US20130202425A1 - Turbojet engine case, notably intermediate case - Google Patents
Turbojet engine case, notably intermediate case Download PDFInfo
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- US20130202425A1 US20130202425A1 US13/557,722 US201213557722A US2013202425A1 US 20130202425 A1 US20130202425 A1 US 20130202425A1 US 201213557722 A US201213557722 A US 201213557722A US 2013202425 A1 US2013202425 A1 US 2013202425A1
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- Prior art keywords
- case
- ring sector
- case according
- ring
- sector
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Classifications
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
- F01D25/24—Casings; Casing parts, e.g. diaphragms, casing fastenings
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D9/00—Stators
- F01D9/02—Nozzles; Nozzle boxes; Stator blades; Guide conduits, e.g. individual nozzles
- F01D9/04—Nozzles; Nozzle boxes; Stator blades; Guide conduits, e.g. individual nozzles forming ring or sector
- F01D9/041—Nozzles; Nozzle boxes; Stator blades; Guide conduits, e.g. individual nozzles forming ring or sector using blades
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
- F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
- F01D9/00—Stators
- F01D9/06—Fluid supply conduits to nozzles or the like
- F01D9/065—Fluid supply or removal conduits traversing the working fluid flow, e.g. for lubrication-, cooling-, or sealing fluids
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2240/00—Components
- F05D2240/10—Stators
- F05D2240/12—Fluid guiding means, e.g. vanes
- F05D2240/128—Nozzles
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- F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
- F05—INDEXING SCHEMES RELATING TO ENGINES OR PUMPS IN VARIOUS SUBCLASSES OF CLASSES F01-F04
- F05D—INDEXING SCHEME FOR ASPECTS RELATING TO NON-POSITIVE-DISPLACEMENT MACHINES OR ENGINES, GAS-TURBINES OR JET-PROPULSION PLANTS
- F05D2300/00—Materials; Properties thereof
- F05D2300/60—Properties or characteristics given to material by treatment or manufacturing
- F05D2300/603—Composites; e.g. fibre-reinforced
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T50/00—Aeronautics or air transport
- Y02T50/60—Efficient propulsion technologies, e.g. for aircraft
Definitions
- the present invention relates to the field of multi-flow turbojet engines and is aimed more particularly at a case element which is usually termed the intermediate case.
- the duct downstream of the fan communicates with two concentric ducts: the primary flow duct and the secondary or bypass flow duct.
- the primary flow duct leads to the compression stages and to the combustion chamber. The latter opens into the flowpath for the hot gases comprising the turbine wheels driving the compressors including the fan rotor. Following expansion, the gases of the primary flow are discharged via a central nozzle.
- the secondary flow duct which is annularly on the outside of the duct for the primary flow is straightened axially then passes between the arms of the intermediate case before being ejected through a secondary flow nozzle if the engine is of the type in which the flows are kept separate.
- the rotary parts of a turbojet engine are guided in their rotation by rolling bearings generally supported by two case elements, one of them positioned at the front and forming the intermediate case and the other at the rear and forming the exhaust case. Furthermore, the transmission of load between the engine and the aircraft is performed by attachments secured to these two case elements.
- the intermediate case is a component which may be of large diameter in so far as its external diameter is that of the fan. It comprises a hub through which the rotary shafts of the engine pass and which supports the bearings thereof, and through which the primary flow duct also passes. Structural arms extend radially from the hub as far as an outer cylindrical casing. The latter is formed of a shroud on which fittings are formed for attachment to a strut for suspending from an aircraft. Much of the load between the engine and the aircraft thus passes through this case.
- the problem is therefore that of finding an intermediate case structure that is light enough in weight that it can be incorporated notably by way of intermediate case in a high bypass ratio engine without impairing the specific consumption thereof.
- a bladed disk of fixed guide vanes is arranged in the secondary or bypass flow duct, the vanes being designed to straighten, before it is discharged into the atmosphere, the flow of air set in rotation about the engine axis by its passage through the fan.
- These vanes are often known by the abbreviation OGV, which stands for Outlet Guide Vanes.
- OGV Outlet Guide Vanes
- These vanes have only an aerodynamic role and are connected to the fan case by bolted connections.
- the intermediate case is a one-piece metal component of all-welded construction. This solution is undesirable for high bypass ratio engines because the structural arms of the intermediate case introduce an aerodynamic pressure drop and thus impair the propulsion efficiency of the engine.
- the vanes that form flow straighteners are designed also to act as structural arms. They are connected by bolted connections to the outer shroud and to the hub of the case. However, despite the presence of the bolts, these vanes cannot be removed without the engine being dismantled from the wing structure of the airplane.
- the vanes are made of metal, as too are the shroud and the hub of the case.
- the disadvantage of this solution is that it adds the mass of the bolted connections.
- the flow path has to be rebuilt over the bolt heads in order to prevent the engine flow creating a drag effect.
- the intermediate case comprises structural arms connecting between the hub and the outer shroud. These arms combine the mechanical function of transmitting load and the aerodynamic function. To do so they comprise, on the one hand, a plurality of metal ties extending radially along the length of the arms and, on the other hand, a shell made of composite material surrounding the ties and forming the aerodynamic exterior surface.
- the bolted connections are present again in this embodiment too.
- Another solution might make it possible to dispense with the bolted connections of the previous solution and incorporate the straightening blades into the hub and the outer shroud. This would involve designing a one-piece case made of composite material which would have the additional advantage of saving weight. However, this solution would be complicated to produce and it would be difficult to guarantee a quality that was repeatable from one case to another. Further, if all the straightening vanes were made of composite a greater thickness would be required between the hub and the outer shroud. That would lead to a not-negligible pressure drop within the flow path.
- a subject of the invention is an annular case of a multi-flow turbojet engine comprising a first element forming a hub, a second element forming a cylindrical casing, radially on the outside of and concentric with the first element, radial arms connecting the first annular element to the second annular element, at least part of said arms being structural and having an aerodynamic flow straightener vane profile.
- the annular case is characterized that it comprises a first ring sector and a second ring sector; the first ring sector is made at least partially of composite material and the second ring sector is made of metal, said arms of the second ring sector being structural.
- the first case ring sector has a resin impregnated fibrous structure and notably is of one piece with the arms that connect the annular elements configured to form flow straightening vanes and which are incorporated into the two elements, hub and cylindrical casing, of the first ring sector.
- the second ring sector is of one piece; more specifically, it is a casting notably made of titanium alloy.
- the two ring sectors are joined together by bolting; more specifically they are joined together using fishplates.
- the second element of the second ring sector comprises attachment means for fixing the turbojet engine to the structure of an aircraft.
- the angle subtended at the center of the second ring sector is comprised between 30° and 120°.
- the invention also relates to the turbojet engine that incorporates the new case by way of intermediate case.
- FIG. 1 is half of an axial section through the front part of a front fan twin spool turbofan engine, showing intermediate case elements;
- FIG. 2 is a three quarters front perspective view of a case according to the invention, forming an intermediate case;
- FIGS. 3 and 4 show the detail of the case of FIG. 2 ;
- FIG. 5 is one step in the production of the first ring sector according to one mode of manufacture.
- FIG. 1 is taken from Patent Application WO2010/122053 which relates to an intermediate case structure with arms mechanically connecting the hub to the outer cylindrical casing. These arms combine the structural function of transmitting loads between the hub and the casing and the aerodynamic function of straightening the secondary or bypass flow.
- the present invention is aimed at a case structure that forms an intermediate case that is an improvement on the solution disclosed in that application.
- the primary flow F 1 is compressed by compression means 7 which lead to the combustion chamber, not depicted, downstream.
- the fan is contained in a fan case 5 which delimits the duct 10 for the secondary or bypass flow F 2 with the fairing of the primary flow duct.
- the fan duct 5 is bolted to the outer shroud 14 of the intermediate case 12 .
- This case 12 comprises a hub 15 centered on the axis 3 of the engine and radial arms 13 mechanically connecting the hub 15 to the shroud 14 and uniformly distributed about the axis of the engine.
- the outer shroud 14 forms a cylindrical casing in aerodynamic continuation of the internal wall of the fan duct 5 .
- the hub 15 comprises openings for the primary flow duct 8 and a central opening for the shafts of the rotors of the engine and their bearings.
- each arm 13 comprises a metal core formed of ties bolted at their two ends to the hub and to the shroud and a shell made of composite material, the exterior surface of which is of an aerodynamic shape in order to act as a flow straightener.
- the structure of the case of the invention is illustrated in FIGS. 2 to 4 .
- the case 20 of annular shape about an axis that may coincide with that of the engine on which it is mounted, comprises a first element forming a hub 22 and a second element forming a cylindrical casing 24 leaving an annular space to the hub.
- Radial arms 23 mechanically connect the hub and the casing 24 and are circumferentially distributed about the axis of the case. These arms 23 have an aerodynamic profile which allows them to straighten an incident air flow rotating about the axis, i.e. which has an axial direction with a circumferential component.
- the flow of air that has passed through the annular space of the case finds itself substantially along the axis of the case further downstream.
- the number and profile of the arms are thus dictated by the flow straightener vane function conferred upon them.
- the case here is made up of two ring sections centered on the axis of the case.
- the first ring section 20 C is of one piece in as much as the arms 23 C are incorporated into the parts of the first element forming the hub 22 C and of the second element forming the casing 24 C of the sector, thereby forming a single piece;
- the sector is also mainly made of composite material with a resin impregnated fiber structure.
- a metal coating may potentially be applied to the leading edge of the flow straightening vanes in order to increase their resistance to erosion and to impact. This leading edge coating is preferably added on in order to make it easier to replace in the event of damage.
- the second ring sector 20 T is made of metal.
- this sector is also of one piece.
- the radial arms 23 T mechanically connecting the hub and the casing are incorporated into the parts of the first element forming a hub 22 T and of the second element forming a casing 24 T of the ring sector 20 T.
- the ring sector is preferably obtained using the casting technique and is made of titanium alloy.
- the function of the arms 23 T is twofold: aerodynamic and structural. Because of their aerodynamic profile, the arms 23 T act as flow straightening vanes in the same way as the radial arms 23 C. Because of their metal structure they transmit load between the hub and the casing.
- the two sectors 20 C and 20 T are fitted together to form the case 20 and means of attachment between the two components may consist of fishplates 26 joining the second casing elements 24 C and 24 T together.
- the hub elements may also potentially be joined together.
- the fishplates are fixed for example by bolting.
- the case When the case is used as an intermediate case, it comprises a means of attachment 28 on the casing element 24 T.
- This means of attachment allows the engine to be suspended from an aircraft strut for example. It may be cast in with the remainder of the second ring sector. Through this contrivance, most of the load passes through the radial arms 23 T.
- the angle subtended by the second ring sector is preferably comprised between 30° and 120° with respect to attachment 28 , or even preferably between 15° and 60° on each side of the attachment.
- One nonlimiting method of manufacture is to produce a fibrous structure using, for example, a three dimensional weaving technique using a weave of the interlock type covering several layers of warp threads and weft threads.
- a three dimensional weaving technique using a weave of the interlock type covering several layers of warp threads and weft threads.
- This three dimensional weaving technique is described in patent FR 2 913 053 in the name of the present applicant for the manufacture of a fan case.
- two 3D textile cloths are woven in such a way as to cause loops of warp thread to project out from the plane of weaving. These loops form protrusions that project out from the plane of weaving and will act as anchoring structures for the straightener vanes. The arrangement and spacing of the loops are thus determined by the vanes they are to accept.
- FIG. 5 shows two cylindrical and concentric fibrous structures 122 c and 124 c which have been formed from the cloths to constitute the shrouds that form the first and second elements of the case.
- the protrusions 122 c ′ formed by the loops face outward.
- the protrusions 124 c ′ face inward.
- the protrusions 122 c ′ and 124 c ′ are aligned in radial directions.
- Fibrous structures 123 made up of fibers such as carbon fibers which are braided and in the form of sleeves, are then slipped around each pair of protrusions aligned on one and the same radius. They form connections between the interior cylindrical fibrous structure and the exterior cylindrical fibrous structure. These sleeves are shaped so that, after molding, they will form the straightening vanes. Once all the sleeves are in position on the cylindrical structures the entire entity is placed in a suitable mold, the volume of which corresponds to that of the shrouds, with the first and second elements 22 c and 24 c joined together by flow straightener vanes, and a resin is injected into the mold.
- the component obtained is cut to form the first ring sector with which the second ring sector is then combined, the assembly constituting the composite case of the invention.
- the ring sector is formed directly by molding.
- the case structure of the invention thus allows a significant weight saving by comparison with the prior art, notably when applied to the intermediate case of a high bypass ratio engine.
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- Engineering & Computer Science (AREA)
- Mechanical Engineering (AREA)
- General Engineering & Computer Science (AREA)
- Physics & Mathematics (AREA)
- Fluid Mechanics (AREA)
- Structures Of Non-Positive Displacement Pumps (AREA)
- Turbine Rotor Nozzle Sealing (AREA)
Abstract
Description
- The present invention relates to the field of multi-flow turbojet engines and is aimed more particularly at a case element which is usually termed the intermediate case.
- A multi-flow turbojet engine such as a front fan twin spool turbofan engine comprises an air intake fixed to a fan case itself bolted to the outer shroud of the case known as the intermediate case. The duct downstream of the fan communicates with two concentric ducts: the primary flow duct and the secondary or bypass flow duct. The primary flow duct leads to the compression stages and to the combustion chamber. The latter opens into the flowpath for the hot gases comprising the turbine wheels driving the compressors including the fan rotor. Following expansion, the gases of the primary flow are discharged via a central nozzle. The secondary flow duct which is annularly on the outside of the duct for the primary flow is straightened axially then passes between the arms of the intermediate case before being ejected through a secondary flow nozzle if the engine is of the type in which the flows are kept separate.
- The rotary parts of a turbojet engine are guided in their rotation by rolling bearings generally supported by two case elements, one of them positioned at the front and forming the intermediate case and the other at the rear and forming the exhaust case. Furthermore, the transmission of load between the engine and the aircraft is performed by attachments secured to these two case elements.
- The intermediate case is a component which may be of large diameter in so far as its external diameter is that of the fan. It comprises a hub through which the rotary shafts of the engine pass and which supports the bearings thereof, and through which the primary flow duct also passes. Structural arms extend radially from the hub as far as an outer cylindrical casing. The latter is formed of a shroud on which fittings are formed for attachment to a strut for suspending from an aircraft. Much of the load between the engine and the aircraft thus passes through this case.
- On account of its structural role and of its size, the case makes a significant contribution toward the mass of the engine. This characteristic is all the more pronounced in the case of high bypass ratio engines in which the ratio between the cold secondary or bypass flow and the hot primary flow is high, of the order of 12 to 16, which are the target of development work on account of their low specific fuel consumption.
- It would seem that the diameter of these components cannot be appreciably increased simply by extrapolating from known structures.
- The problem is therefore that of finding an intermediate case structure that is light enough in weight that it can be incorporated notably by way of intermediate case in a high bypass ratio engine without impairing the specific consumption thereof.
- According to one prior art, a bladed disk of fixed guide vanes is arranged in the secondary or bypass flow duct, the vanes being designed to straighten, before it is discharged into the atmosphere, the flow of air set in rotation about the engine axis by its passage through the fan. These vanes are often known by the abbreviation OGV, which stands for Outlet Guide Vanes. These vanes have only an aerodynamic role and are connected to the fan case by bolted connections. In this case the intermediate case is a one-piece metal component of all-welded construction. This solution is undesirable for high bypass ratio engines because the structural arms of the intermediate case introduce an aerodynamic pressure drop and thus impair the propulsion efficiency of the engine.
- According to another prior art, the vanes that form flow straighteners are designed also to act as structural arms. They are connected by bolted connections to the outer shroud and to the hub of the case. However, despite the presence of the bolts, these vanes cannot be removed without the engine being dismantled from the wing structure of the airplane. The vanes are made of metal, as too are the shroud and the hub of the case. The disadvantage of this solution is that it adds the mass of the bolted connections. In addition, the flow path has to be rebuilt over the bolt heads in order to prevent the engine flow creating a drag effect.
- One solution that improves on the previous one is described in Patent Application WO 2010/122053 in the name of the present applicant. The intermediate case comprises structural arms connecting between the hub and the outer shroud. These arms combine the mechanical function of transmitting load and the aerodynamic function. To do so they comprise, on the one hand, a plurality of metal ties extending radially along the length of the arms and, on the other hand, a shell made of composite material surrounding the ties and forming the aerodynamic exterior surface. However, the bolted connections are present again in this embodiment too.
- Another solution might make it possible to dispense with the bolted connections of the previous solution and incorporate the straightening blades into the hub and the outer shroud. This would involve designing a one-piece case made of composite material which would have the additional advantage of saving weight. However, this solution would be complicated to produce and it would be difficult to guarantee a quality that was repeatable from one case to another. Further, if all the straightening vanes were made of composite a greater thickness would be required between the hub and the outer shroud. That would lead to a not-negligible pressure drop within the flow path.
- It is an object of the invention to improve on the existing solutions in terms of weight and aerodynamic efficiency.
- Thus, a subject of the invention is an annular case of a multi-flow turbojet engine comprising a first element forming a hub, a second element forming a cylindrical casing, radially on the outside of and concentric with the first element, radial arms connecting the first annular element to the second annular element, at least part of said arms being structural and having an aerodynamic flow straightener vane profile.
- According to the invention, the annular case is characterized that it comprises a first ring sector and a second ring sector; the first ring sector is made at least partially of composite material and the second ring sector is made of metal, said arms of the second ring sector being structural.
- More specifically, the first case ring sector has a resin impregnated fibrous structure and notably is of one piece with the arms that connect the annular elements configured to form flow straightening vanes and which are incorporated into the two elements, hub and cylindrical casing, of the first ring sector.
- By means of the invention, most of the transmission of load is concentrated into the metal part of the second ring sector. Further, by making the first ring sector as one piece, the bolted connections are avoided, and this is advantageous in terms of mass.
- According to another feature, the second ring sector is of one piece; more specifically, it is a casting notably made of titanium alloy.
- According to another feature, the two ring sectors are joined together by bolting; more specifically they are joined together using fishplates.
- According to another feature, the second element of the second ring sector comprises attachment means for fixing the turbojet engine to the structure of an aircraft. Advantageously, in the context of this application, the angle subtended at the center of the second ring sector is comprised between 30° and 120°.
- The invention also relates to the turbojet engine that incorporates the new case by way of intermediate case.
- Other features and advantages will become apparent from the following description of one nonlimiting embodiment given with reference to the attached drawings in which:
-
FIG. 1 is half of an axial section through the front part of a front fan twin spool turbofan engine, showing intermediate case elements; -
FIG. 2 is a three quarters front perspective view of a case according to the invention, forming an intermediate case; -
FIGS. 3 and 4 show the detail of the case ofFIG. 2 ; -
FIG. 5 is one step in the production of the first ring sector according to one mode of manufacture. -
FIG. 1 is taken from Patent Application WO2010/122053 which relates to an intermediate case structure with arms mechanically connecting the hub to the outer cylindrical casing. These arms combine the structural function of transmitting loads between the hub and the casing and the aerodynamic function of straightening the secondary or bypass flow. The present invention is aimed at a case structure that forms an intermediate case that is an improvement on the solution disclosed in that application. - Thus, the turbojet engine 1, of axis 3, in
FIG. 1 comprises, in the general direction F in which the air flows from left to right in the figure, anair intake 2, a fan 4, a splitter 6, that splits the flow between a annular duct 8 for the primary flow F1 and anannular duct 10 for the secondary or bypass flow F2, radially on the outside of the primary flow duct 8. The primary flow F1 is compressed by compression means 7 which lead to the combustion chamber, not depicted, downstream. The fan is contained in a fan case 5 which delimits theduct 10 for the secondary or bypass flow F2 with the fairing of the primary flow duct. The fan duct 5 is bolted to the outer shroud 14 of theintermediate case 12. Thiscase 12 comprises ahub 15 centered on the axis 3 of the engine andradial arms 13 mechanically connecting thehub 15 to the shroud 14 and uniformly distributed about the axis of the engine. The outer shroud 14 forms a cylindrical casing in aerodynamic continuation of the internal wall of the fan duct 5. As can be seen from the figure, thehub 15 comprises openings for the primary flow duct 8 and a central opening for the shafts of the rotors of the engine and their bearings. - In the structure set out in application WO2010/122053, each
arm 13 comprises a metal core formed of ties bolted at their two ends to the hub and to the shroud and a shell made of composite material, the exterior surface of which is of an aerodynamic shape in order to act as a flow straightener. - The structure of the case of the invention is illustrated in
FIGS. 2 to 4 . Thecase 20, of annular shape about an axis that may coincide with that of the engine on which it is mounted, comprises a first element forming ahub 22 and a second element forming acylindrical casing 24 leaving an annular space to the hub.Radial arms 23 mechanically connect the hub and thecasing 24 and are circumferentially distributed about the axis of the case. Thesearms 23 have an aerodynamic profile which allows them to straighten an incident air flow rotating about the axis, i.e. which has an axial direction with a circumferential component. The flow of air that has passed through the annular space of the case finds itself substantially along the axis of the case further downstream. The number and profile of the arms are thus dictated by the flow straightener vane function conferred upon them. - According to the invention, the case here is made up of two ring sections centered on the axis of the case. The first ring section 20C is of one piece in as much as the arms 23C are incorporated into the parts of the first element forming the hub 22C and of the second element forming the casing 24C of the sector, thereby forming a single piece; the sector is also mainly made of composite material with a resin impregnated fiber structure. A metal coating may potentially be applied to the leading edge of the flow straightening vanes in order to increase their resistance to erosion and to impact. This leading edge coating is preferably added on in order to make it easier to replace in the event of damage.
- The
second ring sector 20T is made of metal. Advantageously, this sector is also of one piece. Theradial arms 23T mechanically connecting the hub and the casing are incorporated into the parts of the first element forming ahub 22T and of the second element forming acasing 24T of thering sector 20T. The ring sector is preferably obtained using the casting technique and is made of titanium alloy. The function of thearms 23T is twofold: aerodynamic and structural. Because of their aerodynamic profile, thearms 23T act as flow straightening vanes in the same way as the radial arms 23C. Because of their metal structure they transmit load between the hub and the casing. - The two
sectors 20C and 20T are fitted together to form thecase 20 and means of attachment between the two components may consist offishplates 26 joining thesecond casing elements 24C and 24T together. The hub elements may also potentially be joined together. The fishplates are fixed for example by bolting. - When the case is used as an intermediate case, it comprises a means of
attachment 28 on thecasing element 24T. This means of attachment allows the engine to be suspended from an aircraft strut for example. It may be cast in with the remainder of the second ring sector. Through this contrivance, most of the load passes through theradial arms 23T. - To ensure this transmission of load between the hub and the casing, the angle subtended by the second ring sector is preferably comprised between 30° and 120° with respect to
attachment 28, or even preferably between 15° and 60° on each side of the attachment. - Regarding the way in which the first ring sector made of composite material is manufactured.
- One nonlimiting method of manufacture is to produce a fibrous structure using, for example, a three dimensional weaving technique using a weave of the interlock type covering several layers of warp threads and weft threads. One application of this three dimensional weaving technique is described in
patent FR 2 913 053 in the name of the present applicant for the manufacture of a fan case. - In the present application, two 3D textile cloths are woven in such a way as to cause loops of warp thread to project out from the plane of weaving. These loops form protrusions that project out from the plane of weaving and will act as anchoring structures for the straightener vanes. The arrangement and spacing of the loops are thus determined by the vanes they are to accept.
-
FIG. 5 shows two cylindrical and concentricfibrous structures interior cylinder 122 c, theprotrusions 122 c′ formed by the loops face outward. On the exteriorcylindrical cloth 124 c theprotrusions 124 c′ face inward. Theprotrusions 122 c′ and 124 c′ are aligned in radial directions. -
Fibrous structures 123, made up of fibers such as carbon fibers which are braided and in the form of sleeves, are then slipped around each pair of protrusions aligned on one and the same radius. They form connections between the interior cylindrical fibrous structure and the exterior cylindrical fibrous structure. These sleeves are shaped so that, after molding, they will form the straightening vanes. Once all the sleeves are in position on the cylindrical structures the entire entity is placed in a suitable mold, the volume of which corresponds to that of the shrouds, with the first andsecond elements - The component obtained is cut to form the first ring sector with which the second ring sector is then combined, the assembly constituting the composite case of the invention. In an alternative form, the ring sector is formed directly by molding.
- The case structure of the invention thus allows a significant weight saving by comparison with the prior art, notably when applied to the intermediate case of a high bypass ratio engine.
Claims (10)
Applications Claiming Priority (2)
Application Number | Priority Date | Filing Date | Title |
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FR1156769 | 2011-07-25 | ||
FR1156769A FR2978495B1 (en) | 2011-07-25 | 2011-07-25 | CARTER, IN PARTICULAR INTERMEDIATE CASING, OF TURBOREACTOR |
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US20130202425A1 true US20130202425A1 (en) | 2013-08-08 |
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Application Number | Title | Priority Date | Filing Date |
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US13/557,722 Abandoned US20130202425A1 (en) | 2011-07-25 | 2012-07-25 | Turbojet engine case, notably intermediate case |
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FR (1) | FR2978495B1 (en) |
Cited By (4)
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USD732656S1 (en) * | 2013-07-25 | 2015-06-23 | Asustek Computer Inc. | Fan blade |
US20160327052A1 (en) * | 2015-05-04 | 2016-11-10 | Techspace Aero S.A. | Composite splitter lip for axial turbomachine compressor |
EP3187691A1 (en) * | 2015-12-29 | 2017-07-05 | General Electric Company | Turbofan engine assembly and method of assembling the same |
US20180073384A1 (en) * | 2015-03-26 | 2018-03-15 | Safran Aircraft Engines | Aircraft turbine engine with planetary or epicyclic gear train |
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Publication number | Priority date | Publication date | Assignee | Title |
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FR3008912B1 (en) | 2013-07-29 | 2017-12-15 | Snecma | TURBOMACHINE CASING AND METHOD OF MANUFACTURE |
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US8226361B2 (en) * | 2009-07-08 | 2012-07-24 | General Electric Company | Composite article and support frame assembly |
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US20090317246A1 (en) * | 2006-06-30 | 2009-12-24 | Fischer Advanced Composite Components Ag | Guide Vane Arrangement for a Driving Mechanism |
US20100111685A1 (en) * | 2007-03-30 | 2010-05-06 | Volvo Aero Corporation | gas turbine engine component, a turbojet engine provided therewith, and an aircraft provided therewith |
US20080310958A1 (en) * | 2007-06-13 | 2008-12-18 | Snecma | Exhaust casing for a turbomachine |
US20100150707A1 (en) * | 2008-12-17 | 2010-06-17 | Rolls-Royce Plc | Airfoil |
US20100196147A1 (en) * | 2009-01-30 | 2010-08-05 | General Electric Company | Vane frame for a turbomachine and method of minimizing weight thereof |
WO2010122053A1 (en) * | 2009-04-22 | 2010-10-28 | Snecma | Intermediate casing for an aircraft turbine engine, comprising structural connecting arms that perform separate mechanical and aerodynamic functions |
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USD732656S1 (en) * | 2013-07-25 | 2015-06-23 | Asustek Computer Inc. | Fan blade |
USD744085S1 (en) | 2013-07-25 | 2015-11-24 | Asustek Computer Inc. | Fan blade |
US20180073384A1 (en) * | 2015-03-26 | 2018-03-15 | Safran Aircraft Engines | Aircraft turbine engine with planetary or epicyclic gear train |
US11047252B2 (en) * | 2015-03-26 | 2021-06-29 | Safran Aircraft Engines | Aircraft turbine engine with planetary or epicyclic gear train |
US20160327052A1 (en) * | 2015-05-04 | 2016-11-10 | Techspace Aero S.A. | Composite splitter lip for axial turbomachine compressor |
US10156243B2 (en) * | 2015-05-04 | 2018-12-18 | Safran Aero Boosters Sa | Composite splitter lip for axial turbomachine compressor |
EP3187691A1 (en) * | 2015-12-29 | 2017-07-05 | General Electric Company | Turbofan engine assembly and method of assembling the same |
CN107023334A (en) * | 2015-12-29 | 2017-08-08 | 通用电气公司 | Turbofan component and its assemble method |
US10760589B2 (en) | 2015-12-29 | 2020-09-01 | General Electric Company | Turbofan engine assembly and methods of assembling the same |
Also Published As
Publication number | Publication date |
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FR2978495A1 (en) | 2013-02-01 |
FR2978495B1 (en) | 2013-08-02 |
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