GAS TURBINE FAN DRIVE GEAR SYSTEM

Abstract

A gear reduction for a gas turbine engine includes intermediate gears, a single structure establishing a carrier centered on an axis and having a pair of axially spaced apart side walls, axially extending circumferentially spaced connecting structure for connecting the pair of side walls, a central opening in at least one of the side walls, and circumferentially spaced smaller openings spaced radially outwardly of the central opening, with internal surfaces of the circumferentially spaced connecting structure defining intermediate gear pockets that extend away from the central opening to the circumferentially spaced openings. The intermediate gears are receivable through the central opening and are secured in the intermediate gear pockets. A ring gear includes a first ring gear half and a second ring gear half placed on an outer periphery of the intermediate gears such that ring gear teeth of the first and second ring gear halves engage with teeth of the intermediate gears.

Claims

1. A gear reduction for a gas turbine engine comprising: a plurality of intermediate gears; a single structure establishing a carrier centered on an axis and having a pair of axially spaced apart side walls, axially extending circumferentially spaced connecting structure for connecting the pair of side walls, a central opening in at least one of the side walls, and circumferentially spaced smaller openings spaced radially outwardly of the central opening, with internal surfaces of the circumferentially spaced connecting structure defining intermediate gear pockets that extend away from the central opening to the circumferentially spaced openings; wherein the intermediate gears are receivable through the central opening of the single structure and are secured in the intermediate gear pockets at a position spaced radially inwardly of a radially outermost area in the intermediate gear pockets; a ring gear including a first ring gear component and a second ring gear component, the first and second ring gear components placed on an outer periphery of the intermediate gears such that ring gear teeth of the first and second ring gear components engage with teeth of the intermediate gears; and a connection that secures the gear reduction to a propulsor shaft.

2. The gear reduction as set forth in claim 1, wherein the single structure is a unitary welded structure or a unitary cast structure.

3. The gear reduction as set forth in claim 1, wherein each of the first ring gear component and the second ring gear component includes a radially outward extending flange securable to the propulsor shaft by the connection.

4. The gear reduction as set forth in claim 3, wherein the propulsor shaft is a fan shaft adapted to drive a fan.

5. The gear reduction as set forth in claim 4, further comprising a torque frame attached to the carrier, and wherein the torque frame is adapted to ground the carrier to a housing.

6. The gear reduction as set forth in claim 4, wherein: the ring gear surrounds the carrier; and the teeth of the intermediate gears engage with teeth of a sun gear receivable through the central opening.

7. The gear reduction as set forth in claim 6, wherein the intermediate gears and the sun gear are formed of single gear bodies.

8. The gear reduction as set forth in claim 7, wherein the torque frame includes a plurality of axially extending fingers received within slots in the carrier, at locations circumferentially intermediate of locations of the intermediate gears, and pins inwardly of radially inwardly extending apertures in a radially outer surface of the carrier, the pins locking the fingers within the slots, and the ring gear received radially outwardly of the radially inwardly extending apertures.

9. The gear reduction as set forth in claim 8, further comprising journal bearings inserted within each of the intermediate gears.

10. The gear reduction as set forth in claim 9, wherein the side walls include holes for receiving the journal bearings, and the journal bearings are fastened to the side walls by retainers.

11. The gear reduction as set forth in claim 9, wherein the sun gear and the intermediate gears have two spaced portions, with each of the portions having helical gear teeth.

12. The gear reduction as set forth in claim 11, wherein the helical gear teeth on the two portions extend in opposed directions, and the first and second ring gear components each has one direction of helical gear teeth, with the helical gear teeth on the first and second ring gear components extending in opposed directions.

13. The gear reduction as set forth in claim 12, wherein each of the first ring gear component and the second ring gear component includes a radially outward extending flange securable to the propulsor shaft by the connection.

14. The gear reduction as set forth in claim 2, wherein the circumferentially spaced openings are distributed about a periphery of the carrier between the adjacent circumferentially spaced connecting structure, and a circumferential distance across each of the circumferentially spaced openings is less than the diameter of the intermediate gears.

15. The gear reduction as set forth in claim 14, wherein the teeth of the intermediate gears extend through the circumferentially spaced openings to engage the ring gear.

16. The gear reduction as set forth in claim 1, wherein the sun gear includes splines adapted to engage splines of an input shaft.

17. The gear reduction as set forth in claim 1, wherein the circumferentially spaced connecting structure defines a plurality of mounts, and each of the mounts includes curved surfaces on opposite sides of the mount dimensioned to follow a curvature of the teeth of the intermediate gears.

18. The gear reduction as set forth in claim 17, further comprising a plurality of oil baffles arranged between the side walls adjacent to the respective mounts.

19. The gear reduction as set forth in claim 18, wherein each of the baffles includes curved surfaces on opposite sides of the baffle that extend between a first end and a second end, the curved surfaces of the baffles are dimensioned to follow the curvature of the teeth of the intermediate gears, the first end abuts the respective mount, and the second end includes an inwardly facing curved surface that opposes the star gear.

20. The gear reduction as set forth in claim 19, wherein the curved surfaces of the mounts and the curved surfaces of the baffles are contiguous with and adjoin one another to establish the respective gear pockets.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0026] FIG. 1 is a partial cross-sectional view of a front portion of a gas turbine engine illustrating a turbo fan, epicyclic gear train and a compressor section.

[0027] FIG. 2 is a cross-sectional view of the epicyclic gear train shown in FIG. 1.

[0028] FIG. 3A shows a unitary carrier.

[0029] FIG. 3B is an end view of the epicyclic gear train taken along line 3-3 in FIG. 2 with star gears shown in an installation position.

[0030] FIG. 4 is an enlarged view of a portion of the epicyclic gear train shown in FIG. 3 with a sun gear and star gears shown in phantom.

[0031] FIG. 5 is an enlarged view of a portion of the epicyclic gear train shown in FIG. 2.

[0032] FIG. 6 shows a feature of a gear.

[0033] FIG. 7A shows an assembly step.

[0034] FIG. 7B shows a subsequent assembly step.

[0035] FIG. 7C shown another subsequent step.

[0036] FIG. 7D shows a torque frame.

[0037] FIG. 7E shows a subsequent step.

[0038] FIG. 7F shows you another subsequent step.

[0039] FIG. 8 schematically illustrates a star gear being inserted into the carrier.

DETAILED DESCRIPTION

[0040] FIG. 1 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 flowpath B while the compressor section 24 drives air along a core flowpath C for compression and communication into the combustor section 26 then expansion through the turbine section 28. Although depicted as a 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 turbofans as the teachings may be applied to other types of turbine engines including three-spool architectures.

[0041] The 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.

[0042] 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 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 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.

[0043] 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. The turbines 46, 54 rotationally drive the respective low speed spool 30 and high speed spool 32 in response to the expansion.

[0044] 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 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 5. 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 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 2.5:1. It should be understood, however, that the above parameters are only exemplary of one embodiment of a geared architecture engine.

[0045] 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 conditiontypically 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 consumptionalso 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.

[0046] The geared architecture 48 may be assembled as described below for gear train 122. In the example arrangement shown, the epicyclic gear train 122 is a star gear train. Of course, the claimed invention also applies to other epicyclic gear trains such as a planetary arrangement. Referring to FIG. 2, the epicyclic gear train 122 includes a sun gear 128 that is connected to the compressor shaft 124, which provides rotational input, by a splined connection 130. A carrier 134 is fixed to the housing 112 by a torque frame 136. The carrier 134 supports intermediate gears (which are star gears 132 in the arrangement shown) that are coupled to the sun gear 128 by meshed interfaces 126 between the teeth of the sun and star gears 128, 132. A ring gear 138A/B surrounds the carrier 134 and is coupled to the star gears 132 by meshed interfaces 144. The ring gear 138A/B, which provides rotational output, is secured to the turbo fan shaft 120 by connection 142. Ring gear 138 is actually formed by two ring gear halves 138A and 138B.

[0047] In one example, the torque frame 136 grounds the carrier 134 to the housing 112. For example, mounts 154 have apertures 156 receiving fingers 230 of the torque frame 136, as shown in FIGS. 2 and 5. Pins 148 extend through spherical bearings 146 and bushings 152 secure the fingers 230 to the carrier 134. Fasteners 150 retain the pins 148 to the carrier 134.

[0048] The carrier 134 is a unitary structure manufactured from one piece for improved structural strength and rigidity, as compared with two-part housings, as shown in FIG. 3A. Carrier 134 is centered on an axis A (see FIG. 4). The carrier 134 includes axially spaced apart side walls 160 that are interconnected by the circumferentially spaced structure defining mounts 154, which are generally wedge-shaped members, as best shown in FIG. 3B. The mounts 154 and side walls 160 are unitary with one another. That is, these components are fixed, such as by being welded or cast as a unitary structure, before the gear train is assembled. The mounts 154 have opposing curved surfaces (see FIG. 3B) 158 that are in close proximity to the star gears 132 and generally follow the curvature of the teeth of the star gears 132 so that any oil on the curved surfaces 158 will likely find its way to the star gears 132 for additional lubrication.

[0049] The mounts 154 are circumferentially spaced about the carrier 134 to provide apertures 198 through which the star gears 132 extend to engage the ring gear 138. The side walls 160 include holes 162 for receiving a journal bearing 164 (see FIG. 2) that supports each of the star gears 132. Each journal bearing 164 is retained within the carrier 134 by retainers 166 fastened to the side walls 160.

[0050] Oil baffles 168 are arranged between the side walls 160 near each of the mounts 154, best shown in FIG. 2. Referring to FIGS. 4 and 5, the baffles 168 include ends 172 that abut the mounts 154, in the example shown. The baffles 168 also include opposing curved surfaces 170 arranged in close proximity to the star gears 128. The curved surfaces 158, 170 are contiguous with and adjoin one another, in the example shown, and provide gear pockets 202 that receive the star gears 132. A gear pocket 204, which receives the sun gear 128, is also provided between a surface 173 on each of the baffles 168 opposite the ends 172.

[0051] As shown in FIG. 4, one of the side walls 160 includes holes 174 that receive fasteners 176 which secure each of the baffles 168 to the carrier 134. The baffles 168 include a lubrication passage provided by a primary passage 186 that fluidly communicates with a lubricant distributor 178. The lubricant distributor 178 is fed oil from a lubricant supply 196. In one example, the baffles 168 include openings 182 that receive a tube 180 extending through a hole 183 in the side wall 160. Seals 184 seal the tube 180 to the opening 182 and lubricant distributor 178. Other tubes 192 having seals 184 are used to provide oil to an external spray bar 194 through another lubrication passage (spray bar passage 193 that extends through one of the baffles 168). The external spray bar 194 is secured to the carrier 134 and sprays oil in the vicinity of the sun gear 128 near the splined connection 130 (shown in FIGS. 2 and 5).

[0052] The primary passage 186 is in communication with first and second passages 188, 190 that spray oil on the teeth of the sun and star gears 128, 132. In the example shown, the first and second passages 188, 190 are arranged ninety degrees from one another.

[0053] With the example baffles 168, lubricant distribution is integrated into the baffle so that separate components are eliminated. The baffles 168 can be constructed from a different, lighter weight material than the carrier 134.

[0054] The example carrier 134 is constructed from one piece, which improves the structural integrity of the carrier. A central opening 200 is machined in at least one of the side walls 160 and provides the gear pocket 204, see FIG. 4. Gear pockets 202 are machined between the side walls 160 and mounts 154 for each of the star gears 132 and form apertures 198 at an outer circumference of the carrier 134.

[0055] Returning to FIG. 3B, the star gears 132 are inserted into the central opening 200 and moved radially outwardly so that they extend through the apertures 198 and are preferably in abutment with the mounts 154 (position indicated by dashed lines in FIG. 3B). This is schematically illustrated in FIG. 8. In this position, there is an adequate gap, t, between the teeth of adjacent star gears 132 to accommodate a width, w, of the end 172 of the baffles 168. After the baffles 168 have been inserted, sun gear 128 can be inserted into the central opening 200. The star gears 132 can now be moved radially inwardly to mesh with the sun gear 128. The baffles 168 are secured to the carrier 134 using fasteners 176. The tubes 180, 192 can be inserted and the rest of the lubricant distribution system can be connected.

[0056] As mentioned above, the star gears 132 are initially inserted within the central hole 200 for the sun gear. The star gears 136 are moved radially outwardly, and the spray bars or baffles 168 are inserted. The sun gear 128 is then inserted, and the star gears 132 may then be moved radially inwardly to engage the sun gear 128. All of this assembly occurs with the carrier already formed as a unitary structure.

[0057] As shown in FIG. 6, the star gears 132 have two toothed portions, 302 and 300, which have helical gear teeth extending in opposed directions. A central area 304 is formed between the toothed portions 302 and 300. Notably, the sun gear looks much the same. The two-part ring gear 138A/B halves each mate with one of the two gear teeth directions.

[0058] As shown in FIG. 7A, once the sun gears 128 and star gears 132 are in engagement, the journal bearings 164 may be inserted within the star gears 132. After this, as shown in FIG. 7B, a first half of the ring gear 138A may be moved onto the outer periphery of the star gears 132. A manifold 210 may then be mounted to the gear as shown in FIG. 7C. The manifold 210 has a fluid connection 212 which would be received within a central aperture 214 in the journal bearings 164.

[0059] FIG. 7D shows a detail of a torque frame 136. As shown, fingers 230 extend away from a plane of the torque frame. As mentioned above, the fingers 230 are received within the slots 156 in the unitary carrier 134. The pins 148 may then be moved inwardly through the openings 220 in the mounts 154 to lock the torque frame 156 to the carriers 134.

[0060] As can be appreciated in FIG. 7E, the ring gear half 138A has been moved axially such that it does not line up with the apertures 220 in the carrier, which is to receive the pin 148. Once the pin 148 has been moved inwardly to lock the finger 230 within the slot 156, then the ring gear half 138A may be moved back axially over a portion of the aperture 220.

[0061] As shown in FIG. 7F, the next step is to mount the other ring gear half 138B, completing the gear drive. At each step, all of the components are secured in some manner. An oil gutter may then be installed.

[0062] The arrangement as set forth above thus provides a way to assemble an epicyclic gear train within a unitary carrier housing. Such a gear train, configured and assembled as disclosed herein, has an improved strength and rigidity as compared with such a train having a two-part carrier housing.

[0063] Although a preferred 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 invention. For that reason, the following claims should be studied to determine the true scope and content of this invention.