Engine component with cooling architecture

Abstract

An engine component for a gas turbine engine, the engine component comprising a cooling architecture comprising at least one cell having a set of walls having a thickness, the set of walls defining a fluidically separated conduit having a plurality of openings, each of the plurality of openings having a hydraulic diameter; wherein the thickness (t) and the hydraulic diameter (DH) are related to one another by an equation to define a performance area factor (PAF).

Description

[0001] Cross-references to related applications

[0002] This application is a continuation of and claims priority to U.S. Application No. 17 / 673,084, filed February 16, 2022, entitled “Engine Component with Cooling Architecture,” the entire contents of which are expressly incorporated herein by reference. Technical Field

[0003] This topic generally relates to an engine component having a cooling architecture for cooling engine components located in a turbine engine. Background Technology

[0004] A gas turbine engine typically consists of a fan and a turbine. The turbine typically includes an inlet, one or more compressors, a combustor, and at least one turbine. The compressor compresses air, which is then sent to the combustor where it is mixed with fuel. The mixture is then ignited to produce hot combustion gases. The combustion gases are sent to the turbine, which extracts energy from the combustion gases to power the compressor and generate useful work to propel an aircraft in flight or power a load such as a generator.

[0005] During the operation of a gas turbine engine, various systems generate a relatively large amount of heat. For example, significant amounts of heat may be generated during the operation of the thrust generation system, lubrication system, electric motor and / or generator, hydraulic system, or other systems. Therefore, cooling architectures located within engine components of these various systems are advantageous in this field. Attached Figure Description

[0006] The complete and enabling disclosure of this disclosure, including its best mode, is set forth in the specification with reference to the accompanying drawings, for those skilled in the art, wherein:

[0007] Figure 1 This is a schematic cross-sectional view of a gas turbine engine according to an exemplary embodiment of the present disclosure.

[0008] Figure 2 It has Figure 1 A perspective view of an engine component in the form of a turbine blade assembly for a medium-speed gas turbine engine.

[0009] Figure 3 It is along Figure 2 The cross-section taken by line III-III shows the wall gap in which at least one cell is provided.

[0010] Figure 4 It comes from Figure 3 A magnified view of at least one cell.

[0011] Figure 5 It comes from Figure 4 At least one cell, including the cell outline.

[0012] Figure 6 This is a three-dimensional side view of the stacked cells, showing the cooling fluid flow through the first set of conduits and the heating fluid flow through the second set of conduits.

[0013] Figure 7 Showing from Figure 6 The bifurcation path of the heated fluid flow.

[0014] Figure 8 Showing from Figure 6 The branching path of the cooling fluid flow.

[0015] Figure 9 A method is shown for cooling an engine component using at least one cell based on a performance area factor (PAF) associated with at least one cell.

[0016] Figure 10 It shows the formation Figure 6 A flowchart of the method for the engine component described herein.

[0017] Figure 11 It is the diameter (D) of the PAF represented along the y-axis and at least one cell represented along the x-axis. H (The image is a graphic.) Detailed Implementation

[0018] The aspects disclosed herein relate to cooling architectures located within engine components, and more specifically to cells, wherein the performance of a cell is a function of geometric parameters driving heat transfer and pressure drop. For illustrative purposes, this disclosure will be described with respect to cells located within turbine blades of a turbine in an aircraft gas turbine engine. However, it should be understood that the aspects disclosed herein are not limited thereto and can be generalized to engines including compressors, as well as to non-aircraft applications such as other mobile applications and non-mobile industrial, commercial, and residential applications.

[0019] Reference will now be made in detail to the cooling architecture located within the turbine blades, particularly the cells, one or more examples of which are shown in the accompanying drawings. Detailed descriptions use numbers and letters to refer to the features in the accompanying drawings.

[0020] The term "exemplary" as used herein means "serving as an example, instance, or illustration." Any implementation described herein as "exemplary" is not necessarily to be construed as superior to or advantageous to other implementations. Furthermore, unless specifically stated otherwise, all embodiments described herein should be considered exemplary.

[0021] As used herein, the terms “first,” “second,” and “third” are used interchangeably to distinguish one component from another and are not intended to indicate the location or importance of the individual components.

[0022] The terms "front" and "rear" refer to relative positions within a gas turbine engine or vehicle, and specifically to the normal operating posture of the gas turbine engine or vehicle. For example, in the case of a gas turbine engine, "front" refers to the position closer to the engine inlet, while "rear" refers to the position closer to the engine nozzle or exhaust port.

[0023] As used herein, the term "upstream" refers to the direction opposite to the direction of fluid flow, and the term "downstream" refers to the direction in the same direction as the direction of fluid flow. The terms "front" or "forward" indicate being in front of something, and "back" or "rear" indicate being behind something. For example, when used for fluid flow, front / forward can indicate upstream, while back / rear can indicate downstream.

[0024] The term "fluid" can refer to a gas or a liquid, or a multiphase system. The term "fluid connectivity" refers to the ability of fluids to establish connections between specified areas.

[0025] Furthermore, as used herein, the term "radial" or "radially" refers to a direction away from a common center. For example, in the overall context of a turbine engine, radial refers to the direction along a ray extending between the engine's central longitudinal axis and the outer circumference of the engine.

[0026] All directional references (e.g., radial, axial, proximal, distal, up, down, upward, downward, left, right, lateral, front, rear, top, bottom, above, below, vertical, horizontal, clockwise, counterclockwise, upstream, downstream, forward, backward, etc.) are for identification purposes only to aid the reader in understanding this disclosure and do not constitute a limitation, particularly regarding the location, orientation, or purpose of the aspects of this disclosure described herein. Unless otherwise stated, connection references (e.g., attachment, joint, connection, and engagement) are to be interpreted broadly and may include intermediate structural elements between sets of elements and relative movement between elements. Therefore, a connection reference does not necessarily imply that two elements are directly connected and have a fixed relationship to each other. Exemplary figures are for illustrative purposes only, and the dimensions, positions, order, and relative sizes reflected in the accompanying figures may vary.

[0027] Unless the context clearly specifies otherwise, the singular forms “a,” “an,” and “the” include plural references. Furthermore, as used herein, the term “group” or “set” of elements can refer to any number of elements, including only one.

[0028] As used herein throughout the specification and claims, approximate language is applied to modify any quantitative expression that may allow variation without altering its underlying function. Therefore, values ​​modified by one or more terms such as “approximately,” “about,” “roughly,” and “substantially” are not limited to specified precise values. In at least some cases, approximate language may correspond to the precision of the instrument used to measure the value, or the precision of the method or machine used to construct or manufacture the part and / or system. For example, approximate language may refer to a margin of 1%, 2%, 4%, 5%, 10%, 15%, or 20% at the endpoints of a single value, a range of values, and / or a defined range of values. Scope limitations are combined and interchanged herein and throughout the specification and claims, and such scopes are identified and include all subscopes contained herein unless otherwise indicated by context or language. For example, all scopes disclosed herein include endpoints, and endpoints may be combined independently of each other.

[0029] The term "substantially annular" in relation to a pipe or flow path (e.g., a pipe or flow path with a heat exchanger located therein) refers to a fully annular (i.e., extending continuously and uninterruptedly in the circumferential direction except for the heat exchanger) or partially annular (having at least 50% by volume voids (e.g., at least 60%, at least 70%, at least 80%, at least 90% by volume voids, excluding the heat exchanger) pipe or flow path.

[0030] As used in this article, “base” refers to any wall of an engine component.

[0031] As used in this article, a "cell" is a conduit block formed by openings and walls. Each cell consists of the wall thickness (t) and the hydraulic diameter (D) of the opening within the cell. H The geometric shape of both is limited. Figure 4 and Figure 5 These are all representative illustrations of cells.

[0032] As used in this article, “thickness” (t) refers to the thickness of the wall that defines the cell.

[0033] As used in this article, “diameter” (D) H Hydraulic diameter (HCM) refers to the hydraulic diameter of the opening within a cell. It is a commonly used term when dealing with flow in non-circular pipes and channels. When the cross-section is uniform along the length of the pipe or channel, it is defined as... , where “a” is the cross-sectional area of ​​the flow and “p” is the wetting perimeter of the cross-section.

[0034] As used in this article, “high” and “low” are descriptors for the performance metrics described in this article.

[0035] As used in this article, "PAF" refers to the performance area factor. Although the unit associated with PAF in this article is mm. 2 However, it should be understood that any unit describing surface area is taken into account. While the unit describes area, PAF represents the combined effect of heat transfer and pressure drop. In other words, high heat transfer and / or low pressure drop will help increase the PAF value, while low heat transfer and / or high pressure drop will help decrease the PAF value. PAF allows for the assessment of the trade-off when accepting a higher pressure drop in a cooling architecture in exchange for more heat transfer.

[0036] The "pressure drop" across an obstacle refers to the change in fluid pressure that occurs when a fluid passes through the obstacle. Pressure drop is calculated as the difference between the hydrostatic pressure immediately upstream of the obstacle and the hydrostatic pressure immediately downstream of the obstacle, divided by the hydrostatic pressure immediately upstream of the obstacle, and expressed as a percentage.

[0037] As used in this article, “heat transfer area” (HTA) refers to the amount of available surface area in contact with the fluid where convective heat transfer occurs relative to the geometry of the cell. Generally, maximizing the HTA value is desirable because a higher HTA value is associated with more heat transfer.

[0038] As used in this article, "the effect of friction on pressure drop" (F) p () refers to the proportional indicator of the effect of friction on the pressure drop on the cell described in this article.

[0039] In some exemplary embodiments of this disclosure, a gas turbine engine defining a centerline and a circumferential direction is provided. The gas turbine engine typically includes a turbine and a rotor assembly. The rotor assembly may be driven by the turbine. The turbine, rotor assembly, or both may define a substantially annular flow path relative to the centerline of the gas turbine engine. The gas turbine engine includes airfoils, and as a non-limiting example, turbine blades are positioned within the flow path, wherein at least one cell is disposed. The airfoils described herein may be multiple airfoils disposed circumferentially around a centerline or partially disposed around a portion of a centerline.

[0040] At least one cell design for an airfoil can be tailored for a variety of flight conditions, including takeoff, descent, and idling. When designing an airfoil, the objective is typically expressed as meeting a minimum heat transfer capacity from hot to cold fluids to achieve an acceptable pressure drop across the airfoil. Key factors to consider include the available volume and associated geometric constraints of at least one cell design, the maximum pressure the cell walls must withstand, and operational limitations of engine components.

[0041] The inventors have practiced in the following ways: designing airfoils in the design process of several different types of turbines, modifying airfoils by adding at least one cell, and redesigning airfoils with at least one cell to meet heat transfer and pressure drop requirements, then calculating and checking the heat transfer and pressure drop, and repeating the process, for example... Figure 1 Those shown.

[0042] Figure 1 This is a schematic cross-sectional view of a gas turbine engine 10 for use in an aircraft. The engine 10 has a generally longitudinally extending axis, or engine centerline 12, extending from the front 14 to the rear 16. The engine 10 includes, in downstream series flow relationships, a fan section 18 comprising a fan 20; a compressor section 22 comprising a supercharger or low-pressure (LP) compressor 24 and a high-pressure (HP) compressor 26; a combustion section 28 comprising a combustor 30; a turbine section 32 comprising an HP turbine 34 and an LP turbine 36; and an exhaust section 38.

[0043] Fan section 18 includes a fan housing 40 surrounding fan 20. Fan 20 includes a plurality of fan blades 42 arranged radially around engine centerline 12. HP compressor 26, combustor 30 and HP turbine 34 form core 44 of engine 10, which produces combustion gases. Core 44 is surrounded by core housing 46, which is connectable to fan housing 40.

[0044] An HP shaft or spool 48, coaxially arranged around the engine centerline 12 of the engine 10, drives the HP turbine 34 to the HP compressor 26. An LP shaft or spool 50, coaxially arranged within a larger diameter annular HP spool 48 around the engine centerline 12 of the engine 10, drives the LP turbine 36 to the LP compressor 24 and the fan 20. The spools 48 and 50 are rotatable about the engine centerline 12 and connected to multiple rotatable elements that collectively define the rotor 51.

[0045] LP compressor 24 and HP compressor 26 each include multiple compressor stages 52 and 54, in which a set of compressor blades 56 and 58 rotate relative to a corresponding set of static compressor impellers 60 and 62 (also referred to as nozzles) to compress or pressurize the fluid flow through that stage. In a single compressor stage 52 or 54, the multiple compressor blades 56 and 58 may be arranged in a ring and may extend radially outward from the blade platform to the blade tip relative to the engine centerline 12, while the corresponding static compressor impellers 60 and 62 are positioned upstream of and adjacent to the rotating blades 56 and 58. It should be noted that... Figure 1 The number of blades, impellers, and compressor stages shown is chosen for illustrative purposes only; other numbers are also possible.

[0046] Blades 56 and 58 for the compressor stage can be mounted to disk 61, which is mounted to one of the corresponding HP spool 48 and LP spool 50, with each stage having its own disk 61. Blades 56 and 58 may be part of an integral bladed disk rather than mounted to it. Impeller blades 60 and 62 for the compressor stage can be mounted circumferentially to the core housing 46.

[0047] HP turbine 34 and LP turbine 36 each comprise multiple turbine stages 64, 66, in which a set of turbine blades 68, 70 rotates relative to a corresponding set of static turbine blades 72, 74 (also referred to as nozzles) to extract energy from the fluid flow passing through the stage. In a single turbine stage 64, 66, the multiple turbine blades 68, 70 may be arranged in an annular configuration and may extend radially outward from the blade platform to the blade tip relative to the engine centerline 12, while the corresponding static turbine blades 72, 74 are positioned upstream of and adjacent to the rotating turbine blades 68, 70. It should be noted that... Figure 1 The number of blades, impellers, and turbine stages shown is chosen for illustrative purposes only; other numbers are also possible.

[0048] Turbine blades 68 and 70 for the turbine stage can be mounted on disc 71, which is mounted on one of the corresponding HP spools 48 and LP spools 50, with each stage having a dedicated disc 71. Blades 72 and 74 for the compressor stage can be mounted circumferentially to the core housing 46.

[0049] As a complement to the rotor section, the stationary parts of the engine 10, such as the static blades 60, 62, 72, and 74 in the compressor section 22 and the turbine section 32, are also referred to individually or collectively as the stator 63. Therefore, the stator 63 can refer to the combination of the non-rotating elements of the entire engine 10.

[0050] In operation, the airflow leaving fan section 18 is split, with a portion being sent to LP compressor 24. LP compressor 24 then supplies pressurized air 76 to HP compressor 26, which further pressurizes the air. The pressurized air 76 from HP compressor 26 mixes with fuel in combustor 30 and ignites, producing combustion gases. HP turbine 34 extracts some work from these gases to drive HP compressor 26. The combustion gases are discharged to LP turbine 36, which extracts additional work to drive LP compressor 24, and the exhaust gases are finally discharged from engine 10 via exhaust section 38. The drive of LP turbine 36 drives LP spool 50 to rotate fan 20 and LP compressor 24.

[0051] A portion of the pressurized air 76 can be drawn from the compressor section 22 as exhaust air 77. Exhaust air 77 can be drawn from the pressurized air 76 and supplied to engine components requiring cooling. The temperature of the pressurized air 76 entering and leaving the combustor 30 increases significantly. Therefore, the cooling provided by the exhaust air 77 is supplied to downstream turbine components (e.g., blades 68) subjected to high-temperature environments.

[0052] The remaining portion of the airflow leaving the fan section, bypass airflow 78, bypasses the LP compressor 24 and engine core 44, and exits the engine 10 via a stationary blade array (more specifically, an outlet guide vane assembly 80 comprising multiple airfoil guide vanes 82 at the fan exhaust side 84). More specifically, adjacent to the fan section 18, radially extending airfoil guide vanes 82 are used to exert some directional control on the bypass airflow 78.

[0053] Some of the air supplied by fan 20 can bypass engine core 44 and be used to cool parts of engine 10, especially hot parts, and / or to cool other aspects of the aircraft or power other aspects of the aircraft. In the context of a turbine engine, the hot parts of the engine are typically downstream of combustor 30, especially turbine section 32, with HP turbine 34 being the hottest part as it is directly downstream of combustion section 28. Other sources of cooling fluid may be, but are not limited to, fluid discharged from LP compressor 24 or HP compressor 26.

[0054] Figure 2 It has Figure 1 A perspective view of an engine component in the form of a turbine blade 70 and a turbine blade assembly 86 of an engine 10. Alternatively, in a non-limiting example, the engine component may be a wheel blade, strut, service pipe, shroud, or combustion bushing, or any other engine component that may require or utilize a cooling architecture.

[0055] The turbine blade assembly 86 includes a dovetail 90 and an airfoil 92. The airfoil 92 extends between a tip 94 and a root 96 to define a spanwise direction 88. The airfoil 92 is mounted to the dovetail 90 at the root 96 onto a platform 98. When multiple airfoils are arranged circumferentially in a side-by-side relationship, the platform 98 helps to radially accommodate the mainstream airflow of the turbine engine and form a radially inner wall of an annular space through which the air flows. The dovetail 90 can be configured to be mounted to a turbine rotor disk 71 on the engine 10. The dovetail 90 is oriented to be mounted to the turbine rotor disk 71 in an axial direction (A). The dovetail 90 also includes at least one inlet channel 100 extending through the dovetail 90 to provide internal fluid communication with the airfoil 92.

[0056] Airfoil 92 includes a first side 104 (illustrated as a concave pressure side 104) and a second side 106 (illustrated as a convex suction side), which are joined together to define the airfoil cross-sectional shape of airfoil 92. Airfoil 92 extends between an upstream edge 108, or a leading edge as shown, and a downstream edge 110, or a trailing edge as shown, to define a chord direction 112. The outer periphery of airfoil 92 is defined by an outer wall 114, which also defines the first side 104 and the second side 106. The outer wall 114 may face the hot gas flow (H). g The interior 102 of the airfoil 92 may include at least one cooling supply conduit 118, shown in dashed lines. At least one cooling supply conduit 118 may be fluidly connected to the inlet passage 100. Cooling fluid (C) may be supplied from at least one cooling supply conduit 118. At least one cooling hole 120 may be positioned along any portion of the outer wall 114, including along the upstream edge 108 and the downstream edge 110, as shown.

[0057] At least one cooling hole 120 may pass through the substrate, which, for example, is the outer wall 114. However, it should be understood that the substrate may be any wall within the engine 10, including but not limited to the inner wall, tip wall, or combustion bushing wall.

[0058] Cooling architecture 122 may be disposed within outer wall 114 and is illustrated by dashed lines indicating a removed portion of outer wall 114. Cooling architecture 122 may include a set of fluid-separated cooling conduits 124 for heat exchange between fluid flows within conduits 124. Every other conduit 124 may be fluidly connected, such that the first set of conduits 124c is a relatively cooler layer than the second set of conduits 124h.

[0059] The axial direction (A) extends approximately into the page. The axial direction (A) is parallel to the engine centerline 12 ( Figure 1 The radial direction (R) extends perpendicularly away from the axial direction (A). It should be understood that the wingspan direction 88 is parallel to the radial direction (R). The chord direction 112 extends into the page and crosses the page from left to right.

[0060] The materials used to form the substrate and cooling architecture can include, but are not limited to, steel, refractory metals (such as titanium), or nickel, cobalt, or iron-based superalloys, as well as ceramic matrix composites. The substrate and cooling architecture can be formed by a variety of methods, including, in non-limiting examples, additive manufacturing, casting, electroforming, or direct metal laser melting. As used herein, an "additively manufactured" part will refer to a part formed by an additive manufacturing (AM) process, where the part is built layer by layer through the continuous deposition of material. AM is an appropriate name to describe the technology of building 3D objects by adding material, whether plastic, ceramic, or metal, layer by layer. AM technology can utilize computers, 3D modeling software (computer-aided design or CAD), machinery, and layered materials. Once a CAD sketch is generated, an AM device can read data from the CAD file and place or add successive layers of liquid, powder, sheet, or other material to create a 3D object layer by layer. It should be understood that the term "additive manufacturing" encompasses many technologies, including subsets such as 3D printing, rapid prototyping (RP), direct digital manufacturing (DDM), layered manufacturing, and additive manufacturing. Non-limiting examples of additive manufacturing that can be used to form additively manufactured parts include powder bed fusion, VAT photopolymerization, binder jetting, material extrusion, directional energy deposition, material jetting, or sheet lamination. The processes also contemplated may include printing a film of the part from a refractory metal, ceramic, or printable plastic, and then using that film to cast the part.

[0061] Figure 3 It is along Figure 2 The cross-section taken by line III-III clearly shows the wall clearance 128. The turbine blade 70 may also include an inner wall 130 located within the interior 102 and spaced apart from the outer wall 114 to define the wall clearance 128. It is contemplated that the inner wall 130 and the outer wall 114 may contact or abut each other to form a solid wall portion 131, as shown near the upstream edge 108 through which at least one cooling hole 120 may pass. Additionally or alternatively, the inner wall 130 and the outer wall 114 may be spaced apart such that the wall clearance 128 is maintained around the entire airfoil 92.

[0062] The cooling architecture 122 can be a complex network consisting of at least one cell 132, shown as a plurality of cells 132. At least one cell 132 may extend between an outer wall 114 and an inner wall 130. More specifically, at least one cell 132 may extend between an inner surface 134 of the outer wall 114 and a first inner surface 136a of the inner wall 130. A second inner surface 136b of the inner wall 130 may define at least one cooling supply conduit 118.

[0063] [ Figure 4This is a single cell 132, with a cell outline 146 added for clarity. Although the illustration depicts a typical nut shape or hexagonal prism, it should be understood that any repeating shape, including but not limited to pyramids, cubes, triangular prisms, etc., is conceivable. Cell 132 includes fluid-separating conduits 124. For clarity, the first set of fluid-separating conduits 124c and the second set of fluid-separating conduits 124h are shown, with the first set of conduits 124c shown in a darker shade.

[0064] It can be seen more clearly that the first set of fluid-separating conduits 124c and the second set of fluid-separating conduits 124h are layered volumes 147 separated by a set of walls 138. The first set of conduits 124c (darker shaded) defines the cooling layered volume 147c, while the second set of conduits 124h (unshaded) defines the heating layered volume 147h.

[0065] Go to Figure 5 , Figure 4 An enlarged view of a single cell 132, with shading and cell outline 146 removed. Cell 132 may include a set of walls 138 that divide the fluid-separating conduit 124 into a first set of conduits 124c and a second set of conduits 124h. This set of walls 138 may define a thickness (t). For each cell 132, the thickness (t) may always be constant. Cell 132 may include a thickness (t) that always varies; in this case, the thickness used for the calculations described herein will be the average thickness (t).

[0066] Each catheter 124 may include multiple openings 140. As a non-limiting example, a first set of catheters 124c may include a first opening 140a. As a non-limiting example, a second set of catheters 124h may include a second opening 140b.

[0067] The conduit 124 can define a bifurcated flow path 142 that splits at the connector 144. The bifurcated flow path 142 can be two-branched or three-branched as shown in the figure. Each of the plurality of openings 140 can define a diameter (D). H Although illustrated in a circular shape, it should be understood that the multiple openings 140 can have any shape and diameter (D). H The diameter is 140a (D). A The diameter of the first opening (140a) is equal to the diameter of the other openings. For example, the diameter of the first opening (D) is equal to the diameter of the other openings. A ) equals the diameter of the second opening 140b (D) B ), and the diameter of the second opening 140b (D B This is also equal to the diameter (D) of the exemplary opening 140. HThis document will show the thickness (t) of the wall 138 of cell 132 and the diameter (D) of the opening 140 in cell 132. H The relationship between these factors can be referred to in this paper as the performance area factor, or simply "PAF". The hydraulic diameter (D) of multiple openings 140... H The hydraulic diameter (D) used in the calculations described herein can vary, in which case the hydraulic diameter (D) can vary. H ) will be the average hydraulic diameter (D H ).

[0068] Go to Figure 6 , from Figure 4 The view of line VI shows multiple layered cells 132. Layered volumes 147 can be seen more clearly as being separated by a set of walls 138. The first set of conduits 124c (darker shaded) defines the cooling layered volume 147c, while the second set of conduits 124h (lighter shaded) defines the heating layered volume 147h.

[0069] Figure 7 The heating stratification volume 147h is shown, in which a set of walls 138 and most of the cooling stratification volume 147c are removed. This more clearly shows the bifurcated flow path 142 along which the heating fluid (H) can flow. The bifurcated flow path 142 can be branched as exemplarily shown by the arrows. Figure 7 This is a representation of the heating fluid (H) flow without the structure of cell 132.

[0070] Figure 8 The cooling stratification volume 147c is shown, in which a set of walls 138 and most of the heating stratification volume 147h are removed. This more clearly illustrates the bifurcated flow path 142 along which the cooling fluid (C) can flow. The bifurcated flow path 142 can be tetrafid (four separate fluid paths), as exemplarily shown by the arrows. It should be understood that the bifurcated path as described herein can be divided into more than four separate fluid paths. Figure 8 This is a representation of the cooling fluid (C) flow without the structure of cell 132.

[0071] Go to Figure 9 This illustrates a method for cooling engine components using cell 132 according to the performance area factor (PAF) described herein. Method 200 may include introducing cooling fluid (C) at 202 into a first set of conduits 124c. The cooling fluid (C) may be drawn from another cell 132a (dashed line) stacked next to the illustrated cell 132 or from a cooling supply conduit 118 (…). Figure 3 ) is introduced. Stacked cells 132 and 132a together can define the cooling architecture 122 ( Figure 2It should be understood that multiple openings 140 fluidly connect consecutive cells 132, 132a to further define fluid-separated conduits 124c, 124h. The method may include cooling a second set of cooling conduits 124 at 204 by allowing cooling fluid (C) to flow through the first set of cooling conduits 124c. The cooling fluid (C) is relatively cooler than the heating fluid (H) flowing through the second set of cooling conduits 124h. Therefore, heat (Q) can move from the heating fluid (H) to the cooling fluid (C). It should be understood that, depending on the relative temperature of the surrounding environment, both fluids can be used to cool the structure 122 (…). Figure 2 The cooling fluid (C) flows at any location within the outer wall 114 facing the hot gas flow (Hg). For example, two cooling fluids can be used to cool the outer wall 114 facing the hot gas flow (Hg), the two cooling fluids being the same fluid, just separated into a first set of cooling conduits 124c and a second set of cooling conduits 124. This is advantageous because the first set of cooling conduits 124c and the second set of cooling conduits 124 provide maximized cooling, which will keep the outer wall 114 cooled. Further separation of the fluid during cooling allows for the flow in designated rows of the cooling holes 120, i.e., at the upstream edge 108 or the downstream edge 110 (see...). Figure 2 ) directional membrane cooling is performed at the location.

[0072] At 206, the cooling fluid (C) flow may be diverted at joint 144. At 208, discharging the cooling fluid (C) flow may include discharging the cooling fluid (C) flow as a discharge fluid (E) flow into another cell 132a. It is also conceivable that the discharge fluid (E) flow may be via at least one cooling hole 120 as described herein (see...). Figure 2 and Figure 3 ) Exit airfoil 92. It should be understood that the method can be repeated itself in the case that the discharged fluid (E) is introduced into another cell 132a, wherein the discharged fluid (E) is now the heated fluid (H) of the adjacent cell 132a.

[0073] Figure 10 This is a flowchart illustrating a method 300 for forming the engine component described herein, which may include forming at least one cell 132 at block 302, the at least one cell 132 having a wall 138 having a thickness (t). At block 304, a flow path extending through the at least one cell is formed, the flow path having a hydraulic diameter (D). H It can be envisioned that the flow path is a bifurcated flow path 142 as described herein. At box 306, the method may include determining that the performance area factor (PAF) is equal to... .

[0074] At box 308, the method may include manufacturing a PAF value greater than or equal to 4.5 mm. 2And less than or equal to 625 mm 2 At least one cell 132. In some embodiments described herein, the PAF value is greater than or equal to 4.5 mm. 2 And less than or equal to 85 mm 2 .

[0075] As will be discussed further in this paper, the effects of the PAF equilibrium heat transfer area (HTA) and friction on the pressure drop (F) p Method 300 may further include maximizing PAF so that the effect of friction on the pressure drop (F) is minimized. p Minimize. It has been found that the denominator of PAF is related to the effect of friction on pressure drop (F). p The equation is proportional to the given information: Method 300 may include creating at least one cell such that the effect of friction on the pressure drop (F) is quantified. p ) greater than or equal to 1.0 and less than or equal to 1.5 (1≤F p To maximize PAF, the friction factor (F) is ≤1.5). In some embodiments described herein, the effect of friction on the pressure drop (F) is... p ) greater than or equal to 1.0 and less than or equal to 1.2 (1≤F p ≤1.2).

[0076] It should be understood that the number, size, and configuration of blades, cells, etc. are provided as examples only, and in other exemplary embodiments, cells may have any other suitable configuration.

[0077] Optimizing the cooling architecture within engine components, or airfoils as described in this paper, helps optimize heat transfer while maintaining a low pressure drop. It has been found that the optimal geometry for each cell lies in a diameter (D) based on an opening of 140°. H And a specific range of wall thicknesses (t) of 138. Finding the optimal balance could previously only be accomplished through trial and error, if any. This can be a labor- and time-intensive process, as it is iterative and involves selecting different diameters (D). HMultiple cells 132 with a thickness (t) are selected. These cells 132 are placed within an engine component designed for a first flight operating condition and exhibiting thermal efficiency with an acceptable pressure drop. The selection of cells 132 is then evaluated to determine whether, under second, third, or other flight operating conditions, the selected cells 132 maintain thermal efficiency with an acceptable pressure drop under other operating conditions, thus necessitating a redesign of the engine component if the conditions are not met. The ability to obtain optimal engine components (such as airfoils as described herein) is desired, rather than relying on chance. A limited or narrow range of possible cells 132 are expected to define a cooling architecture 122 that meets mission requirements, including requirements for heat transfer, pressure ratio, and noise transmission levels when selecting the cooling architecture 122 and placing it within the engine.

[0078] During the time-consuming iteration process just described, the inventors discovered that the thickness (t) of the wall 138 of cell 132 is related to the diameter (D) of the opening 140 in cell 132. H The relationship between the performance area factor (PAF) and the performance area factor (PAF) is discussed in this paper. This relationship was an unexpected discovery during the engine design process—that is, designing cooling architectures for engine components and evaluating the impact of cooling architectures on heat transfer and pressure drop can narrow down the range of choices during the design process, thereby saving time and reducing material costs.

[0079] It has been found that PAF balances the influence of heat transfer area (HTA) and friction on pressure drop (F). p The expected values ​​of both, and can usually be determined by the amount of heat transfer (HTA) and the effect of friction on pressure drop (F). p The ratio of ) is expressed as shown in Equation 1:

[0080] Equation 1:

[0081] More specifically, the maximum available heat transfer area (HTA) of the cell geometry can be represented by Equation 2 below. Generally, maximizing the HTA value is desirable because a higher HTA value is associated with more heat transfer.

[0082] Equation 2:

[0083] Furthermore, the effect of friction on pressure drop (F) was found to be related to the geometry of the cell. p The following equation (3) can be used to represent F. Typically, F is between 1 and 1.5. p The value is associated with acceptable voltage drop. More specifically, values ​​greater than 1 and less than or equal to 1.2 (1 < F) have been found. p F ≤1.2) p The value provides the expected voltage drop.

[0084] Equation 3:

[0085] Therefore, Equation 4 below defines the performance area factor:

[0086] Equation 4: PAF =

[0087] Utilizing this relationship, the inventors were able to obtain airfoils that exhibited better thermal efficiency with acceptable pressure drop. The inventors discovered that the PAF (Packet Aspect Ratio) of a set of cells defining the cooling architecture in engine components, which meets both heat transfer and pressure drop requirements, can be reduced to 4.5 mm. 2 and 625 mm 2 The PAF range is defined within this context. Narrowing the PAF range allows for a deeper understanding of the requirements for a given engine before specific technology, integration, and system requirements are fully developed. Furthermore, understanding the PAF range can prevent or minimize later redesigns, reduce material costs, and save time.

[0088] The PAF value represents the combined effect of heat transfer and pressure drop. High heat transfer and / or low pressure drop both result in higher PAF values. Narrowing the PAF range allows designers to assess the trade-offs of accepting higher pressure drops for greater heat transfer during the design phase, and vice versa. Because the PAF range encompasses the combined effects of heat transfer and pressure drop, designers can understand the trade-offs involved when setting cell sizes for a specific set of conditions, potentially leading to the production of better airfoils than previously known.

[0089] A high HTA value and a relatively low F value close to "1" are expected. p The effects of balancing and trade-offs lie somewhere in between. The higher the PAF value, the more desirable the trade-off. For example, as shown in Table I below, a relatively large thickness (t=10 mm) and a relatively small diameter (D) are considered. H Cell 132 (0.25 mm) can produce a large heat transfer area (HTA=410); however, this also leads to a high impact of friction on the pressure drop (F). p = 4.3), which is undesirable. This combination produces a PAF value of 95 mm. 2 Designers may want to achieve the maximum possible heat transfer area while maintaining a relatively low pressure drop, and this can be achieved by increasing the diameter to 10 mm (which corresponds to a higher PAF value of 624 mm). 2 (Associated) to narrow down the design range to achieve this possibility. An increase in associated heat transfer value is desired, while the effect of friction on pressure drop (F) is less. p The value is significantly reduced to an acceptable range (between 1 and 1.5). Therefore, designers can easily reduce the value by specifying the thickness (t) and / or diameter (D) of the material. HThe available cells can be selected with relatively high PAF values ​​to quickly shrink the desired geometry.

[0090] Table I

[0091]

[0092] Go to Figure 11 The diagram shows the PAF along the y-axis and the diameter (D) along the x-axis. H The graph shows that the small bounded region 148 and the large bounded region 150 best represent the desired balance described herein, each range depending on the engine component where cell 132 described herein is located.

[0093] The first maximum thickness (t1) is represented by the first upper boundary line 152 of the small bounded region 148. The second maximum thickness (t2) is represented by the second upper boundary line 154 of the large bounded region 150. The large bounded region 150 extends between the first minimum diameter (D1) and the first maximum diameter (D2). The small bounded region 148 extends between the second minimum diameter (D3) and the second maximum diameter (D4). The minimum and maximum thickness / diameter results in overlapping PAF values, which will be described in more detail later.

[0094] Both the smaller bounded region 148 and the larger bounded region 150 are constrained by the minimum performance area factor (PAF1). The figure shows two maximum performance area factors: the first maximum performance area factor (PAF2) for the smaller bounded region 148 and the second maximum performance area factor (PAF3) for the larger bounded region 150. Although the acceptable effect of friction on the pressure drop (F...) p The value is between 1 and 1.5, but the effect of friction on the pressure drop (F) is... p Ideally, it should be less than or equal to 1.2 (and greater than 1).

[0095] Turning to Table II, various thicknesses (0.05 mm and 0.4 mm) and diameters (2 mm and 1.5 mm) allow for a certain amount of heat transfer area (HTA=4.4, 5.3), while also considering the effect of friction on pressure drop (F). p =1, 1.2) remain within the expected range. It can be seen that increasing the thickness (t=1.3) helps to increase the heat transfer area (HTA=9), but the effect of friction on the pressure drop exceeds the acceptable range (F... p =1.9). A relatively small thickness range and a relatively small diameter range are equivalent to a minimum performance area factor (PAF1). The minimum performance area factor is equal to 4.5 mm. 2 .

[0096] Table II

[0097]

[0098] Turning to Table III, a relatively large range of thicknesses and diameters was used to calculate the maximum performance area factor (PAF2 = 85 mm) for the small bounded region 148. 2 As shown below, increasing the area is equivalent to increasing heat transfer while keeping the effect of friction on the pressure drop (Fp = 1.1, 1.2) within the desired range. It can be seen that increasing the thickness (t = 2.5) can contribute to a larger heat transfer area (HTA = 104); however, the effect of friction on the pressure drop (Fp) remains relatively small. p Increase to the required range (1) <F p ≤1.2) and above and close to the acceptable limit (1 < F) p <1.5).

[0099] Table III

[0100]

[0101] While Tables I, II, and III show exemplary values, it should be understood that the PAF range described herein is narrowed to maximize the benefits associated with all variables affecting the structure of at least one cell 132 and consequently the cooling architecture 122.

[0102] Table IV shows the range of values ​​associated with the first maximum diameter (D2 = 10 mm) determined according to Table I. For the large bounded region 150 ( Figure 11 The table provides a list of various thicknesses (t) ranging from 0.05 mm to 10 mm. Thickness (t) should not be too thick or the blade too heavy, nor should it be too thin or the structural integrity compromised, as the blade will not be able to withstand the operating conditions such as pressure, centrifugal force, and vibration that engine components may encounter. As mentioned earlier, a larger thickness (t) generally equates to a larger PAF value and a larger heat transfer area (HTA) value. When the thickness exceeds 4 mm, the effect of friction on pressure drop (F...) is... p Increase to the required range (1) <F p ≤1.2) and above and close to the acceptable limit (1 < F) p <1.5). PAF balances performance while minimizing blade weight and blade structural integrity.

[0103] Table IV

[0104]

[0105] Table V shows the range of values ​​associated with the second maximum diameter (D4 = 6 mm) determined according to Table II. For the small bounded region 148 ( Figure 11The table provides a list of thicknesses (t) ranging from 0.05 mm to 10 mm. As mentioned earlier, larger thicknesses (t) generally correspond to larger PAF values ​​and larger heat transfer area (HTA) values. It can be seen that when the thickness exceeds 2.9 mm, the effect of friction on the pressure drop (F) is significantly increased. p Increase to the required range (1) <F p ≤1.2) and above and close to the acceptable limit (1 < F) p <1.5).

[0106] Table V

[0107]

[0108] Although high HTA and low F are required p However, design constraints (including, but not limited to, the dimensions of the wall gap 128) can reduce the thickness (t) of a set of walls 138 and the diameter (D) associated with the cell 132 described herein. H The available range of ) . Using the results described in this paper, Table VI below lists the variables (t), (D) discussed in this paper. H ), (PAF) and (F p (Small-scale and large-scale)

[0109] Table VI

[0110]

[0111] Furthermore, Table VII shows the range of values ​​associated with the maximum and minimum values ​​for each thickness / diameter range in Table VI. It can be seen that for designs where thickness and diameter can be maximized, the effect of friction on pressure drop (F) is... p ) can be kept within the acceptable range limit (1 <F p Within <1.5), it simultaneously provides a large heat transfer area (HTA). This is how the maximum PAF value is determined.

[0112] Table VII

[0113]

[0114] The benefits associated with the PAF described herein include, according to HTA and F pA rapid visualization of the trade-offs (constrained by the available geometric envelope). This geometric envelope is determined by the engine component being manufactured, its location within the engine, the materials used, or any other design constraints. PAF enables the production of high-performance airfoils with optimal performance using available factors. While narrowing these multiple factors down to a possible area saves time, money, and resources, the greatest benefit is the production of airfoils with superior performance. Previously developed airfoils might peak in one performance domain but lose efficiency or lifespan advantages in another. In other words, the performance area factor enables the development and production of higher-performance engine components across multiple performance domains with available constraints.

[0115] This written description uses examples to disclose this disclosure, including best practices, and also enables any person skilled in the art to practice this disclosure, including making and using any apparatus or system and performing any incorporated methods. The patentable scope of this disclosure is defined by the claims, but may include other examples that would occur to a person skilled in the art. Such other examples are intended to be within the scope of the claims if they include structural elements that are not indistinguishable from the literal language of the claims, or if they include equivalent structural elements that are not substantially different from the literal language of the claims.

[0116] Further aspects are provided by the following topics:

[0117] An engine component for a gas turbine engine, the engine component comprising: a cooling architecture including at least one cell, the at least one cell having a set of walls having a thickness, the set of walls defining a fluid-separating conduit having a plurality of openings, each of the plurality of openings having a hydraulic diameter; wherein the thickness (t) and the hydraulic diameter (D) H ) through equation Interrelated to define the performance area factor (PAF); and wherein the PAF is greater than or equal to 4.5 mm 2 And less than or equal to 625 mm 2 (4.5 mm) 2 ≤PAF≤625mm 2 ).

[0118] The engine component according to any of the foregoing clauses, wherein the cooling architecture is disposed within a wall gap of the engine component, the wall gap being located between an outer wall facing the hot gas flow and an inner wall facing the cooling fluid flow.

[0119] According to any of the preceding clauses, the engine component wherein the fluid separation conduit defines a branched flow path.

[0120] According to any of the preceding clauses, the engine component, wherein the at least one cell is a plurality of cells.

[0121] According to any of the preceding clauses, the engine components, wherein the plurality of cells are stacked together to define the cooling architecture.

[0122] According to any of the preceding clauses, the engine component wherein the plurality of openings are fluidly connected to a continuous cell to further define the fluid-separated conduit.

[0123] According to any of the foregoing clauses, the performance area factor (PAF) is less than or equal to 85 mm. 2 (4.50 mm) 2 ≤PAF≤85 mm 2 ).

[0124] The engine component according to any of the foregoing clauses, wherein the thickness (t) is greater than or equal to 0.05 mm and less than or equal to 10 mm (0.05 mm ≤ t ≤ 10 mm).

[0125] According to any of the preceding clauses, the engine component, wherein the hydraulic diameter (D) H ) Greater than or equal to 0.75 mm and less than or equal to 6 mm (0.75 mm ≤ D H ≤6 mm).

[0126] According to any of the preceding clauses, the engine component, wherein the hydraulic diameter (D) H ) Greater than or equal to 0.25 mm and less than or equal to 10 mm (0.25 mm ≤ D H ≤10 mm).

[0127] The engine component according to any of the foregoing clauses, wherein the thickness (t) is greater than or equal to 0.5 mm and less than or equal to 2 mm (0.5 mm ≤ t ≤ 2 mm).

[0128] According to any of the preceding clauses regarding engine components, wherein the denominator of the equation for PAF is greater than or equal to 1.0 and less than or equal to 1.5 (1 ≤ F p ≤1.5), and the effect of friction on pressure drop (F) p Proportional.

[0129] A cooling architecture for an engine component includes: a set of cells having a set of walls having a thickness (t), the set of walls defining a fluid-separating conduit having a set of openings having a hydraulic diameter (D). H ); where the effect of friction on pressure drop (F)p )and Proportional, greater than or equal to 1.0 and less than or equal to 1.5 (1 ≤ F p ≤1.5).

[0130] According to any of the preceding clauses, the cooling architecture is disposed within the wall gap of the engine component, the wall gap being located between an outer wall facing the hot gas flow and an inner wall facing the cooling fluid flow.

[0131] According to any of the preceding clauses, the cooling architecture, wherein the set of cells is a plurality of cells stacked together to define the cooling architecture.

[0132] According to any of the preceding clauses, the cooling architecture wherein the set of open fluid-connected continuous cells further defines the fluid-separated conduits.

[0133] According to any of the preceding clauses, the cooling architecture wherein the fluid separation conduit defines a branched flow path.

[0134] According to any of the preceding clauses, the amount of heat transfer area (HTA) is related to... Proportional, and in which the performance area factor (PAF) equals And the performance area factor (PAF) is greater than or equal to 4.5 mm. 2 And less than or equal to 625 mm 2 (4.5 mm) 2 ≤PAF≤625 mm 2 ).

[0135] According to any of the preceding clauses, the cooling architecture wherein the performance area factor (PAF) is less than or equal to 85 mm² 2 (4.50 mm) 2 ≤PAF≤85 mm 2 ).

[0136] A method for forming an engine component, the method comprising: forming at least one cell having a wall having a thickness (t); forming a flow path extending through the at least one cell having a hydraulic diameter (D). H The performance area factor (PAF) is determined to be equal to: Manufacturing with a diameter greater than or equal to 4.5mm 2 And less than or equal to 625 mm 2 (4.5 mm) 2 ≤PAF≤625 mm 2 The performance area factor (PAF) of at least one cell.

[0137] According to any of the preceding clauses regarding the cooling architecture, the denominator of the equation for PAF is greater than or equal to 1.0 and less than or equal to 1.5 (1 ≤ F). p ≤1.5), and the effect of friction on pressure drop (F) p Proportional.

Claims

1. An engine component for a gas turbine engine, characterized by, The engine component includes: A cooling architecture comprising at least one cell having a set of walls having a thickness (t) defining a fluidically separated conduit having a plurality of openings, each of the plurality of openings having a hydraulic diameter (D H ) wherein the thickness (t) and the hydraulic diameter (D H ) are correlated to define a performance area factor (PAF); and wherein the thickness (t) and the hydraulic diameter (D H ) are correlated to define a performance area factor (PAF); and wherein the PAF is greater than or equal to 4.5 mm 2 and less than or equal to 625 mm 2 (4.5 mm 2 ≤ PAF ≤ 625 mm 2 ).

2. The engine component of claim 1, wherein, wherein the cooling architecture is disposed within a wall gap of the engine component, the wall gap being between an outer wall facing a hot gas flow and an inner wall facing a cooling fluid flow.

3. The engine component of claim 1, wherein, wherein the fluidically separated conduits define diverging flow paths.

4. The engine component of claim 1, wherein, wherein the at least one cell is a plurality of cells.

5. The engine component of claim 4, wherein, wherein the plurality of cells are stacked together to define the cooling architecture.

6. The engine component of any one of claims 1-5, wherein, wherein the plurality of openings fluidically connect consecutive cells to further define the fluidically separated conduits.

7. The engine component of any one of claims 1-5, wherein, wherein the performance area factor (PAF) is less than or equal to 85 mm 2 (4.50 mm 2 ≤ PAF ≤ 85 mm 2 ).

8. The engine component of any one of claims 1-5, wherein, wherein the thickness (t) is greater than or equal to 0.05 mm and less than or equal to 10 mm (0.05 mm < t < 10 mm).

9. The engine component of any one of claims 1-5, wherein, wherein the hydraulic diameter (D H ) is greater than or equal to 0.75 mm and less than or equal to 6 mm (0.75 mm < D H ≤ 6 mm).

10. The engine component of any one of claims 1-5, wherein, wherein the hydraulic diameter (D H ) is greater than or equal to 0.25 mm and less than or equal to 10 mm (0.25 mm < D H ≤ 10 mm).

11. The engine component of any one of claims 1-5, wherein, wherein the thickness (t) is greater than or equal to 0.5 mm and less than or equal to 2 mm (0.5 mm < t < 2 mm).

12. The engine component of any one of claims 1-5, wherein, where the denominator of the equation for PAF is greater than or equal to 1.0 and less than or equal to 1.5 (1 < F p < 1.5), and is proportional to the amount of frictional impact on pressure drop (F p ).

13. A cooling architecture for an engine component, characterized by, The cooling architecture includes: A set of cells having a set of walls having a thickness (t) defining a fluidly separated conduit having a set of openings having a hydraulic diameter (D H ) where the amount of influence of friction on pressure drop (F p ) is proportional to , the amount of influence of friction on pressure drop (F p ) being greater than or equal to 1.0 and less than or equal to 1.5 (1 p ≤ F p ≤ 1.5).

14. The cooling architecture of claim 13, wherein, wherein the cooling architecture is disposed within a wall gap of the engine component, the wall gap being between an outer wall facing a hot gas flow and an inner wall facing a cooling fluid flow.

15. The cooling architecture of claim 13, wherein, wherein the set of cells is a plurality of cells stacked together to define the cooling architecture.

16. The cooling architecture of claim 15, wherein, wherein the set of openings fluidically connect consecutive cells to further define the fluidically separated conduits.

17. The cooling architecture of claim 13, wherein, wherein the fluidically separated conduits define diverging flow paths.

18. The cooling architecture of any of claims 13-17, wherein, where the heat transfer area (HTA) volume is proportional to and where the performance area factor (PAF) is equal to and the performance area factor (PAF) is greater than or equal to 4.5 mm 2 and less than or equal to 625 mm 2 (4.5 mm 2 ≤ PAF ≤ 625 mm 2 ).

19. The cooling architecture of claim 18, wherein, wherein the performance area factor (PAF) is less than or equal to 85 mm 2 (4.50 mm 2 ≤ PAF ≤ 85 mm 2 ).

20. A method of forming an engine component, characterized by, The method includes: forming at least one cell, the at least one cell having a wall having a thickness (t); forming a flow path extending through the at least one cell, the flow path having a hydraulic diameter (D H ) of less than 0.5 m. Determine the performance area factor (PAF) to be equal to: ; manufacturing the at least one cell having a performance area factor (PAF) greater than or equal to 4.5 mm 2 and less than or equal to 625 mm 2 (4.5 mm 2 ≤ PAF ≤ 625 mm 2 ).

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