Turbine vane with platform pad

Abstract

A vane has an airfoil extending between a radially outer platform and a radially inner platform. At least one of the platforms has nominally radially thinner portions, and a pad defining a radially thicker portion. The pad has a radial thickness that is greater than a thickness of the nominal radially thinner portions. The pad surrounds an outer periphery of the airfoil on a side of the radially outer platform. The pad has a varying radial thickness. A mid-turbine frame and a gas turbine engine are also disclosed.

Claims

1. A mid-turbine frame comprising: a plurality of vanes each including an airfoil extending between a radially outer platform and a radially inner platform; said radially outer platform having nominally radially thinner portions, and a pad defining a radially thicker portion, with said pad having a radial thickness that is greater than a thickness of said nominally radially thinner portions and said pad surrounding an outer periphery of said airfoils on a radially outer side of said radially outer platform, and said pad having a varying radial thickness; and said nominally radially thinner portions being circumferentially intermediate adjacent airfoils of the plurality of vanes; and wherein said pad having a radially thickest portion forward of a leading edge of said airfoil, and radially thinner portions extending toward a trailing edge of said airfoil.

2. The mid-turbine frame as set forth in claim 1, wherein there is at least one securement feature, and a plurality of said airfoils, with said securement feature being positioned circumferentially between said plurality of airfoils, and said pad surrounding said securement feature.

3. The mid-turbine frame as set forth in claim 2, wherein said securement feature is a pin boss and an area around said pin boss curving upwardly to a greater radial thickness that merges into said pin boss.

4. A mid-turbine frame comprising: a plurality of vanes each including an airfoil extending between a radially outer platform and a radially inner platform; said radially outer platform having nominally radially thinner portions, and a pad defining a radially thicker portion, with said pad having a radial thickness that is greater than a thickness of said nominally radially thinner portions and said pad surrounding an outer periphery of said airfoils on a radially outer side of said radially outer platform, and said pad having a varying radial thickness; and said nominally radially thinner portions being circumferentially intermediate adjacent airfoils of the plurality of vanes; and wherein an outwardly facing surface of said at least one of said platforms having a first total surface area and said pad having a second surface area, with said second surface area being between 15% and 50% of said first total surface area.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

(1) FIG. 1A schematically shows a gas turbine engine.

(2) FIG. 1B shows a mid-turbine frame.

(3) FIG. 2A shows a first detail of a vane.

(4) FIG. 2B schematically shows a mount location.

(5) FIG. 3 shows another detail of the FIG. 2A vane.

DETAILED DESCRIPTION

(6) FIG. 1A schematically illustrates a gas turbine engine 20. The gas turbine engine 20 is disclosed herein as a two-spool turbofan that generally incorporates a fan section 22, a compressor section 24, a combustor section 26 and a turbine section 28. Alternative engines might include an augmentor section (not shown) among other systems or features. The fan section 22 drives air along a bypass flow path B in a bypass duct defined within a nacelle 15, while the compressor section 24 drives air along a core flow path C for compression and communication into the combustor section 26 then expansion through the turbine section 28. Although depicted as a two-spool turbofan gas turbine engine in the disclosed non-limiting embodiment, it should be understood that the concepts described herein are not limited to use with two-spool turbofans as the teachings may be applied to other types of turbine engines including three-spool architectures.

(7) The exemplary engine 20 generally includes a low speed spool 30 and a high speed spool 32 mounted for rotation about an engine central longitudinal axis A relative to an engine static structure 36 via several bearing systems 38. It should be understood that various bearing systems 38 at various locations may alternatively or additionally be provided, and the location of bearing systems 38 may be varied as appropriate to the application.

(8) The low speed spool 30 generally includes an inner shaft 40 that interconnects a fan 42, a low pressure compressor 44 and a low pressure turbine 46. The inner shaft 40 is connected to the fan 42 through a speed change mechanism, which in exemplary gas turbine engine 20 is illustrated as a geared architecture 48 to drive the fan 42 at a lower speed than the low speed spool 30. The high speed spool 32 includes an outer shaft 50 that interconnects a high pressure compressor 52 and high pressure turbine 54. A combustor 56 is arranged in exemplary gas turbine 20 between the high pressure compressor 52 and the high pressure turbine 54. A mid-turbine frame 57 of the engine static structure 36 is arranged generally between the high pressure turbine 54 and the low pressure turbine 46. The mid-turbine frame 57 further supports bearing systems 38 in the turbine section 28. The inner shaft 40 and the outer shaft 50 are concentric and rotate via bearing systems 38 about the engine central longitudinal axis A which is collinear with their longitudinal axes. In the case of a three-spool engine, not shown in FIG. 1A, multiple mid-turbine frames 57 may exist between for example a high spool and an intermediate spool and an intermediate spool and a low spool. The various embodiments disclosed herein are capable of being applied to multiple such locations by one of ordinary skill in the art.

(9) The core airflow is compressed by the low pressure compressor 44 then the high pressure compressor 52, mixed and burned with fuel in the combustor 56, then expanded over the high pressure turbine 54 and low pressure turbine 46. The mid-turbine frame 57 includes airfoils 59 which are in the core airflow path C. The turbines 46, 54 rotationally drive the respective low speed spool 30 and high speed spool 32 in response to the expansion. It will be appreciated that each of the positions of the fan section 22, compressor section 24, combustor section 26, turbine section 28, and fan drive gear system 48 may be varied. For example, gear system 48 may be located aft of combustor section 26 or even aft of turbine section 28, and fan section 22 may be positioned forward or aft of the location of gear system 48.

(10) The engine 20 in one example is a high-bypass geared aircraft engine. In a further example, the engine 20 bypass ratio is greater than about six (6), with an example embodiment being greater than about ten (10), the geared architecture 48 is an epicyclic gear train, such as a planetary gear system or other gear system, with a gear reduction ratio of greater than about 2.3 and the low pressure turbine 46 has a pressure ratio that is greater than about five. In one disclosed embodiment, the engine 20 bypass ratio is greater than about ten (10:1), the fan diameter is significantly larger than that of the low pressure compressor 44, and the low pressure turbine 46 has a pressure ratio that is greater than about five 5:1. Low pressure turbine 46 pressure ratio is pressure measured prior to inlet of low pressure turbine 46 as related to the pressure at the outlet of the low pressure turbine 46 prior to an exhaust nozzle. The geared architecture 48 may be an epicycle gear train, such as a planetary gear system or other gear system, with a gear reduction ratio of greater than about 2.3:1. It should be understood, however, that the above parameters are only exemplary of one embodiment of a geared architecture engine and that the present invention is applicable to other gas turbine engines including direct drive turbofans.

(11) A significant amount of thrust is provided by the bypass flow B due to the high bypass ratio. The fan section 22 of the engine 20 is designed for a particular flight condition—typically cruise at about 0.8 Mach and about 35,000 feet. The flight condition of 0.8 Mach and 35,000 ft, with the engine at its best fuel consumption—also known as “bucket cruise Thrust Specific Fuel Consumption (‘TSFC’)”—is the industry standard parameter of lbm of fuel being burned divided by lbf of thrust the engine produces at that minimum point. “Low fan pressure ratio” is the pressure ratio across the fan blade alone, without a Fan Exit Guide Vane (“FEGV”) system. The low fan pressure ratio as disclosed herein according to one non-limiting embodiment is less than about 1.45. “Low corrected fan tip speed” is the actual fan tip speed in ft/sec divided by an industry standard temperature correction of [(Tram ° R)/(518.7° R)].sup.0.5. The “Low corrected fan tip speed” as disclosed herein according to one non-limiting embodiment is less than about 1150 ft/second.

(12) FIG. 1B shows a mid-turbine frame 80 which will be located in place of the mid-turbine frame 57 in the FIG. 1A engine. An outer platform 82 is at a radially outer location and an inner platform 84 is at a radially inner location. The inner platform 84 may support a bearing, like bearing 38 of FIG. 1A. Alternatively, it may surround a separate structure supporting a bearing. A plurality of airfoils 86 extend between the platforms 82 and 84. A vane 311 can be defined as an airfoil 86 and its platforms 82 and 84.

(13) As shown in FIG. 2A, the mid-turbine frame 80 has the outer platform 82 with a relatively thick overstock 96 at a forward axial end adjacent a leading edge 94 of the airfoil 86 and another relatively thick overstock 98 at a rear of aft axial end adjacent a trailing edge 92. Both overstock 96 and 98 are relatively thick as compared to the nominal thickness of portions 102 and 103 of the outer platform 82 disposed between the overstock 96 and the overstock 98.

(14) As shown in FIG. 1B, the vanes 311 disposed axially around the centerline of the engine 20 in a single circumference. FIG. 1B shows two vanes 311 connected together to form a repeating unit. That is, the vanes 311 can be individual units or can be grouped with multiple vanes 311 in each repeating unit. The mid-turbine frame 80 may thus be formed by connecting together such repeating units containing vanes 311 such as shown in FIG. 1B. On the other hand, in a disclosed embodiment, the mid-turbine frame 80 is cast as a single part.

(15) The overstocks 96 and 98 can be seen to be relatively thick compared to nominal thinner sections 102 and 103. A pad 104 is thicker than the nominal sections 102 and 103 and surrounds the airfoil shape of the airfoil 86. As can be appreciated, the airfoil 86 has a hollow 90 defined between circumferential walls 88 and 89.

(16) In addition, a pin boss 100 has a thicker portion 112 leading into a body of the pin boss 100. The pin boss 100 is found in the repeating unit shown in FIG. 2A, however other repeating units disposed elsewhere along the circumference of the mid-turbine frame 80 may not possess a pin boss 100 or a thicker portion 112.

(17) As can be appreciated, the pad 104 does surround the pin boss 100, but is generally not found between adjacent vanes 86. The thicker pad portion 112 curves outwardly into the pin boss 100, as shown at 106. Instead, nominal area 103 is between vanes 86 that are not positioned adjacent a pin boss 100.

(18) FIG. 2B shows the pin boss 100 receiving a pin 122 to secure the mid-turbine frame 80 to a housing 120 of the engine, all shown schematically. While a pin boss 100 is shown, it should be understood that the pin boss 100 is one type of securement feature and that other securement features could be utilized. As an example, a hook may be included at the location of the pin boss 100 to secure the mid-turbine frame 80 within a housing 120.

(19) The area 108 adjacent the forward or leading edge overstock 96 is the thickest portion of the pad 104, and the pad 104 becomes thinner when moving toward the trailing edge 92. However, as is clear from FIG. 2A, the thicker pad section does extend from the area 108 to the portion or area 110, such that it does connect the overstocks 96 and 98. As can also be appreciated from FIG. 2A, there is a rib 198 intermediate the airfoils 86 and the overstock 98. Enlarged portion 300 of the pad spans an axial distance between the rib 198 and the overstock 98 such that the thicker pad section does extend to fully connect the overstocks 96 and 98. Note that portions 300 may not extend to the full thickness of overstock 98. The rib 198 may be eliminated in some designs.

(20) As shown in FIG. 3, the wall thickness varies within the pad 104. Generally, the thickest portion would be adjacent and forward of the leading edge 94 at area 108. The pad 104 is also thicker adjacent the pin boss 100. In embodiments, the pad in the area 108 may be 0.220 inch (0.5588 centimeter) while the thickness of the nominal thinner section 102 might be 0.080 inch (0.2032 centimeter). A ratio of the thickness at the area 108 to the thickness at the section 102 may be greater than or equal to about 1.1 up and less than or equal to about 7.0. More generally, the ratio between the area 108 and the thickness at section 102 would be greater than or equal to about 2.0. In contrast, a ratio of the thickness adjacent the area 110 compared to the thickness at the section 102 may be greater than or equal to about 1.1 and less than or equal to about 4.0.

(21) In one actual example, the thicker pad portion accounted for 22% of the total surface area of a radially outer face of the outer platform. In another example, it was 27%. In embodiments, the thicker pad portion covers between about 15% and 50% of the total surface area. In more narrow embodiments, the thicker pad portion would account for at least 20% of the total surface area.

(22) The variable thickness pad at the outer platform 82 thus provides additional material at areas of high stress and the nominal portions result in a relatively lighter weight.

(23) The thicker pad extending to the leading edge overstock facilitates the flow of material into the mold when the part is initially cast. In addition, by having the thicker pad at the leading edge overstock, sufficient material will flow into the mold to ensure the thinner portions are also adequately provided with material. As such, the thicker pad not only addresses stress concentrations, but also ensures the part will be properly cast. As known, the overstocks are typically removed prior to use.

(24) The thinner areas not only reduce weight, but they also allow the part to flex during use.

(25) Although an embodiment of this invention has been disclosed, a worker of ordinary skill in this art would recognize that certain modifications would come within the scope of this disclosure. For that reason, the following claims should be studied to determine the true scope and content of this disclosure.