GAS TURBINE ENGINE AND OPERATION METHOD

Abstract

A gas turbine engine (10) and method of operation. The gas turbine engine (10) comprises a heating device configured to heat a rotor disc (32, 72) of the engine (10). A method of operation the heating device comprises detecting an engine acceleration or deceleration event, or determining that an engine acceleration or deceleration event is imminent or may be imminent. On detection of an engine acceleration or deceleration event, or in advance of the engine acceleration or deceleration event, increasing turbine rotor disc heat input to raise a temperature of the turbine rotor disc or reduce a cooling rate of the rotor disc.

Claims

1. A method of operating a gas turbine engine comprising: detecting an engine acceleration or deceleration event, or determining that an engine acceleration or deceleration event is imminent or may be imminent; and on detection of an engine acceleration or deceleration event, or in advance of the engine acceleration or deceleration event, reducing cooling or increasing turbine rotor disc heat input to raise a temperature of the rotor disc or reduce a cooling rate of the rotor disc.

2. A method according to claim 1, wherein the step of detecting an engine acceleration or deceleration event comprises detecting an engine thrust demand setting change or an autopilot or autothrottle input.

3. A method according to claim 1, wherein the step of determining that an engine acceleration or deceleration event is imminent comprises determining an impending flight phase of the aircraft.

4. A method according to claim 3, wherein an engine acceleration is determined as being imminent when the aircraft is expected to commence one or more of a climb flight phase, and a descent flight phase.

5. A method according to claim 1, wherein the step of determining that an engine acceleration event is imminent comprise receiving data from one or more of an auto-pilot controller, an auto-throttle controller, and an air traffic control system.

6. A method according to claim 1, wherein the method comprises maintaining increased heating of the disc until the engine acceleration or deceleration event commences, or may comprise continuing the increased heating during engine acceleration or deceleration.

7. A method according to claim 1, wherein the method may comprises ceasing increased heating of the disc when the disc reaches a predetermined temperature.

8. A method according to claim 1, wherein the step of increasing disc heat input comprises activating an electrical heating device configured to increase disc temperature.

9. A method according to claim 8, wherein the electrical heating device comprises one or more of a resistive heating device and an induction heating device.

10. A method according to claim 9, wherein the electrical heating device comprises one of a resistive heating device and an induction heating device provided in a cooling airflow, configured to raise a temperature of a cooling airflow delivered to a turbine disc.

11. A method according to claim 9, wherein the electrical heating device comprises an inductive heater configured to directly induce inductive heating in a turbine disc.

12. A method according to claim 1, wherein the method comprises increasing heat input to one or more of a rim of a disc, and a bore of a disc.

13. A gas turbine engine comprising an electrical heating device configured to increase a temperature of a turbine rotor disc.

14. A gas turbine engine according to claim 13 comprising a controller configured to control the gas turbine engine in accordance with the method of: detecting an engine acceleration or deceleration event, or determining that an engine acceleration or deceleration event is imminent or may be imminent; and, on detection of an engine acceleration or deceleration event, or in advance of the engine acceleration or deceleration event, reducing cooling or increasing turbine rotor disc heat input to raise a temperature of the rotor disc or reduce a cooling rate of the rotor disc.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0018] Embodiments will now be described by way of example only, with reference to the Figures, in which:

[0019] FIG. 1 is a sectional side view of a gas turbine engine;

[0020] FIG. 2 is a schematic diagram of a turbine of the gas turbine engine of FIG. 1;

[0021] FIG. 3 is a schematic diagram of a compressor of the gas turbine engine of FIG. 1;

[0022] FIG. 4 is a sectional side view of part of the cooling system of the gas turbine engine of FIG. 1;

[0023] FIG. 5 is a sectional side view of a first alternative turbine disc heating apparatus for the gas turbine of FIG. 1

[0024] FIG. 6 is a schematic diagram of a control system for the disc heating system of FIG. 5

[0025] FIG. 7 is a graph showing engine operation through a typical lifecycle, along with typical disc loads, and example operation of the cooling system;

[0026] FIG. 8 is a flow diagram of a first method of operating the gas turbine engine of FIG. 1;

[0027] FIG. 9 is a flow diagram of a second method of operating the gas turbine engine of FIG. 1; and

[0028] FIG. 10 is a sectional side view of a first alternative turbine disc heating apparatus for the gas turbine of FIG. 1.

DETAILED DESCRIPTION

[0029] FIG. 1 illustrates a gas turbine engine 10 having a principal rotational axis 9. The engine 10 comprises an air intake 12 and a propulsive fan 23 that generates two airflows A and B. The gas turbine engine 10 comprises a core engine 11 having, in axial flow A, an intermediate-pressure compressor 14, a high-pressure compressor 15, combustion equipment 16, a high-pressure turbine 17, an intermediate-pressure turbine 18, a low-pressure turbine 19 and a core exhaust nozzle 20. A nacelle 21 surrounds the gas turbine engine 10 and defines, in axial flow B, a bypass duct 22 and a bypass exhaust nozzle 18. The fan 23 is attached to and driven by the low-pressure turbine 19 via shaft 26. Similarly, the intermediate-pressure compressor 14 is attached to and driven by the intermediate-pressure turbine 18 via shaft 27, and the high-pressure compressor 15 is attached to and driven by the high-pressure turbine 17 via shaft 28.

[0030] Additionally or alternatively such engines may have an alternative number of compressors and/or turbines and/or an alternative number of interconnecting shafts.

[0031] The high-pressure turbine 17 is shown schematically in more detail in FIG. 2. The high-pressure turbine 17 comprises a plurality of stages 30a, 30b. Each stage comprises a respective turbine disc 32, which each mounts a plurality of turbine rotor blades 34. Each stage further comprises a plurality of stator vanes 36, provided between the turbine rotor blades 34 of each stage.

[0032] The discs 32 each comprise a generally annular form, comprising a disc having a through-hole at a radial centre. The discs 32 can be notionally divided into a radially inner section 38 (known as a “bore”), a radially outer section 39 (known as a “rim”) and a web section 35 which extends therebetween (known as a “diaphragm”). In general, each of these sections of the turbine disc typically require cooling in use, to different extents.

[0033] The high-pressure compressor 15 is shown schematically in more detail in FIG. 3. The high-pressure compressor 15 also comprises a plurality of stages 70a, 70b. Each stage comprises a respective compressor disc 72, which each mounts a plurality of compressor rotor blades 74. Each stage further comprises a plurality of stator vanes 76, provided between the compressor rotor blades 74 of each stage 70a, 70b.

[0034] The discs 72 are similar to the turbine discs, and each comprise a generally annular form, comprising a disc having a through-hole at a radial centre. The discs 72 can be notionally divided into a radially inner section 78 (known as a “bore”), a radially outer section 79 (known as a “rim”) and a web section 75 which extends therebetween (known as a “diaphragm”). Typically, compressor does not comprise cooling systems, but are nevertheless subject to heating in use, due to air compression. Consequently, the temperature of the compressor discs 72 varies during flight, as the engine accelerates and decelerates.

[0035] The whole engine 10 is also shown schematically in FIG. 4. In FIG. 4, a “secondary air system” comprising a turbine cooling system is shown. As can be seen, the cooling system comprises a first cooling passage 40, which extends from a low-pressure bleed port 42 provided in fluid communication with a final stage of the low-pressure compressor 14.

[0036] The cooling system also comprises a second cooling passage 48, which extends from a high-pressure bleed port 50 provided in fluid communication with a final stage of the high-pressure compressor 15.

[0037] Part of the cooling system is shown in further detail in FIG. 5, which shows a cross-section through part of the high-pressure compressor 15, combustor 16 and high-pressure turbine 17.

[0038] FIG. 5 shows cooling airflows which are typically provided to different parts of the disc 32. The first cooling passage 40 is defined by an annular space defined between the low-pressure shaft 27 and the high-pressure shaft 28. A first cooling flow (shown by dashed arrows A) is provided to the bore 38. The first cooling flow can generally be at a relatively low pressure, since the first cooling flow does not have to enter the main gas stream. As can be seen, the cooling flow impinges on the disc 34 from a single side (or in some cases, from both sides). In either case, thermal gradients can occur between the cooled surfaces of the disc 34, and the uncooled surfaces and uncooled centre of the disc 34.

[0039] The second cooling passage 48 is defined by an annular space defined between the combustor 16 and the high-pressure shaft 28. A second cooling flow (shown by dashed arrows B) is provided to the bore rim 39 and diaphragm 35. The second cooling flow is also typically provided to the turbine blades 34 and stators 36, in the form of internal cooling flow.

[0040] The controller 46 is part of a wider aircraft control system, as outlined in FIG. 6. The aircraft control system comprises an autopilot system 56, which receives inputs from aircraft data systems (such as air data sensors etc), and control inputs from a user such as a pilot. Optionally, the autopilot system 56 may further receive data directly from a further controller, such as a ground-based controller—examples include an Air Traffic Controller (ATC). The autopilot system is configured to translate pilot or controller inputs (such as stick movements, or altitude/speed request inputs) into flight control surface commands, and throttle commands The aircraft control system further comprises an auto-throttle 58, which may form part of the autopilot system 56, and is configured to receive inputs from the autopilot, as well as inputs from a pilot (such as throttle quadrant inputs). The auto-throttle 58 is configured to receive inputs such as engine thrust demands, and forward these to an engine controller such as a FADEC 60. The FADEC 60 is configured to receive inputs from the auto-throttle and engine sensors, and convert engine thrust demands to fuel flow demand, as well as any engine variable geometry demands (such as compressor variable vane angle). Consequently, engine thrust is controlled by the autopilot 56 or auto-throttle 58 by way of the FADEC 60.

[0041] The gas turbine further comprises of first and second electrical heating devices in the form of resistance heaters 44, 52. Each resistance heater 44, 52 is provided within a respective cooling passage 40, 48, and as such is configured to heat cooling air provided in that respective passage. Consequently, when each heater 44, 52 is activated, the temperature of the cooling air is raised, or at least the cooling effect of the cooling air through the passages is diminished.

[0042] Each heater 44, 52 is coupled to an electrical power source such as a gas turbine engine driven electrical generator 54 (shown in FIG. 1). Alternatively, or in addition, the electrical power source could comprise an electrical storage device such as a fuel cell or chemical battery 56 (also shown in FIG. 1). Since electrical power is only required for a relatively short duration, relatively little energy storage is required. Since the resistive heaters 44, 52 can work with any type of electrical power, the energy source could be either AC or DC.

[0043] Where the electrical heater 44, 52 is activated, the temperature of the coolant air in the respective passages 40, 48 is increased. This results in increased heating, or reduced cooling effectiveness of the cooling air to the parts of the disc 32 cooled by that airflow. Consequently, activation of the heaters 144, 152 will have a similar effect to reducing cooling air mass flow rate, and so will result in increased disc 32 temperature. Similar heaters (not shown) could be provided within the compressors 14, 15, to heat the compressor discs 72.

[0044] The heaters 44, 52 can be controlled by the controller 46. The controller 46 is configured to operate the heaters 44, 52 to control cooling airflow in dependence on detection of engine acceleration or deceleration events, or predicted imminent engine acceleration or deceleration events. In particular, the controller 46 may be configured to increase heating in advance of imminent, or likely imminent rapid engine acceleration (for example, so-called “slam acceleration”) or rapid engine deceleration. Alternatively, or in addition, the controller 46 may be configured to increase heating in advance of imminent or likely imminent significant increases in relative throttle position. For example, the system may increase heating where the engine increases in thrust or is predicted to increase in thrust from a relatively low throttle position (such as flight idle, or cruise thrust), to a relatively high throttle position (such as climb thrust, take-off thrust, or go-around thrust). The controller 46 may be configured to control both heaters 44, 52, or may control one of the heaters 44, 52 only.

[0045] It will be appreciated that, in view of the heat addition from combustion, the further addition of heat due to operation of the heaters 44, 52 will result in increased disc 32 temperature prior to the imminent or likely rapid engine acceleration, or during engine acceleration. This will have the effect of increasing the time over which the temperature increase will occur. Similarly, addition of heat due to operation of the heaters during engine acceleration will prevent rapid cooling of the discs, and so again increase the time over which the temperature reduction will occur due to reduced cooling flow. This is illustrated in FIG. 7.

[0046] FIG. 7 shows a typical flight profile in terms of how spool speed (i.e. low-pressure or high-pressure shaft 27, 28 shaft speed, also known as N1 and N2 respectively) varies during a typical flight. In a typical flight, rapid acceleration is typically required during take-off, as the engine accelerates from idle to maximum take-off speed (MTO). The engine then decelerates slightly to maximum climb speed (MCL), then decelerates further to cruise speed (CRZ). Toward the end of the flight, the engine decelerates further back to idle/descent idle (IDLE/DI). A further acceleration may be anticipated when the engine decelerates from CRZ to IDEL/DI, since a go-around may be required.

[0047] Superimposed on this graph are lines showing where increased cooling air heating may be required. The solid bold line shows where increased rim heating/is required, with a higher line on the graph corresponding to increased heating. This can be achieved by operating the second heater 52. Consequently, the rim temperature starts to rise. Additional heating is maintained until the engine starts to accelerate toward a higher throttle setting, whereupon the heater 52 is deactivated, to provide increased cooling flow effectiveness. Alternatively or in addition, the additional heating may be maintained for a predetermined length of time, or until the disc 32 reaches a predetermined temperature. As will be appreciated, maintaining the disc 32 at a high temperature for long periods may be detrimental to disc life, and so a balance must be struck.

[0048] Consequently, the temperature of the rim 39 will rise during the idle period, when increased heating is provided. As the engine accelerates, and cooling is restored, the rim will continue to heat, until thermal equilibrium is reached. However, since the temperature of the rim 39 will be relatively high, the rate of temperature increase during this period will be relatively low. Consequently, the period over which the heating occurs is lengthened, such that the thermal shock is reduced. In contrast, without this increased heating prior to engine acceleration, disc heating will only occur when the engine acceleration is conducted. Consequently, the time over which the disc 32 is heated is short, and so thermal gradients will be formed.

[0049] Since, in accordance with the disclosed method, the rate of temperature increase is reduced, thermal gradients within the disc 32 are also reduced. Consequently, thermal stresses are reduced, which will result in reduced rim hoop stress, and so reduced crack formation and propagation. The disclosed method therefore results in increased engine life.

[0050] As previously mentioned, the first heaters 44 is also controlled to provide increased heating in anticipation of engine acceleration. As shown in FIG. 7, this is provided during idle, when engine acceleration is anticipated. However, unlike the second cooling flow, first cooling flow continues at a reduced rate for a time during engine acceleration. This is because it typically takes a longer amount of time for the temperature to rise in the bore during acceleration, compared to the rim. Consequently, reduced cooling/increased heating is required for longer, in order to ensure a steady rise in temperature, and so reduced thermal shock.

[0051] As previously mentioned, reduced increased heating may be provided at least one of prior to and during deceleration from the cruise throttle setting, to the descent idle throttle setting, in anticipation of a go-around. Again, both heaters are actuated to increase disc temperature, or reduce disc temperature cooling, and held closed until the risk of engine acceleration has passed, such as an indication that the aircraft has landed. Additionally, a sudden reduction in engine throttle position may itself setup an increased thermal gradient, in view of the reduced heat input from combustion, and the continued cooling from the cooling airflow. Consequently, by heating the discs during deceleration, disc life can be extended.

[0052] One or more of several methods of determining that a rapid engine acceleration is imminent, or is likely imminent, may be used. In a first case, as illustrated by the flow diagram in FIG. 8, where the aircraft is under auto-pilot 56 control, the auto-pilot may determine that a climb is necessary, in order to achieve a desired aircraft altitude. Under such circumstances, the auto-pilot may communicate that a rapid engine acceleration is imminent, by sending an advanced acceleration signal to the controller 46, optionally via the auto-throttle 58 and/or FADEC 60, that a rapid engine acceleration is imminent. It will be appreciated that, in general, this signal will be separate and distinct from an engine thrust increase demand signal. In some cases, the auto-pilot may delay a thrust increase or altitude increase demand signal, such that a time delay is provided between the advanced acceleration signal, and the thrust demand increase signal. In response to this signal, valves 44, 52 are operated to reduce cooling. This provides time for the cooling flow to be reduced, and have an effect on the turbine disc, as will be described later. Once a sufficient delay is provided for, the engine is then accelerated.

[0053] In a second case, as illustrated in FIG. 8, the system may comprise an additional user provided input that a rapid engine acceleration is imminent, or likely imminent. For example, the auto-pilot may have one or more user selected flight modes. Such modes might include “taxi” mode, “take-off” mode, “climb” mode, “cruise” mode and “descent” mode, amongst others. Each flight mode will have an associated likelihood of an imminent engine acceleration. For example, in taxi mode, engine thrust is low, and it can be anticipated that the aircraft is likely to shortly enter take-off mode. Since engine acceleration is required during take-off mode, selection of taxi mode may indicate an imminent engine acceleration. Similarly, in descent mode, engine thrust is again low, and it can be anticipated that the aircraft may have to perform a “go-around” manoeuvre, in which high engine thrust is required. Consequently, selection of descent mode may indicate an increased likelihood of imminent engine acceleration.

[0054] Again, in circumstances where an imminent engine acceleration is imminent or likely, then a signal is provided to the controller 46 to reduce cooling flow.

[0055] In a third case, an aircraft operator, such as a pilot or Air Traffic Controller, may provide an indicator that an aircraft manoeuvre will be required. A signal may be provided directly from the ATC to the aircraft, to reduce cooling flow, to provide for increased disc temperatures, in advance of initiation of the manoeuvre.

[0056] Similarly, increased heating may be provided on detection of engine acceleration or deceleration, rather than based on a prediction. For example, the controller 46 may be configured to control the heaters 44, 52 based on throttle setting, with sudden increased throttle settings from a low throttle setting, or sudden reduced throttle settings from a high throttle setting, triggering activation of the heaters 44, 52. A further option for controlling the heaters may be based on throttle setting and disc temperature estimates. For example, where the controller 46 determines that the disc temperature is low, and a sudden throttle increase is demanded, the heaters 44, 52 may be actuated. Similarly, where the controller 46 determines that the disc temperature is high, and a sudden throttle decrease is demanded, the heaters 44, 52 may be actuated. Consequently, temperature gradients across the discs 32 are minimised.

[0057] It will be appreciated that other means for increasing the temperature of the disc in advance of an engine acceleration event could be provided for, either as a replacement, or in addition to the means provided for in the first embodiment.

[0058] FIG. 10 shows an alternative embodiment. In this embodiment, the electrical resistive heaters are replaced with electrical inductance heaters 144, 152. Each inductive heater 144, 152 comprises a respective coil of wire provided with alternating electrical current (AC), and generates an alternating magnetic field, as will be understood by the skilled person. Each heater 144, 152 is placed in close proximity with a part of the disc 32 which requires heating (e.g. the rim 39 and the bore 38 respectively). Alternating magnetic fields from the heaters 144, 152 will interact with the conductive material of the disc 32 to produce an alternating electric field (i.e. eddy currents). These currents produce heat from within the disc 32, thereby raising its temperature. Again therefore, the heaters 144, 152 can be used in a similar manner to the heaters 44, 52, and used in accordance with any of the methods herein described.

[0059] Several advantages are provided by using inductive heaters rather than resistive heaters. Firstly, inductive heaters directly heat the disc 32, thereby preventing unnecessary heating of other components, such as the blades 34. Secondly, the direct heating may result in higher efficiency, and so less energy requirements. Thirdly, inductive heating will typically result in heating of the disc 32 from within, thereby significantly reducing the thermal gradients for a given heating input, since the heating from the hot main gas flow will primarily heat the surfaces of the disc 32. Consequently, the energy input, and the overall size of the heaters 144, 152 will be further reduced, thereby further increasing efficiency.

[0060] It will be understood that the invention is not limited to the embodiments above-described and various modifications and improvements can be made without departing from the concepts described herein. Except where mutually exclusive, any of the features may be employed separately or in combination with any other features and the disclosure extends to and includes all combinations and sub-combinations of one or more features described herein.