Dual function linkage for a gas turbine engine support

Abstract

Dual function linkages for a gas turbine engine pylon are disclosed. An example apparatus for mounting a casing of a gas turbine engine to a pylon, the apparatus comprising a first pin and a linkage, the linkage comprising: a first linkage portion comprising the first pin; a second linkage portion forming a first load path between the gas turbine engine and the pylon, the second linkage portion being arranged relative to the first linkage portion such that a gap prevents the first linkage portion from forming a second load path between the gas turbine engine and the pylon.

Description

Technical Field

[0001] This disclosure generally relates to gas turbines, and more specifically, to a dual-function linkage mechanism for a gas turbine engine mount. Background Technology

[0002] Gas turbine engines typically consist of an inlet section, compressor section, combustion section, turbine section, and exhaust section in a series flow sequence. In operation, air enters the inlet section and flows to the compressor section, where one or more axial-flow compressors progressively compress the air until it reaches the combustion section, 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. Gas turbine engines generate thrust that propels a vehicle forward, such as in a passenger aircraft. This thrust from the engine transfers loads to wing supports, such as pylons, and similarly, the vehicle applies equal and opposite reaction forces to the wing via these supports. Attached Figure Description

[0003] The specification sets forth a complete and practical disclosure of the invention for those skilled in the art, including its preferred mode, which is referenced in the accompanying drawings, wherein:

[0004] Figure 1 is a cross-sectional view of an existing gas turbine engine.

[0005] Figure 2 shows a perspective view of an existing rear bracket that can be used to mount the engine of Figure 1 onto the mount;

[0006] Figure 3 A front view of the scaffold implemented in accordance with the teachings of this disclosure is shown;

[0007] Figure 4 It shows Figure 3 Side view of the bracket;

[0008] Figure 5 A side view of another support implemented according to the teachings of this disclosure is shown; and

[0009] Figure 6 It shows Figure 5 Different side views of the bracket.

[0010] The accompanying drawings are not to scale. Instead, the thickness of layers or regions may be increased in the drawings. Generally, the same reference numerals are used throughout the drawings and the accompanying written description to refer to the same or similar parts. As used in this patent, a statement that any part (e.g., layer, film, area, region, or plate) is on (e.g., positioned on, located, disposed on, or formed on, etc.) another part indicates that the reference part is in contact with the other part, or that the reference part is above the other part and one or more intermediate parts are located therebetween. Unless otherwise stated, connection references (e.g., attachment, coupling, joining, joining, separating, disconnecting, disconnecting, separating, etc.) are to be understood broadly and may include intermediate members between sets of elements and relative movement between elements. As used herein, the term "disconnectable" refers to the ability of two parts to be attached, joined, and / or otherwise joined, and then to be separated, disconnected, and / or otherwise separated from each other without damage (e.g., by removing one or more fasteners, removing the connecting portion, etc.). Therefore, a connection / disconnection reference does not necessarily imply that two elements are directly connected and fixed to each other. This means that any part "in contact" with another part implies that there is no intermediate part between the two parts.

[0011] When identifying multiple elements or components that can be individually referenced, this document uses descriptors such as “first,” “second,” “third,” etc. Unless otherwise specified or understood based on their context of use, these descriptors are not intended to assign any meaning of priority, physical order or arrangement in a list, or chronological order, but are merely labels for individually referencing multiple elements or components to facilitate understanding of the disclosed examples. In some examples, the descriptor “first” may be used to refer to an element in a detailed description, while the same element may be referred to in the claims using different descriptors (e.g., “second” or “third”). In such cases, it should be understood that such descriptors are used solely for the convenience of referencing multiple elements or components. Detailed Implementation

[0012] Known mounts for gas turbine engines include independent fail-safe linkages for the engine mount, extending between the mount yoke and / or hanger and the gas turbine engine housing. In some examples, these fail-safe linkages prevent a failure of a single linkage of the mount from causing complete disengagement of the gas turbine engine from the hanger. Examples disclosed herein include dual-function linkages that reduce the need for a separate central fail-safe linkage, allowing for reduced mounting system footprint and weight. Example mounts disclosed herein include dual-linkage arrangements with integrated fail-safe linkages. In some examples disclosed herein, the mount includes three-pin linkages (e.g., fixed linkages, etc.) and two-pin linkages (e.g., oscillating linkages, etc.) and corresponding fail-safe linkages (e.g., a first fail-safe linkage associated with the three-pin linkage, a second fail-safe linkage associated with the two-pin linkage, etc.).

[0013] The terms "upstream" and "downstream" refer to the relative directions of fluid flow within a fluid path. For example, "upstream" refers to the direction in which the fluid flows from, and "downstream" refers to the direction in which the fluid flows to.

[0014] This document uses various terms to describe the orientation of features. As used herein, the orientation of features, forces, and moments is described with reference to the yaw, pitch, and roll axes of the vehicle associated with the features, forces, and moments. Typically, figures are labeled with reference to the axial, radial, and circumferential directions of the gas turbine associated with the features, forces, and moments. Typically, figures are labeled with a set of axes, including the roll axis R, pitch axis P, and yaw axis Y. As used herein, the terms "longitudinal" and "axial" are used interchangeably to refer to a direction parallel to the roll axis. As used herein, the term "lateral" is used to refer to a direction parallel to the pitch axis. As used herein, the terms "vertical" and "normal" are used interchangeably to indicate a direction parallel to the yaw axis.

[0015] In some examples used herein, the term “substantially” is used to describe a relationship between two parts within three degrees of said relationship (e.g., substantially collinear within three degrees of linearity, substantially perpendicular within three degrees of verticality, substantially parallel within three degrees of parallelism, etc.). As used herein, the term “linkage” refers to a connection between two parts that restricts the relative movement of the two parts (e.g., restricting at least one degree of freedom of the parts, etc.). “Comprising” and “including” (and all forms and tenses thereof) are used herein as open-ended terms. Therefore, whenever a claim uses any form of “comprising” or “including” (e.g., including, comprising, including, containing, having, etc.) in a preamble or in any kind of claim, it should be understood that additional elements, terms, etc., may be present without falling outside the scope of the corresponding claim or definition. As used herein, when the phrase “at least” is used as a transitional term, for example, in the preamble of a claim, it is open-ended in the same way as the terms “comprising” and “including”. When used in the form of, for example, 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” means an implementation including any one 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” means an implementation including any one 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 or B" means an implementation comprising any one 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 processes, instructions, actions, activities and / or steps, the phrase "at least one of A or B" includes any one of the following implementations: (1) at least one A, (2) at least one B and (3) at least one A and at least one B.

[0016] As used herein, singular references (e.g., “a,” “an,” “first,” “second,” etc.) do not exclude plurals. The term “a” or “an” as used herein refers to one or more of that entity. The terms “a” (or “an”), “one or more,” and “at least one” are used interchangeably herein. Furthermore, although listed separately, multiple means, elements, or method actions can be implemented, for example, by a single unit or processor. Additionally, while individual features may be included in different examples or claims, these features may be combined, and their inclusion in different examples or claims does not imply that such combinations are impractical and / or advantageous.

[0017] Most gas turbine engine structures include three independently connected supports on the gas turbine engine structure or frame to the aircraft's pylons. In some examples, these supports restrict the three degrees of freedom (DOF) of the connected gas turbine engine (e.g., lateral load, vertical load, and moment about the roll axis) and may include independent fail-safe linkages. In some examples, the fail-safe linkages are not used as load paths between the gas turbine engine and the pylons unless a failure exists in the previous connection. However, including independent fail-safe connections can reduce the encapsulation space between the gas turbine engine and other components of the pylons and / or engine mounts. Furthermore, including independent fail-safe connections reduces the number of frame struts supporting the pylons on the gas turbine engine.

[0018] The examples disclosed herein overcome the aforementioned drawbacks by allowing engine mounting configurations that omit separate fail-safe links. Some engine mounts disclosed herein include linkages with a main load path portion and an integrated fail-safe portion. Some engine mounts disclosed herein include three-pin linkages (e.g., fixed linkages, etc.) and two-pin linkages (e.g., oscillating linkages, etc.) and corresponding fail-safe linkages (e.g., a first fail-safe linkage associated with a three-pin linkage, a second fail-safe linkage associated with a two-pin linkage, etc.). In some examples disclosed herein, the engine mount reacts to three degrees of freedom between the mount and the gas turbine engine (e.g., rotation about the roll axis, vertical load, lateral load, etc.). Some examples disclosed herein reduce the encapsulation space and weight of engine mount configurations and help eliminate separate fail-safe linkage attachments.

[0019] Referring now to the accompanying drawings, wherein the same numerals throughout the drawings denote the same elements, Figure 1 is a schematic cross-sectional view of a conventional turbofan 100. As shown in Figure 1, the turbofan 100 defines a longitudinal or axial centerline axis 102 extending through it for reference. Typically, the turbofan 100 may include a core turbine 104 or a gas turbine engine disposed downstream of the fan section 106.

[0020] The core turbine 104 typically includes a generally tubular outer casing 108 (“turbine casing 108”) defining an annular inlet 110. The casing 108 may be formed from a single casing or multiple casings. The casing 108 surrounds, in series flow relationship, a compressor section having a boost or low-pressure compressor 112 (“LP compressor 112”) and a high-pressure compressor 114 (“HP compressor 114”), a combustion section 116, a turbine section having a high-pressure turbine 118 (“HP turbine 118”) and a low-pressure turbine 120 (“LP turbine 120”), and an exhaust section 122. A high-pressure shaft or spool 124 (“HP shaft 124”) drives the HP turbine 118 and HP compressor 114. A low-pressure shaft or spool 126 (“LP shaft 126”) drives the LP turbine 120 and LP compressor 112. The LP shaft 126 may also be coupled to a fan spool or shaft 128 (“fan shaft 128”) of the fan section 106. In some examples, the LP shaft 126 can be directly coupled to the fan shaft 128 (i.e., a direct drive configuration). In alternative configurations, the LP shaft 126 can be coupled to the fan shaft 128 via a reduction gearbox 130 (e.g., an indirect drive or gear drive configuration).

[0021] As shown in Figure 1, fan section 106 includes a plurality of fan blades 132 coupled to and extending radially outward from fan shaft 128. An annular fan housing or nacelle 134 circumferentially surrounds at least a portion of fan section 106 and / or core turbine 104. Nacelle 134 is supported relative to core turbine 104 by a plurality of circumferentially spaced outlet guide vanes 136. Furthermore, a downstream section 138 of nacelle 134 may surround an external portion of core turbine 104 to define a bypass airflow passage 140 therebetween.

[0022] As shown in Figure 1, air 142 enters the inlet portion 144 of the turbofan 100 during operation of the turbofan 100. A first portion 146 of the air 142 flows into a bypass airflow passage 140, while a second portion 148 of the air 142 flows into the inlet 110 of the LP compressor 112. One or more sequential stages of the LP compressor stator blades 150 and the LP compressor rotor blades 152 coupled to the LP shaft 126 progressively compress the second portion 148 of the air 142 flowing through the LP compressor 112 and reaching the HP compressor 114. Subsequently, one or more sequential stages of the HP compressor stator blades 154 and the HP compressor rotor blades 156 coupled to the HP shaft 124 further compress the second portion 148 of the air 142 flowing through the HP compressor 114. This provides compressed air 158 to the combustion section 116, where the compressed air is mixed with fuel and burned to provide combustion gases 160.

[0023] Combustion gas 160 flows through HP turbine 118, where one or more sequential stages of HP turbine stator blades 162 and HP turbine rotor blades 164 coupled to HP shaft 124 extract a first portion of kinetic and / or thermal energy from the combustion gas 160. This energy extraction supports the operation of HP compressor 114. Combustion gas 160 then flows through LP turbine 120, where one or more sequential stages of LP turbine stator blades 166 and LP turbine rotor blades 168 coupled to LP shaft 126 extract a second portion of thermal and / or kinetic energy from the combustion gas. This energy extraction causes LP shaft 126 to rotate, thereby supporting the operation of LP compressor 112 and / or the rotation of fan shaft 128. Combustion gas 160 then exits core turbine 104 through its exhaust section 122.

[0024] Along with the turbofan 100, the core turbine 104 serves a similar purpose, and a similar environment is seen in land-based gas turbines, turbojet engines where the ratio of the first portion 146 of air 142 to the second portion 148 of air 142 is less than the ratio of the turbofan, and non-ducted fan engines where the fan section 106 does not have a nacelle 134. In each turbofan, turbojet, and non-ducted engine, a reduction gear (e.g., a reduction gearbox 130) may be included between any shaft and spool. For example, the reduction gearbox 130 may be located between the LP shaft 126 and the fan shaft 128 of the fan section 106. Figure 1 further includes a shroud 170 and offset arched universal joints 172, 174, 176. The shroud 170 is a cover that can reduce drag and cool the engine. The offset arched universal joints 172, 174, 176 may include, for example, an infrared camera to detect thermal anomalies in the area under the shroud of the turbofan 100.

[0025] Figure 2 shows a perspective view of a conventional rear bracket 200 that can be used to mount the engine housing 202 to a mounting bracket (not shown). In Figure 2, the bracket 200 includes a yoke 204, a first linkage 206, and a second linkage 208. The first linkage 206 includes a first yoke pin 210A, a second yoke pin 210B, and a first housing pin 212. The second linkage 208 includes a third yoke pin 214 and a second housing pin 216. In Figure 2, the bracket 200 also includes a fail-safe linkage 218 (e.g., a waiting linkage, etc.).

[0026] In Figure 2, the first linkage 206 is a three-pin linkage (e.g., a fixed linkage), and the second linkage 208 is a two-pin linkage (e.g., a swaying linkage). In Figure 2, the first linkage 206, yoke 204, and first yoke pin 210A form a first U-shaped clamp; the first linkage 206, yoke 204, and second yoke pin 210B form a second U-shaped clamp; and the first linkage 206, engine housing 202, and first housing pin 212 form a third U-shaped clamp. The first, second, and third U-shaped clamps are connected via the first linkage 206 to the yoke 204 and engine housing 202. Similarly, the second linkage 208, yoke 204, and third yoke pin 214 form a fourth U-shaped clamp, and the second linkage 208, yoke 204, and second housing pin 216 form a fifth U-shaped clamp. The fourth U-shaped clamp and the fifth U-shaped clamp are connected together to the yoke 204 and the engine housing 202 via the second linkage mechanism 208.

[0027] The rear support 200 restricts three degrees of freedom of the coupled gas turbine engine. For example, the rear support 200 reacts to vertical loads (first degree of freedom), lateral loads (second degree of freedom), and moments about the roll axis (third degree of freedom). The rear support 200 can be used in conjunction with other engine supports to fully restrict all six degrees of freedom of the coupled gas turbine engine. In some such examples, the imbalance of vertical and / or lateral loads between the support 200 and other engine supports can be used to react to pitch and / or yaw moments applied to the gas turbine engine.

[0028] If the first linkage 206 and / or the second linkage 208 fail during operation of the turbofan 100 (FIG. 1), the fail-safe linkage 218 ensures that the engine housing 202 remains engaged with the yoke 204, thereby preventing damage to the turbofan 100 and / or preventing potential hazards to the use of the turbofan 100. In the illustrated example, the fail-safe linkage 218 reduces the encapsulation space between the yoke 204 and the engine housing 202 because it prevents other components from being placed in the area occupied by the fail-safe linkage 218 and associated hardware. In some examples, the fail-safe linkage 218 may require additional struts and / or support members, which increases the weight of the support 200.

[0029] The examples below relate to gas turbine engines and mounting configurations that can be incorporated into a vehicle. For example, the engine could be an aircraft engine incorporated into a flight vehicle. However, alternatively, the engine could be any other suitable type of engine for any other suitable flight vehicle. In other exemplary embodiments, any other suitable engine could be used with aspects of this disclosure. For example, in other embodiments, the engine could be any other suitable gas turbine engine, such as a turboshaft engine, a turboprop engine, a turbojet engine, etc. In this way, it will be further understood that in other embodiments, the gas turbine engine could have any suitable configuration, such as any other suitable number or arrangement of shafts, compressors, turbines, fans, etc. Furthermore, although not depicted herein, in other embodiments, the gas turbine engine could be any other suitable type of gas turbine engine, such as an industrial gas turbine engine incorporated into a power generation system, a marine gas turbine engine, etc. Furthermore, still, in alternative embodiments, aspects of this disclosure could be incorporated into any other type of engine, or otherwise used with any other type of engine, such as a reciprocating engine.

[0030] The following example involves a gas turbine engine and mounting configuration similar to those described with reference to Figures 1-2, but the bracket does not include the dual-function linkage mechanism. When combined... Figure 3-6 When using the same component numbers as those used in Figures 1-2, they have the same meaning unless otherwise specified. Although Figure 3-6 The example brackets are described as rear brackets (e.g., brackets attached to turbine housings, turbine frames, etc.), but the examples disclosed herein can also be used in conjunction with front brackets (e.g., brackets attached to compressor housings, intermediate compressor housings, fan housings, front frames, fan frames, etc.) and / or any suitable brackets for the engine.

[0031] Figure 3 A front view of a support 300 implemented according to the teachings of this disclosure is shown. Figure 3 In the example shown, bracket 300 connects engine housing 301 to mount 302. As... Figure 3 As shown, the support 300 includes a first linkage 304, a second linkage 306, and a yoke 308. The engine housing 301 is connected to the pylon 302 via the support 300. The pylon 302 connects the engine housing 301 to the wing (not shown) of the aircraft (not shown).

[0032] The first linkage 304 is a three-pin linkage (e.g., a fixed linkage), and the second linkage 306 is a two-pin linkage (e.g., a swaying linkage). Each of linkages 304 and 306 includes a primary load path and a secondary load path. During normal operation of the gas turbine engine and / or mount 302, the primary load path bears the load, while the secondary load path does not bear the load. If the primary load path no longer exists (e.g., a component of the primary load path fails), the secondary load path begins to bear the load previously transmitted via the primary load path. Figure 3 In this configuration, the primary load paths of linkages 304 and 306 are functionally independent. That is, if the primary load path of the first linkage 304 fails, the secondary load path of the first linkage 304 begins to transmit the load previously transmitted by the primary load path of the first linkage 304, and the primary load path of the second linkage 306 can continue to operate unaffected by the failure of the primary load path of the first linkage 304. Example embodiments of the linkages are described below in conjunction with... Figure 5-6 Describe it.

[0033] The forces and torques generated by the weight and operation of the gas turbine engine associated with the engine housing 301 are reacted and / or generated by them between the support 300 and / or other supports of the gas turbine engine (e.g., a gas turbine engine similar to the gas turbine engine 100 of Figure 1). Figure 3 In the example shown, bracket 300 restricts the three degrees of freedom of the coupled gas turbine engine by reacting to vertical loads, lateral loads, and moments about the roll axis. In some such examples, imbalances in vertical and / or lateral loads between bracket 300 and other engine brackets can be used to react to pitch and / or yaw moments applied to the gas turbine engine. These other brackets may include thrust linkages, front brackets, and / or any other suitable connections between the gas turbine engine and bracket 302.

[0034] Figure 4 It shows what can be used for implementation Figure 3 Side view of one or more linkage mechanisms 304, 306 of the bracket 300 and linkage mechanism 400. Figure 4 In the example, the linkage mechanism 400 includes an example first linkage mechanism portion 402 and an example second linkage mechanism portion 404. Figure 4 In the first linkage mechanism section 402, there are first linkage mechanism component 403A and second linkage mechanism component 403B. Figure 4In the first linkage mechanism 402, the second linkage mechanism portion 404 includes a third linkage mechanism member 405A and a fourth linkage mechanism member 405B. The first linkage mechanism portion 402 extends between a first mounting bracket lug 406A and a first housing lug 408A. The second linkage mechanism portion 404 extends between a second mounting bracket lug 406B and a second housing lug 408B. Figure 4 In the example shown, the first linkage portion 402 is connected to lugs 406A and 408A via a first pin 410A and a second pin 410B. Figure 4 In the example shown, the second linkage mechanism portion 404 is connected to lugs 406B and 408B via the third pin 410C and the fourth pin 410D, respectively. Figure 4 In the example shown, the first linkage portion 402 includes example gaps 412A and 412B.

[0035] In some examples, linkage components 403A, 403B, 405A, and 405B may be made of the same material (e.g., steel, titanium, aluminum, etc.) and have the same geometric properties (e.g., length, thickness, shape, etc.). In other examples, linkage components 403A, 403B, 405A, and 405B may be formed of different materials and / or have different geometric properties. For example, the first linkage component 403A and the second linkage component 403B may have different material properties and / or geometric properties than the third linkage component 405A and the fourth linkage component 405B. In some such examples, the configuration of linkage components 403A, 403B, 405A, and 405B may allow the second linkage portion 404 to have greater stiffness (e.g., a larger stiffness coefficient, etc.) than the first linkage portion.

[0036] exist Figure 4 In the first linkage member 403A, a first plane 418A is defined; a second linkage member 403B, a second plane 418B is defined; a third linkage member 405A, a third plane 418C is defined; and a fourth linkage member 405B, a fourth plane 418D is defined. Specifically, in... Figure 4In the example shown, linkage members 403A, 403B, 405A, and 405B are plates whose principal faces lie in planes 418A, 418B, 418C, and 418D, respectively. Planes 418A, 418B, 418C, and 418D exist in the yaw-pitch plane (e.g., perpendicular to the roll axis, etc.). Each plane 418A, 418B, 418C, and 418D is parallel (e.g., the principal faces of linkage members 403A, 403B, 405A, and 405B are parallel, etc.). In other examples, linkage members 403A, 403B, 405A, and 405B and / or planes 418A, 418B, 418C, and 418D may have any other suitable orientation (e.g., angle, tilt, etc.) and / or relationship.

[0037] The first linkage component 403A, the second linkage component 403B, the first mount lug 406A, and the first pin 410A form a first U-shaped clamp. The first linkage component 403A, the second linkage component 403B, the first housing lug 408A, and the second pin 410B form a second U-shaped clamp. The third linkage component 405A, the fourth linkage component 405B, the second mount lug 406B, and the third pin 410C form a third U-shaped clamp. The third linkage component 405A, the fourth linkage component 405B, the second housing lug 408B, and the fourth pin 410D form a fourth U-shaped clamp. The first U-shaped clamp, the second U-shaped clamp, the third U-shaped clamp, and the fourth U-shaped clamp together connect the mount 302 to the engine housing 202 via the linkage mechanism 400 (Figure 2).

[0038] During normal operation, the load transmitted by linkage 400 is transmitted by the second linkage portion 404 and not by the first linkage portion 402. Figure 4In this configuration, due to gaps 412A and 412B, the first linkage portion 402 does not transmit loads, preventing it from reacting with the loads between the first mount lug 406A and the first housing lug 408A. Overloading, repeated loading, and / or material defects can cause plastic deformation and failure of the second linkage portion 404. If the second linkage portion 404 fails (e.g., no longer able to transmit tensile loads, etc.), the weight of the gas turbine engine can cause gaps 412A and 412B to close (e.g., disappear, etc.), resulting in the first linkage portion 402 transmitting loads. Thus, the first linkage portion 402 serves as a fail-safe link for the second linkage portion 404. In some examples, the second linkage portion 404 can function as a mechanical fuse. In some such examples, the second linkage portion 404 can be designed to fail (e.g., crack, break, etc.) under lower loads than other components of the linkage 400. In some examples, the second linkage portion 404 can function as a mechanical fuse. In some such examples, the second linkage portion 404 can be designed to fail (e.g., crack, break, etc.) under lower loads than other components of the linkage 400.

[0039] Although referencing a double-pin linkage mechanism (e.g., Figure 3 The linkage mechanism 306, etc., describes Figure 4 Examples, but with Figure 4 The associated general design can also be used for three-pin linkages (e.g., Figure 3 (e.g., the first linkage 304). In such an example, linkage 400 may include an additional connection to mount 302, the additional connection having corresponding pins, clearances and linkage portions to engage engine housing 301 to mount 302.

[0040] Figure 5 A side view of another linkage 500 implemented according to the teachings of this disclosure is shown. The linkage 500 can, for example, be used to achieve... Figure 3 and 4 The second linkage mechanism 306. In Figure 5 In the example, the linkage mechanism 500 includes an example first linkage mechanism portion 502 and an example second linkage mechanism portion 504. The first linkage mechanism portion 502 extends between a first mount lug 506A and a first housing lug 508A. The second linkage mechanism portion 504 extends between a second mount lug 506B and a second housing lug 508B. Figure 5 In the example shown, the linkage 500 includes a first pin 510A extending through linkage portions 502, 504. Figure 5In the example shown, the second linkage portion 504 is connected to the bracket lugs 506B and 508B via the second pin 510B. Figure 5 In the example shown, the first linkage portion 502 includes clearances 512A and 512B. Figure 5 In the example shown, the first pin 510A is held in the linkage 500 by a first retaining ring 514 and a second retaining ring 515. The second pin 510B is held in the linkage 500 by a third retaining ring 516 and a fourth retaining ring 517. Figure 5 In the example shown, the linkage parts 502 and 504 are integral (e.g., each is implemented as a single integral part, etc.). For example, the linkage parts 502 and 504 can be manufactured as single or integral parts by machining, additive manufacturing, and / or casting.

[0041] During normal operation, the load transmitted by linkage 500 is transmitted by the second linkage portion 504, and not by the first linkage portion 502. For example... Figure 5 As shown, due to gaps 512A and 512B, the first linkage portion 502 does not transmit loads, preventing it from reacting with the loads between the pylon lugs 506A and 506B and the housing lugs 508A and 508B. Overloading, repeated loading, and / or material defects can cause plastic deformation and failure of the second linkage portion 504. If the second linkage portion 504 fails (e.g., no longer able to transmit tensile loads, etc.), the weight of the gas turbine engine and / or forces associated with aircraft maneuvering can cause gaps 512A and 512B to close (e.g., disappear, etc.), allowing the first linkage portion 502 to transmit loads. Thus, the first linkage portion 502 acts as a fail-safe linkage for the second linkage portion 504. In some examples, the second linkage portion 504 can function as a mechanical fuse. In some such examples, the second linkage portion 504 can be designed to fail (e.g., crack, fracture, collapse, etc.) under lower loads than other components of the linkage 500. In some examples, the second gap 512B may be absent. In some examples, the first linkage portion 502 and the second linkage portion 504 may have the same material and geometry. In other examples, the first linkage portion 502 and the second linkage portion 504 may have different material and geometry. For example, the first linkage portion 502 may be manufactured to be more flexible than the second linkage portion 504 (e.g., by having different thicknesses and / or geometry, etc.). In some examples, the second linkage portion 504 may have greater stiffness than the first linkage portion 502 (e.g., a larger stiffness coefficient, etc.). In some such examples, the first linkage portion 502 can function as a vibration absorber. (The following is a continuation of the previous paragraph.) Figure 6 This describes an example of a failure in the second linkage mechanism section 504.

[0042] exist Figure 5 In the example shown, the linkage 500 includes retaining rings 514, 515, 516, and 517 that hold pins 510A and 510B within the linkage 500. For example, if the second linkage portion 504 fails, physical features (not shown) of pins 510A and 510B may no longer retain them. For example, retaining rings 514, 515, 516, and 517 may retain pins 510A and 510B through friction. In some examples, retaining rings 514, 515, 516, and 517 may include features (not shown) that increase friction between retaining rings 514, 515, 516, and 517 and pins 510A and 510B (e.g., teeth, rough surfaces, etc.). In some examples, some of all pins 510A and 510B may include circular grooves that engage with corresponding protrusions in retaining rings 514, 515, 516, and 517 (not shown).

[0043] Figure 6 This shows what happens after the second linkage mechanism section 504 malfunctions. Figure 5 Different side views of the front linkage mechanism 500. Figure 6 In this configuration, the second linkage portion 504 has undergone plastic deformation and fracture to form the gap 602. For example, the second linkage portion 504 may fail due to overloading, material defects, and / or fatigue from repeated loading. Figure 6 In the middle, gaps 512A and 512B (not shown) have been closed to form contacts 604A and 604B, causing the first linkage mechanism portion 502 to bear the transmitted load between the bracket lugs 506A and 506B and the housing lugs 508A and 508B. (As combined) Figure 5 As described, the second linkage portion 504 may have different material properties and / or geometric properties than the first linkage portion 502, which allows the second linkage portion 504 to absorb vibrations from the hanger lugs 506A, 506B and / or the housing lugs 508A, 508B.

[0044] The gap 602 formed by the fracture allows the second linkage portion 504 to transmit vertical and / or lateral loads in a compressive manner. That is, if the gas turbine engine and / or housing applies a compressive load to the hanger, the gap 602 can close, allowing the second linkage portion 504 to continue transmitting the compressive load after the fracture. In some examples, the fractured second linkage portion 504 can function as a damper.

[0045] The examples disclosed herein include brackets with a double-linkage arrangement featuring an integrated fail-safe linkage mechanism. The examples disclosed herein reduce the need for independent fail-safe linkage mechanisms, thereby allowing for reduced mounting space requirements and weight. The disclosed examples can reduce the weight of the gas turbine engine and / or enable the connection of additional components between the mount and the gas turbine engine. While certain exemplary methods, apparatuses, and articles of manufacture are disclosed herein, the scope of this patent is not limited thereto. Rather, this patent covers all methods, apparatuses, and articles of manufacture that fall fully within the scope of the claims of this patent.

[0046] Other aspects of the invention are provided by the subject matter of the following clauses:

[0047] An apparatus for mounting a gas turbine engine housing to a mounting bracket, the apparatus including a first pin and a linkage mechanism, the linkage mechanism including: a first linkage mechanism portion including the first pin; and a second linkage mechanism portion forming a first load path between the gas turbine engine and the mounting bracket, the second linkage mechanism portion being arranged relative to the first linkage mechanism portion such that a clearance prevents the first linkage mechanism portion from forming a second load path between the gas turbine engine and the mounting bracket.

[0048] The apparatus according to any one of the preceding clauses, wherein the gap is configured to close when the first part fails, and the closure of the gap results in the formation of a second load path.

[0049] The apparatus according to any one of the preceding clauses, wherein the first part is configured to function as a buffer when a failure occurs in the first part.

[0050] The apparatus according to any one of the preceding clauses, wherein the first portion has a first stiffness and the second portion has a second stiffness, the second stiffness being less than the first stiffness.

[0051] The apparatus according to any one of the preceding clauses, wherein the first part and the second part are integral.

[0052] The device according to any one of the preceding clauses further includes a second pin, wherein the first portion and the first pin are configured to form a first U-shaped clamp with the hanger, the first portion and the second pin are configured to form a second U-shaped clamp with the housing, the second portion and the first pin are configured to form a third U-shaped clamp with the hanger, and the second portion and the second pin are configured to form a fourth U-shaped clamp with the housing.

[0053] The device according to any one of the preceding clauses further includes a retaining ring disposed between the first portion and the second portion, the retaining ring retaining the first pin.

[0054] The device according to any one of the preceding clauses further includes a second pin, and wherein the first portion further includes a first member and a second member, the first member and the second member forming a first U-shaped clamp with the first pin and the hanger, and the first member and the second member forming a second U-shaped clamp with the second pin and the housing.

[0055] The device according to any one of the preceding clauses further includes a third pin and a fourth pin, and wherein the first portion further includes: a third member; and a fourth member, the third member and the fourth member forming a third U-shaped clamp with the third pin and the bracket, and the third member and the fourth member forming a fourth U-shaped clamp with the second pin and the housing.

[0056] The apparatus according to any one of the preceding clauses, wherein the first member defines a first plane, the second member defines a second plane, the third member defines a third plane, the fourth member defines a fourth plane, and the first plane, the second plane, the third plane and the fourth plane are parallel.

[0057] A gas turbine engine coupled to a mounting bracket, the gas turbine defining a roll axis, a yaw axis, and a pitch axis, the gas turbine engine comprising: a housing; a bracket connecting the housing to the mounting bracket, the bracket including a first pin and a linkage mechanism, the linkage mechanism including: a first portion forming a first load path between the gas turbine engine and the mounting bracket, the first load path including the first pin; and a second portion arranged relative to the first portion such that a clearance prevents the second portion from forming a second load path between the gas turbine engine and the mounting bracket.

[0058] The gas turbine engine according to any one of the preceding clauses, wherein the gap is configured to close when the first or second part fails, and the closure of the gap results in the formation of a second load path or a first load path.

[0059] The gas turbine engine according to any one of the preceding clauses, wherein the first part is configured to act as a buffer when the first part fails.

[0060] The gas turbine engine according to any one of the preceding clauses, wherein the first part has a first stiffness and the second part has a second stiffness, the second stiffness being less than the first stiffness.

[0061] The gas turbine engine according to any one of the preceding clauses, wherein the first part and the second part are integral.

[0062] The gas turbine engine according to any one of the preceding clauses, wherein the bracket further includes a second pin, and wherein the first portion and the first pin are configured to form a first U-shaped clamp with the mount, the first portion and the second pin are configured to form a second U-shaped clamp with the housing, the second portion and the first pin are configured to form a third U-shaped clamp with the mount, and the second portion and the second pin are configured to form a fourth U-shaped clamp with the housing.

[0063] The gas turbine engine according to any one of the preceding clauses, wherein the bracket further includes a retaining ring disposed between the first portion and the second portion, the retaining ring retaining the first pin.

[0064] The gas turbine engine according to any one of the preceding clauses, wherein the bracket further includes a second pin, and wherein the first portion further includes a first member and a second member, the first member and the second member forming a first U-shaped clamp with the first pin and the bracket, and the first member and the second member forming a second U-shaped clamp with the second pin and the housing.

[0065] The gas turbine engine according to any one of the preceding clauses, wherein the bracket further includes a third pin and a fourth pin, and wherein the first portion further includes a third member and a fourth member, the third member and the fourth member forming a third U-shaped clamp with the third pin and the bracket, and the third member and the fourth member forming a fourth U-shaped clamp with the second pin and the housing.

[0066] The gas turbine engine according to any one of the preceding clauses, wherein the first member defines a first plane, the second member defines a second plane, the third member defines a third plane, the fourth member defines a fourth plane, and the first plane, the second plane, the third plane and the fourth plane are parallel.

[0067] An apparatus for mounting a gas turbine engine housing to a mounting bracket, the apparatus comprising a first means for coupling and a first means for connection, the first means for connection comprising: a first means for load transfer forming a first load path between the gas turbine engine and the mounting bracket, the first load path including a first pin; and a second means for load transfer arranged relative to the first means for load transfer such that a gap prevents a second portion from forming a second load path between the gas turbine engine and the mounting bracket.

[0068] The appended claims are incorporated herein by reference in the detailed description, each claim being an independent embodiment of this disclosure.

Claims

1. A device for mounting the housing of a gas turbine engine to a mounting bracket, characterized in that, The device includes: First sales; and Linkage mechanism, the linkage mechanism comprising: A first linkage mechanism portion, comprising the first pin, and having a first stiffness; and A second linkage portion forms a first load path between the gas turbine engine and the mount. The second linkage portion is arranged relative to the first linkage portion such that a gap prevents the first linkage portion from forming a second load path between the gas turbine engine and the mount. The second linkage portion has a second stiffness that is less than the first stiffness.

2. The apparatus according to claim 1, characterized in that, in, The gap is configured to close when the first linkage mechanism fails, and the closure of the gap results in the formation of the second load path.

3. The apparatus according to claim 2, characterized in that, in, When the first linkage mechanism fails, the first linkage mechanism is configured to act as a buffer.

4. The apparatus according to claim 1, characterized in that, in, The first linkage mechanism and the second linkage mechanism are integrated.

5. The apparatus according to claim 4, characterized in that, It further includes a second pin, and wherein: The first linkage portion and the first pin are configured to form a first U-shaped clamp with the hanger; The first linkage portion and the second pin are configured to form a second U-shaped clamp with the housing; The second linkage portion and the first pin are configured to form a third U-shaped clamp with the hanger; and The second linkage portion and the second pin are configured to form a fourth U-shaped clamp with the housing.

6. The apparatus according to claim 1, characterized in that, It further includes a retaining ring disposed between the first linkage portion and the second linkage portion, the retaining ring retaining the first pin.

7. The apparatus according to claim 1, characterized in that, The first linkage portion further includes a second pin, and wherein the first linkage portion further includes: First component; and The second component, the first component and the second component together with the first pin and the bracket form a first U-shaped clamp, and the first component and the second component together with the second pin and the housing form a second U-shaped clamp.

8. The apparatus according to claim 7, characterized in that, The first linkage portion further includes a third pin and a fourth pin, and wherein the first linkage portion further includes: The third component; and The fourth component, together with the third pin and the bracket, forms a third U-shaped clamp, and together with the fourth pin and the housing, forms a fourth U-shaped clamp.

9. The apparatus according to claim 8, characterized in that, in: The first component defines a first plane; The second component defines the second plane; The third component defines a third plane; The fourth component defines a fourth plane; and The first plane, the second plane, the third plane, and the fourth plane are parallel.

10. A gas turbine engine coupled to a mounting bracket, the gas turbine engine defining a roll axis, a yaw axis, and a pitch axis, characterized in that, The gas turbine engine includes: case; A bracket, which connects the housing to the hanger, the bracket comprising: First sale; and A first linkage mechanism portion, comprising the first pin, and having a first stiffness; and A second linkage portion forms a first load path between the gas turbine engine and the mount. The second linkage portion is arranged relative to the first linkage portion such that a gap prevents the first linkage portion from forming a second load path between the gas turbine engine and the mount. The second linkage portion has a second stiffness that is less than the first stiffness.

11. The gas turbine engine according to claim 10, characterized in that, in, The gap is configured to close when the first linkage mechanism fails, and the closure of the gap results in the formation of the second load path.

12. The gas turbine engine according to claim 10, characterized in that, in, When the first linkage mechanism fails, the first linkage mechanism is configured to act as a buffer.

13. The gas turbine engine according to claim 10, characterized in that, in, The first linkage mechanism and the second linkage mechanism are integrated.

14. The gas turbine engine according to claim 13, characterized in that, in, The bracket further includes a second pin, and wherein: The first linkage portion and the first pin are configured to form a first U-shaped clamp with the hanger; The first linkage portion and the second pin are configured to form a second U-shaped clamp with the housing; The second linkage portion and the first pin are configured to form a third U-shaped clamp with the hanger; and The second linkage portion and the second pin are configured to form a fourth U-shaped clamp with the housing.

15. The gas turbine engine according to claim 10, characterized in that, in, The bracket further includes a retaining ring disposed between the first linkage portion and the second linkage portion, the retaining ring retaining the first pin.

16. The gas turbine engine according to claim 10, characterized in that, in, The bracket further includes a second pin, and wherein the first linkage portion further includes: First component; and The second component, the first component and the second component together with the first pin and the bracket form a first U-shaped clamp, and the first component and the second component together with the second pin and the housing form a second U-shaped clamp.

17. The gas turbine engine according to claim 16, characterized in that, in, The bracket further includes a third pin and a fourth pin, and wherein the first linkage portion further includes: The third component; and The fourth component, together with the third pin and the bracket, forms a third U-shaped clamp, and together with the fourth pin and the housing, forms a fourth U-shaped clamp.

18. The gas turbine engine according to claim 17, characterized in that, in: The first component defines a first plane; The second component defines the second plane; The third component defines a third plane; The fourth component defines a fourth plane; and The first plane, the second plane, the third plane, and the fourth plane are parallel.

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