Monolithic superstructure for load path optimization

Abstract

This disclosure generally relates to an integral superstructure for supporting a rotating shaft connected to a rotor relative to a stator. The integral superstructure supports the rotating components. The superstructure includes a bearing portion that contacts the shaft. The stator portion is radially spaced outward from the rotor by a critical dimension. A first annular transfer portion extends axially forward from the bearing to the stator portion. A second annular transfer portion extends axially rearward from the stator portion to a mounting flange. The mounting flange connects the superstructure to a frame. As the temperature of the superstructure increases, the superstructure maintains the critical dimension between the rotor and stator. The rotor may be a compressor impeller in a gas turbine engine, and the stator may be an aerospace component that delivers air to a combustor.

Description

[0001] This application is a divisional application of the invention patent application filed on October 10, 2017, with application number 201780081798.9 and invention title "Integral Superstructure for Load Path Optimization". Technical Field

[0002] This disclosure generally relates to an integral superstructure for supporting a rotating shaft connected to a rotor relative to a stator. In one example, the rotor is an impeller for a gas turbine engine, and the stator is an aerospace component for guiding compressed air from the impeller. Background Technology

[0003] In a gas turbine engine, intake air is compressed by a compressor. Fuel is added to the compressed air and ignited in a combustor. The expanding hot air passes through the turbine and exits from the nozzle, thus providing thrust. The turbine converts some of the energy of the expanding hot air into rotational energy used to power the compressor.

[0004] The interface between the compressor and the combustor comprises a crucial gap between the rotating impeller and the stationary aerodynamic components. On one hand, the rotating impeller is the final centripetal compressor impeller that produces highly compressed air. The stationary aerodynamic components guide the compressed air into the combustion chamber while simultaneously dispersing pressure and reducing turbulence within the compressed air. The alignment and clearance between the impeller and the aerodynamic components are critical dimensions affecting the performance of a gas turbine engine. If the components become misaligned or the clearance becomes too large, the compressed air will not enter the combustor correctly.

[0005] In conventional gas turbine engines, the impeller shroud is mounted to the combustor housing (e.g., via bolts or rivets). Aero-components are supported at the connection between the impeller shroud and the combustor housing. As engine temperatures increase, thermal expansion causes the aero-components to move relative to the impeller. This alters the alignment and clearance between the aero-components and the impeller, resulting in a decrease in engine performance.

[0006] Figure 1 This is a schematic cross-sectional view showing an exemplary conventional system 100 including the junction 102 between compressor 110 and burner 120. Compressor housing 112 is coupled to impeller shroud 116. Impeller 114 rotates with shaft 126. Impeller shroud 116 is coupled to burner housing 122 via connector 118. Shaft 128 is rotatably supported by bearing 128. Bearing 128 transfers load from shaft 126 to oil sump housing 134. Oil sump housing 134 is coupled to aero-component 130, which in turn is mounted to burner housing 122 at a connection between connector 118 and burner housing 122. Burner housing 122 includes mounting points 124 for mounting system 100 to a vehicle or other frame (e.g., generator housing).

[0007] Load path 136 illustrates the load distribution from shaft 126 in conventional system 100. The load is applied to bearing 128 and transmitted to oil sump housing 134. Oil sump housing 134 transmits the load to aerodynamic component 130, which in turn transmits the load via connector 118 to compressor 110 and to burner 120 including mounting point 124.

[0008] Illustration 150 illustrates the relative movement of impeller 116 and aerodynamic component 130 as the temperature of system 100 changes. As indicated by the solid lines, when the system is relatively cool, impeller 116 and aerodynamic component 130 are aligned with a small gap between them. For example, the gap could be approximately 20 mils. As indicated by the dashed lines, when the system is relatively hot, thermal expansion causes the hot aerodynamic component to shift radially outward and longitudinally distally. These directions are partly attributed to the load exerted by aerodynamic component 130 on compressor 110 via connector 118, which adds a longitudinal component to the expansion. The hot impeller 152 shifts radially outward. The gap between impeller 116 and aerodynamic component 150 increases, and the components become misaligned.

[0009] Given the above, it is understandable that there are problems, shortcomings, or disadvantages in gas turbine engines related to the rotor (such as the impeller) supporting the stator (such as an aerospace component). It would be ideal to design an improved system and method for supporting the rotor relative to the stator. Summary of the Invention

[0010] The following presents a brief overview of more than one aspect of the invention to provide a basic understanding of these aspects. This overview is not a broad summary of all contemplated aspects, and is neither intended to identify key or essential elements of all aspects, nor to depict the scope of any or all aspects. Its purpose is to present some concepts of more than one aspect in a simplified form as a prelude to the more detailed description that follows.

[0011] In one aspect, this disclosure provides an apparatus for transferring loads from a rotating component including a longitudinal shaft and a rotor. The apparatus includes an integral superstructure supporting the rotating component. The integral superstructure includes a bearing portion that contacts the shaft. The integral superstructure includes a stator portion that is radially outwardly spaced by a critical dimension from the rotor. The integral superstructure includes a first annular transfer portion extending axially forward from the bearing portion to the stator portion. The integral superstructure includes a mounting flange connecting the superstructure to a frame. The integral superstructure includes a second annular transfer portion extending axially rearward from the stator portion to the mounting flange.

[0012] In another aspect, this disclosure provides a method for distributing bearing loads. The method includes transferring a load from a rotating shaft to a bearing portion via contact between a shaft and a bearing portion of a superstructure. The method includes transferring a load from the bearing portion to a stator portion via a first annular support of the superstructure. The method includes transferring a load from the stator portion of the superstructure to a second annular support. The method includes transferring a load from the second annular support to a mounting lug. The method includes transferring a load from the mounting lug to a vehicle.

[0013] In another aspect, this disclosure provides a component for a gas turbine engine, comprising: an integral superstructure including a housing, the housing including a longitudinally proximal diffuser housing portion, at least one mounting flange, and a longitudinally distal combustor housing portion. The integral superstructure also includes an aeronautical component connected to the housing via an annular aeronautical component support, the aeronautical component including a diffuser portion and a vortex suppressor portion, the vortex suppressor portion including a plurality of connecting pipes extending from a radial end of the diffuser portion into the interior of the combustor housing portion.

[0014] In another aspect, this disclosure provides a method for supporting loads in a gas turbine engine. The method includes transferring loads from a rotating shaft to a bearing portion via contact between a shaft and a bearing portion of an oil sump housing. The method includes transferring loads from the bearing portion to an aero-component via a tapered member of the oil sump housing, the aero-component including a diffuser portion and a vortex suppressor portion, the vortex suppressor portion including a plurality of connecting pipes extending radially distally from the diffuser portion into the interior of a combustor housing. The method includes transferring loads from the aero-component to an annular aero-component support connected to the plurality of connecting pipes. The method includes transferring loads from the annular aero-component support to a mounting lug. The method includes transferring loads from the mounting lug to a frame supporting the gas turbine engine.

[0015] These and other aspects of the invention will be more fully understood after reading the following detailed description. Attached Figure Description

[0016] Figure 1 This is a schematic diagram illustrating an example of a conventional gas turbine engine, including the junction between the compressor and the burner.

[0017] Figure 2 The figure shows a perspective view of an exemplary superstructure according to one aspect of this disclosure.

[0018] Figure 3 Illustration Figure 2 A top view of an exemplary superstructure.

[0019] Figure 4 Illustration Figure 2A front view of an exemplary superstructure.

[0020] Figure 5 Illustration Figure 2 Rear view of the exemplary superstructure.

[0021] Figure 6 Illustration Figure 2 The axial cross section of the exemplary superstructure.

[0022] Figure 7 Illustration Figure 2 Another axial cross section of the exemplary superstructure.

[0023] Figure 8 The diagram shows a radial cross-section of the front region of the exemplary superstructure.

[0024] Figure 9 The illustration shows another radial cross-section of an aerospace component passing through the exemplary superstructure.

[0025] Figure 10 This is a schematic diagram illustrating an example of a load path for an exemplary superstructure. Detailed Implementation

[0026] Below, along with the appendix Figure 1 The detailed descriptions provided are intended as a description of various constructions, and not as indicating the only construction that can practice the concepts described herein. For the purpose of providing a thorough understanding of the various concepts, the detailed descriptions include specific details. However, it will be apparent to those skilled in the art that these concepts can be practiced without these specific details. In some instances, well-known components are shown in block diagram form to avoid obscuring these concepts.

[0027] As used in this text, the terms "axial" or "axially upward" refer to the dimension along the longitudinal axis of the engine. The term "forward," used with "axial" or "axially upward," refers to movement in the direction toward the engine inlet, or, relatively, one component being closer to the engine inlet than another. The term "rearward," used with "axial" or "axially upward," refers to movement in the direction toward the rear or outlet of the engine, or, relatively, one component being closer to the outlet than the inlet.

[0028] As used herein, the term "radial" or "radial up" refers to the dimension extending between the engine's central longitudinal axis and the engine's outer perimeter. The term "proximal" or "towards proximal," used alone or in conjunction with the terms "radial" or "radial up," refers to movement in a direction toward the central longitudinal axis, or, in other words, one component being relatively closer to the central longitudinal axis than another component. The term "distal" or "towards distal," used alone or in conjunction with the terms "radial" or "radial up," refers to movement in a direction toward the outer perimeter of the engine, or, in other words, one component being relatively closer to the outer perimeter of the engine than another component. As used herein, the term "lateral" or "lateral up" refers to the dimension perpendicular to both the axial and radial dimensions.

[0029] Figures 2 to 9 The illustration shows an exemplary superstructure 200 according to one aspect of the disclosure. Figure 2 The diagram illustrates a perspective view of an integrated superstructure 200. The integrated superstructure 200 can be a superstructure for a combustor in a gas turbine engine. In one aspect, the integrated superstructure 200 is a single integrated component that performs the functions of several components in a conventional combustor. For example, the integrated superstructure 200 performs the functions of an aerospace component, which generally includes a separate diffuser, deswirler, vortex plate, and diffuser housing. The integrated superstructure 200 also performs the functions of a combustor housing assembly (e.g., various components that deliver fuel, air, and appliances to the combustor). The integrated superstructure 200 also performs the functions of a bearing oil sump supporting the shaft and managing turbine cooling air using an inner shroud. As discussed in further detail below, by combining the various functions of the combustor components into a single unit, the integrated superstructure 200 reduces the overall weight of the combustor. The integrated superstructure 200 also allows for optimized design paths, thus requiring lower fuel volumes and transport lengths. Furthermore, the integrated superstructure eliminates assembly risks and fastener failures.

[0030] The integral superstructure 200 generally includes an outer shell 210, which corresponds to a conventional burner shell and diffuser shell. For example... Figure 3 and Figure 7As best viewed in the image, housing 210 may include a diffuser housing portion 250 in a longitudinally proximal region and a burner housing portion 260 in a longitudinally distal region. Housing 210 includes a fuel nozzle port 212 in burner housing portion 260 for receiving fuel lines and mounting fuel nozzles. Housing 210 also includes mounting lugs 214 located between diffuser housing portion 250 and burner housing portion 260. Mounting lugs 214 are spaced apart around housing 210 and extend radially outward. Mounting lugs 214 are used for mounting the integral superstructure 200 to a frame (such as a vehicle frame or generator frame). Diffuser housing portion 250 includes a compressor flange 252 for mounting to a compressor housing. Housing 210 also includes an igniter port 216 for allowing ignition wires to pass through housing 210. Housing 210 also includes an appliance port 218 for allowing appliances and / or wires to pass through housing 210. The housing 210 also includes a cooling air passage 254 for delivering cooling air from the front portion of the integral superstructure 200 to the rear components (such as a turbine).

[0031] like Figure 6 and Figure 7 As best viewed from the center, the integral superstructure 200 also includes a centrally located bearing oil collection housing 230. The bearing oil collection housing 230 includes a bearing support 232 for mounting a support shaft 234. Figure 4 The bearing is shown in the figure. The bearing oil sump housing 230 further includes a tapered portion 236 supporting the aerospace component 300. The tapered portion 236 is an annular transfer portion extending longitudinally proximal to the bearing support 232 toward the aerospace component 300. The tapered portion 236 transfers load from the bearing support 232 to the aerospace component 300. In one aspect, the tapered portion 236 is shaped to maintain the position of the aerospace component 300 relative to the bearing oil sump housing 230 and the impeller. The bearing oil sump housing 230 further includes a turbine cooling passage 240 defined between the tapered portion 236, the aerospace component 300, and the internal combustor shroud 148. The turbine cooling passage 240 draws clean air from the aerospace component 300 and supplies clean air to the turbine cooling blades (not shown) via an accelerator 242. The internal combustor shroud guides the clean air and also provides thermal protection for the bearing oil sump housing 230. The bearing oil sump housing further includes a bearing oil sump sealing surface 244. For example, the bearing oil sump sealing surface 244 may be an inwardly extending flange. The bearing oil sump sealing surface 244 can form a seal for the bearing. The bearing oil sump housing includes a turbine mounting surface 246 for connection to a turbine.

[0032] Aircraft component 300 receives air from compressor impeller 114 and supplies compressed air to the combustor. For example, aircraft component 300 performs functions conventionally performed by diffusers and vortex suppressors. In one respect, compressor impeller 114 can be considered as a rotor, and aircraft component 300 can be considered as a stator. Aircraft component 300 divides the interior of housing 210 into a front region and a rear region. As will be discussed in further detail below, aircraft component 300 is also a load-bearing component that transfers loads from bearing oil sump housing 230 to housing 210 and mounting lugs 214. Aircraft component 300 includes diffuser portion 310, rear wall vortex plate 320, vortex suppressor tube 330, and aircraft component support 370.

[0033] Figure 8 The diagram follows Figure 3 The transverse cross-section of line 8-8 in the diagram. The diffuser section 310 is an annular member that extends radially inward to edge 312. Figure 9 The diagram shows the diffuser section 310 along... Figure 3 The transverse cross-section of line 9-9 in the diagram. For example... Figure 9 As best viewed, diffuser section 310 includes a plurality of internal channels 314 extending radially outward from edge 312. The openings of the channels at edge 312 are aligned with the final compressor impeller. As the internal channels 314 extend from edge 312 toward vortex reducer tube 330, the diameter of the internal channels 314 increases. As discussed in further detail below, the clearance between diffuser section 310 and compressor impeller can be a performance-critical gap. For example, as the distance between diffuser section 310 and impeller increases, pressurized air is delivered to aerodynamic component 300 more inefficiently via internal channels 314.

[0034] The rear wall vortex plate 320 is a plate located behind the compressor impeller. The rear wall vortex plate 320 deflects air leaving the compressor impeller in a radially outward direction. In one embodiment, the rear wall vortex plate 320 further includes an impeller rear wall reinforcement 322. The impeller rear wall reinforcement 322 is an annular member with a triangular cross-section that resists forces from the impeller. Furthermore, the impeller rear wall reinforcement 322 provides frequency tuning to counteract resonant frequency noise generated by the engine.

[0035] The vortex suppressor tube 330 comprises multiple connecting tubes extending from the diffuser section 310 to the inside of the combustor housing section 260. Each tube initially extends radially outward from the diffuser section 310. Each tube then bends longitudinally and laterally. In one aspect, the lateral bend is opposite to the direction of impeller motion. Thus, the vortex suppressor tube 330 reduces lateral vortices in the compressed air. The longitudinal bend of the vortex suppressor tube 330 extends from the front region to the vortex suppressor outlet 334, which is located within the combustor housing section 260 in the rear region. The vortex suppressor tube 330 can be the only path from the front region to the rear region. In one aspect, the vortex suppressor tube 330 may include an extraction port 332 for turbine cooling and oil sump pressurization. For example, the extraction port can connect the interior of the vortex suppressor tube 330 to the turbine cooling passage 240.

[0036] The aircraft component support 370 is an annular member that supports the aircraft component 300 relative to the housing 210. The aircraft component support 370 transfers bearing loads from the aircraft component 300 to the housing 210 near the mounting lug 214. The aircraft component support 370 extends longitudinally and radially from the vortex reducer tube 330 to the housing 210. In one respect, the housing 210 can be at a relatively lower temperature than the aircraft component 300 and the bearing oil sump housing 230. For example, during operation, the aircraft component 300 can be more than 200 degrees Fahrenheit hotter than the housing 210. The bearing oil sump housing 230 can even be hotter than the aircraft component 300.

[0037] Various properties of the aero-component support 370 can be selected for a specific engine to optimize load transfer and thermal management. Specifically, the shape of the aero-component support 370 can be selected to maintain the position of the aero-component 300 relative to the impeller as engine temperature increases. For example, the aero-component support 370 can allow radial expansion of the aero-component 300 while resisting longitudinal movement of the aero-component 300. The radial expansion of the aero-component 300 can correspond to the radial expansion of the impeller, thereby maintaining a crucial clearance between the impeller and the aero-component. By resisting longitudinal movement of the aero-component 300, the aero-component support 370 maintains alignment between the impeller and the diffuser section 310.

[0038] Figure 10 This is a schematic diagram illustrating the load path 1136 for an exemplary superstructure. Shaft 126 applies a load to bearing support 232. Bearing support 232 transfers the load to bearing oil reservoir housing 230. Tapered portion 236 transfers the load to aerodynamic component 300. In this example, the tapered portion connects to the aerodynamic component between rear wall vortex plate 320 and vortex damper tube 330. Vortex damper tube 330 transfers the load to annular aerodynamic component support 370. Annular aerodynamic component support 370 transfers the load to outer housing 210 including mounting lugs 214.

[0039] The diffuser section 310 is positioned at a critical dimension relative to the impeller 114. The diffuser section 310 is supported via a vortex suppressor tube 330, a tapered portion 236, and an annular aerodynamic component support 370. It should be noted that the diffuser section 310 is not directly connected to the diffuser housing section 250. Therefore, unlike... Figure 1 Load path 1136 in the figure does not include the axial component passing through diffuser section 310. Illustration 1150 shows an enlarged view of the junction between impeller 114 and diffuser section 310. When impeller 114 and diffuser section 310 are cold (e.g., at startup, as illustrated by solid lines), there is a small space between impeller 114 and diffuser section 310. Additionally, impeller 114 and diffuser section 310 are aligned such that compressed air radially away from the impeller is delivered to the diffuser. As the system heats up (e.g., during operation, as illustrated by dashed lines), hot impeller 1114 can expand radially and shift slightly forward. Due to the support structure of aerodynamic component 300 and load path 1136, thermal diffuser 1310 also expands radially and shifts slightly forward. This forward shift can be kept below a threshold. Thus, the spacing between hot impeller 1114 and thermal diffuser 1310 remains approximately the same as the spacing between cold impeller 114 and cold diffuser section 310. On one hand, when the system temperature increases by at least 200 degrees Fahrenheit, the critical dimension between the impeller 114 and the diffuser section 310 remains within 10%. Additionally, the heat diffuser 1310 maintains radial alignment. For example, unlike the heat diffuser 154, the heat diffuser 1310 maintains the same orientation relative to the impeller 114. Thus, during system heating, transfer efficiency is maintained at the interface between the impeller 114 and the diffuser section 310.

[0040] Additive manufacturing (AM) processes can be used to fabricate the monolithic superstructure 200. AM encompasses a variety of manufacturing and forming techniques known by various names, including freeform surface machining, 3D printing, rapid prototyping / mold making, etc. AM technology can process complex parts from a variety of materials. Typically, individual objects can be fabricated from computer-aided design (CAD) models. Certain types of AM processes (Direct Metal Laser Melting (DMLM)) use energy beams (such as electron beams) or electromagnetic radiation (such as laser beams) to sinter or melt powder materials, thereby creating solid three-dimensional objects in which the particles of the powder material are bonded together. AM can be particularly suitable for fabricating, for example, the monolithic superstructure 200, which comprises several concentric and coaxial sub-components. In one aspect, the monolithic superstructure 200 can be fabricated layer by layer along a longitudinal axis. AM processes can fabricate the monolithic superstructure into a single structure. Various supports can be used to position the various parts of the monolithic superstructure during the construction process. After completion, the supports and any unmelted powder can be removed from the monolithic superstructure 200. Furthermore, additional components (such as replaceable bearings, fuel lines, appliances, etc.) can be installed onto the superstructure. In one aspect, one or more of the aforementioned components can be replaced with similar components that are installed into fixed installations integrated into the superstructure.

[0041] On one hand, the monolithic and integrated design of the integral superstructure 200 integrates services and features into a single component. Design optimization can be performed for the monolithic design, rather than at the sub-component level. For example, guidance paths, shell and pressure vessel properties, aerodynamics and related performance, weight, and cost can be optimized as part of the monolithic subsystem design. Additionally, the monolithic design allows for features that cannot be assembled as separate components in practice (e.g., the integrated vortex damper tube 330 and the annular aerodynamic component support 370). The monolithic structure also reduces assembly risks associated with the functional and physical properties of separate components. Thus, the monolithic structure allows for the manufacture of subsystems in a predictable and repeatable manner.

[0042] This written description uses examples to disclose the invention, including preferred embodiments, and also enables those skilled in the art to practice the invention, including making and using any device or system, and performing any incorporated methods. The scope of the invention is defined by the claims and may include other examples readily conceived by those skilled in the art. Such other examples are intended to be included within the scope of the claims if the example has structural elements that are not different from the wording of the claims, or if the example includes equivalent structural elements that are not substantially different from the wording of the claims. Aspects from the various embodiments described, and other known equivalents for each such aspect, can be mixed and matched by those skilled in the art to construct other embodiments and techniques based on the principles of this application.

Claims

1. An apparatus for transmitting loads from a rotating component comprising a longitudinal axis and a rotor, characterized by, Include: An integrated upper structure supporting the rotating component, the integrated upper structure comprising: The bearing portion is in contact with the longitudinal shaft; An aerospace component, the aerospace component being radially outwardly spaced from the rotor, the aerospace component being used to define a flow path between the rotor and the burner; A first annular transmission portion extends axially forward from the bearing portion to the aerospace component; The housing includes mounting lugs for connecting the integral upper structure to the frame; as well as An aviation component support member extends axially rearward from the aviation component to the mounting lug. The aviation component support member is radially inner to the housing body. The aviation component support member has a first end and a second end. The first end extends from the aviation component and is integrally formed with the aviation component. The second end extends from the housing body and is integrally formed with the housing body. The aviation component support member is radially outer to the flow path.

2. The apparatus of claim 1, wherein, in, As the temperature of the device increases, the first annular transmission portion and the aerospace component support allow the aerospace component to maintain radial alignment with the rotor.

3. The apparatus of claim 1, wherein, in, When the temperature of the device increases by at least 200 degrees Fahrenheit, the size remains within 10%.

4. The apparatus of claim 1, wherein, in, The first annular transmission section is conical.

5. The apparatus of claim 1, wherein, The aircraft component includes: The diffuser section; and The vortex suppressor section includes a plurality of connecting pipes extending from the radial end of the diffuser section.

6. The apparatus of claim 5, wherein, in, The aircraft component support is adjacent to the vortex reducer section.

7. The apparatus of claim 1, further comprising a compressor flange for connecting the integral upper structure to the compressor housing.

8. The apparatus of claim 5, wherein, in, The plurality of connecting pipes include a plurality of evacuation ports, which provide fluid communication between the plurality of connecting pipes and the interior of the frame.

9. The apparatus of claim 5, wherein, in, The aerospace component further includes a rear wall vortex plate that extends radially inward from the diffuser portion.

10. An integral superstructure for supporting a rotor of a gas turbine engine, the integral superstructure comprising: A compressor flange for connecting to the axial end of the compressor housing of the gas turbine engine; Mounting lugs are used to connect to the frame supporting the gas turbine engine; The housing includes a diffuser housing portion that extends between the compressor flange and the mounting lug; Aviation component support; as well as An aerospace component connected to the housing via an aerospace component support, the aerospace component including a diffuser portion, the diffuser portion being longitudinally and radially aligned with the rotor when the diffuser portion is at a first temperature, and the diffuser portion being longitudinally and radially aligned with the rotor when the diffuser portion is at a second temperature; the second temperature being at least 200 degrees Fahrenheit higher than the first temperature, wherein a first load path between the aerospace component and the mounting lug extends through the aerospace component support and not through the diffuser housing portion, and a second load path between the compressor flange and the mounting lug extends through the diffuser housing portion and not through the aerospace component support.

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