examples, link 410 is a compression-only link. A compression-only link reacts to forces and / or loads in the roll direction rather than in the yaw direction. For example, implementing link 410 as a compression-only link allows link 410 to react not to thrust loads in the yaw direction, but to bending moments in the roll direction.

[0043] The connecting rod 410 is disposed between the joint 408 and the bracket 202. For example, the connecting rod 410 is connected to the bracket 202 via the second joint 404. In the illustrated example, the bending restraint system 400 includes a buckling stabilizer shell 412. The buckling stabilizer shell 412 includes the connecting rod 406, the joint 408 and / or the connecting rod 410. The buckling stabilizer shell 412 adjusts the loads along the pitch axis, the roll axis, and the yaw axis transmitted between the fan section 108 and the bracket 202. That is, in some examples, the buckling stabilizer shell 412 reduces the load to the connecting rods 406, 410 (e.g., prevents the connecting rods 406, 410 from buckling). The buckling stabilizer shell 412 can be formed of a metal such as cold rolled steel, a titanium alloy, an iron or a nickel alloy having sufficient strength, fatigue and / or other material properties.

[0044] Figure 5A and Figure 5B Joint 404 is shown implemented as a crossbar joint. Figure 5A A front view of joint 404 is shown. Figure 5B A rear view of the joint 404 is shown. The joint 404 includes a first opening 502 (eg, a slot, a hole, etc.), a second opening 504, and a third opening 506. The connecting rod 410 (eg, Figure 3 bend restraint 302) and / or Figure 2A The thrust link 208 of the support 202 can be attached to the second joint 404 via the first opening 502, the second opening 504 and / or the third opening 506. The second joint 404 can also include a joint 508. The joint 508 can be a pin joint, a universal joint, a socket joint, etc. The joint 508 can be flexible in both the pitch direction and the yaw direction. The bracket 202 can be connected to the second joint 404 via the joint 508.

[0045] Figure 6 The fan section 108 and the second joint 404 are shown positioned between Figure 4 4 is a stylized representation of a bending constraint system 400. Links 406, 410 are connected to fan section 108 via first joint 402 (e.g., a pin joint). Links 406, 410 include a first link 602, a second link 604, and a third link 606. In some examples, first link 602 and third link 606 are thrust links (e.g., Figure 2A The thrust link 208), and the second link 604 is Figure 3 The second link 604 may include a joint (not shown), such as Figure 4 That is, the second link 604 may include a first segment (e.g., Figure 4 The connecting rod 406) and the second segment (eg, Figure 4 The first connecting rod 602 is connected to the second opening 504, the second connecting rod 604 is connected to the third opening 506, and the third connecting rod 606 is connected to the Figure 5A and Figure 5B The first opening 502 is provided.

[0046] Figure 7 Show Figure 2A-2B 1 is a side view of a gas turbine engine 102 depicting a bend constraint 702 including an actuator 708. The bend constraint 702 may be formed of a metal such as steel, titanium alloy, iron, or nickel alloy having sufficient strength, fatigue, and / or other material properties. A first end of the bend constraint 702 is connected to the gas turbine engine 102 at the fan section 108 via a first joint 704. A second end of the bend constraint 702 is connected to the bracket 202 via a second joint 706. The joints 704, 706 may be spherical bearing pin joints. The joints 704, 706 may be formed of a metal such as steel, titanium alloy, iron, or nickel alloy having sufficient strength, fatigue, and / or other material properties. The first end of the bend constraint 702 includes an actuator 708 to apply a variable force to the fan section 108. For example, the actuator 708 may be a one-way actuator. That is, the bend restraint 702 does not react to forces generated by the actuator 708 or forces associated with the gas turbine engine 102 (e.g., thrust, etc.). For example, the actuator 708 may be a hydraulic actuator. However, the actuator 708 may additionally or alternatively be a pneumatic actuator, an electric actuator, etc. The actuator 708 may apply a variable amount of force to the fan section 108 in one direction. The amount of force applied by the actuator 708 is determined based on a combination of one or more factors such as angle of attack, fan speed, Mach number, model of the gas turbine engine 102, environmental conditions (altitude, wind direction, wind speed, ambient pressure, temperature, etc.), etc.

[0047] The bend restraints 302, bend restraint system 400, and / or bend restraints 702 may be combined, divided, rearranged, etc. For example, Figure 4 One or more bend restraints 406 of the bend restraint system 400 may include an actuator (e.g., Figure 7 In some other examples, the bend restraint 702 may include another number of bend restraints 702 (e.g., Figure 4 For example, a series of one or more links may also be referred to as a linkage.

[0048] The bend restraint 302, bend restraint system 400, and / or bend restraint 702 may prevent and / or reduce strain and / or deflection caused by internal bending moments between the fan section 108 and the engine core from occurring in the fan section 108 and / or the engine core. Reducing / preventing bending moment-induced strain and / or deflection may allow for tighter operating tip clearances between the blades of the turbine and the engine casing. Improved operating tip clearances may improve engine efficiency, engine operability, and fuel consumption (e.g., reducing specific fuel consumption (SFC)).

[0049] In operation, the bend restraints (e.g., bend restraint 302, bend restraint system 400, bend restraint 702, etc.) connected to the fan section 108 and the bracket 202 provide support to react to the forces generated by the gas turbine engine 102. That is, the examples disclosed herein improve gas turbine efficiency (e.g., specific fuel consumption, etc.) by allowing close blade tip clearance in the engine rotor. In some examples, the bend restraints positioned between the fan section 108 and the bracket 202 prevent bending moments from being transmitted to the gas turbine, which reduces deformation, strain, and / or bending caused by gas turbine operation.

[0050] Although certain example methods, apparatus, and articles of manufacture are disclosed herein, the scope of coverage of this patent is not limited thereto. On the contrary, this patent covers all methods, apparatus, and articles of manufacture fully falling within the scope of the claims of this patent.

[0051] Disclosed herein are exemplary methods, apparatus, systems, and articles of manufacture for reducing trunk bending.

[0052] Further aspects of the invention are provided by the subject matter of the following clauses. Example 1 includes a mechanical linkage for mounting a gas turbine engine to a bracket, the mechanical linkage comprising: a bend restraint having a first end and a second end; a first joint at the first end of the bend restraint connecting the first end of the bend restraint to a fan section of the gas turbine engine; and a second joint at the second end of the bend restraint connecting the second end of the bend restraint to the bracket.

[0053] Example 2 includes the mechanical linkage of any of the preceding clauses, wherein the first joint and the second joint are pin joints.

[0054] Example 3 includes the mechanical linkage of any of the preceding clauses, wherein the bend constraint is a first bend constraint and further includes a second bend constraint having a first end and a second end and a third bend constraint having a first end and a second end.

[0055] Example 4 includes the mechanical linkage of any of the preceding clauses, wherein the third bend restraint is a compression-only bend restraint.

[0056] Example 5 includes the mechanical linkage of any of the preceding clauses, wherein the second end of the second bend restraint and the first end of the third bend restraint are connected via a third joint.

[0057] Example 6 includes the mechanical linkage of any of the preceding clauses, wherein the third joint is a ball and socket joint.

[0058] Example 7 includes the mechanical linkage mechanism of any of the preceding clauses, further comprising a buckling stabilizer housing.

[0059] Example 8 includes a mechanical linkage mechanism of any of the preceding clauses, further comprising: a first thrust linkage mechanism having a first end and a second end; a second thrust linkage mechanism having a first end and a second end; a third joint at the first end of the first thrust linkage mechanism; and a fourth joint at the second end of the first thrust linkage mechanism.

[0060] Example 9 includes the mechanical linkage of any of the preceding clauses, wherein the third joint connects the first end of the first thrust linkage to a fan frame of the gas turbine engine.

[0061] Example 10 includes the mechanical linkage of any of the preceding clauses, wherein the fourth joint connects the second end of the first thrust linkage to the second end of the first bend constraint.

[0062] Example 11 includes the mechanical linkage mechanism of any preceding clause, wherein the fourth joint is a crossbar joint.

[0063] Example 12 includes the mechanical linkage of any of the preceding clauses, wherein the crossbar joint connects the second end of the first bend constraint, the second end of the first thrust linkage, and the second end of the second thrust linkage to the bracket.

[0064] Example 13 includes the mechanical linkage of any of the preceding clauses, wherein the fourth joint further comprises a universal joint to connect the second joint to the bracket.

[0065] Example 14 includes the mechanical linkage mechanism of any of the preceding clauses, further comprising an actuator to apply a force to a fan section of a gas turbine engine.

[0066] Example 15 includes the mechanical linkage mechanism of any of the preceding clauses, wherein the actuator is a hydraulic actuator.

[0067] Example 16 includes a gas turbine engine comprising: a first section including a fan section; a second section including a bracket; and a mechanical linkage between the first section and the second section.

[0068] Example 17 includes the gas turbine engine of any preceding clause, wherein the mechanical linkage further includes a bend constraint.

[0069] Example 18 includes the gas turbine engine of any preceding clause, wherein the bend restraint further includes an actuator.

[0070] Example 19 includes an apparatus comprising: a first device for mounting a gas turbine engine to a bracket; a second device for attaching a first bend restraint relative to a fan section of the gas turbine engine; and a third device for attaching the first bend restraint to the bracket.

[0071] Example 20 includes the apparatus of any preceding clause, further comprising means for attaching a second bend restraint to a fan section of a gas turbine engine.

[0072] The following claims are hereby incorporated into the Detailed Description by reference, with each claim standing on its own as a separate embodiment of the present disclosure.

Claims

1. A mechanical linkage mechanism for mounting a gas turbine engine to a bracket, the mechanical linkage mechanism comprising: a bend restraint having a first end and a second end; a first joint at a first end of the bend restraint connecting the first end of the bend restraint to a fan section of the gas turbine engine, the bend restraint including an actuator to apply a force to the fan section of the gas turbine engine, the bend restraint being configured not to react to forces generated by the gas turbine engine; as well as A second joint, at the second end of the bend restraint, connects the second end of the bend restraint to the bracket.

2. The mechanical linkage mechanism according to claim 1, characterized in that: The first joint and the second joint are pin joints.

3. The mechanical linkage mechanism according to claim 1, characterized in that: The bend restraint is a first bend restraint and further includes a second bend restraint having a first end and a second end and a third bend restraint having a first end and a second end.

4. The mechanical linkage mechanism according to claim 3, characterized in that: The third bend restraint is a compression-only bend restraint.

5. The mechanical linkage mechanism according to claim 3, characterized in that: The second end of the second bend restraint and the first end of the third bend restraint are connected via a third joint.

6. The mechanical linkage mechanism according to claim 5, characterized in that: The third joint is a ball and socket joint.

7. The mechanical linkage mechanism according to claim 3, characterized in that: The mechanical linkage also includes a buckling stabilizer housing.

8. The mechanical linkage mechanism according to claim 3, characterized in that: The mechanical linkage mechanism further comprises: a first thrust linkage having a first end and a second end; a second thrust linkage having a first end and a second end; a third joint at the first end of the first thrust linkage; and A fourth joint is at the second end of the first thrust linkage.

9. The mechanical linkage mechanism according to claim 8, characterized in that: The third joint connects the first end of the first thrust linkage to a fan frame of the gas turbine engine.

10. The mechanical linkage mechanism according to claim 8, characterized in that: The fourth joint connects the second end of the first thrust linkage to the second end of the first bend restraint.

11. The mechanical linkage mechanism according to claim 10, characterized in that: The fourth joint is a horizontal bar joint.

12. The mechanical linkage mechanism according to claim 11, characterized in that: The crossbar joint connects a second end of the first bend constraint, a second end of the first thrust linkage, and a second end of the second thrust linkage to the bracket.

13. The mechanical linkage mechanism according to claim 11, characterized in that: The fourth joint also includes a universal joint to connect the second joint to the bracket.

14. The mechanical linkage mechanism according to claim 1, characterized in that: The actuator is a hydraulic actuator.

15. A gas turbine engine, comprising: A first section including a fan section; a second section comprising a bracket; and A mechanical linkage mechanism between the first section and the second section, wherein the mechanical linkage mechanism is a mechanical linkage mechanism according to any one of claims 1 to 14.

16. An apparatus for reducing trunk bending of a gas turbine engine, the apparatus comprising: a first means for mounting the gas turbine engine to a bracket; a second means for attaching a first bend restraint relative to a fan section of the gas turbine engine, the first bend restraint comprising an actuator to apply a force to the fan section of the gas turbine engine, the first bend restraint being configured not to react to a force generated by the gas turbine engine; as well as A third means for attaching the first bend restraint to the bracket.

17. The device according to claim 16, characterized in that The apparatus also includes means for attaching a second bend restraint to a fan section of the gas turbine engine.

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