MECHANICAL PART FOR AN AIRCRAFT TURBOMACHINE

Abstract

A mechanical part for an aircraft turbomachine is made of metal and includes at least one profiled surface configured to ensure an oil flow during operation. The surface has a hydrophobic and/or lipophobic coating or a surface texturing rendering the surface hydrophobic and/or lipophobic.

Claims

1. A mechanical part for an aircraft turbomachine is made of metal and comprises at least one profiled surface configured to ensure an oil flow during operation, wherein the part is an oil deflector or collector for a mechanical reduction gear, said surface is configured to be arranged facing a planet gear of the reduction gear and comprises a coating that is more hydrophobic and/or lipophobic than said surface or a surface texturing rendering said surface more hydrophobic and/or lipophobic.

2. The mechanical part of claim 1, wherein said surface is concave.

3. The mechanical part of claim 1, wherein said coating or said texturing extends over only a portion of said surface.

4. The mechanical part according to claim 1, wherein said coating or said texturing extends over the entirety of said surface.

5. The mechanical part according to claim 1, further comprising two opposing side surfaces which are profiled and configured to ensure an oil flow during operation, each of the side surfaces comprising a hydrophobic and/or lipophobic coating or a surface texturing rendering said surface hydrophobic and/or lipophobic.

6. The mechanical part according to claim 1, wherein the hydrophobic and/or lipophobic coating is made of polymer.

7. The mechanical part according to claim 6, wherein the hydrophobic and/or lipophobic coating is made of PTFE.

8. The mechanical part according to claim 1, wherein the surface texturing comprises a surface repetition of hollowed or bumpy patterns of micrometric dimensions.

9. The mechanical part according to claim 8, wherein the surface texturing is made by laser.

10. The mechanical part according to claim 1, further comprising an internal oil circulation cavity.

11. A mechanical reduction gear for an aircraft turbomachine, comprising a sun gear, a ring gear extending around the sun gear, planet gears meshed with the sun gear and the ring gear, and a mechanical part according to claim 1, the mechanical part having said surface arranged facing a planet gear so as to form an oil deflector.

12. A turbomachine comprising a mechanical part according to claim 1.

13. The turbomachine according to claim 12, wherein the turbomachine is part of an aircraft.

Description

DETAILED DESCRIPTION

[0044] While illustrative embodiments have been illustrated and described, it will be appreciated that various changes can be made therein without departing from the spirit and scope of the disclosure.

[0045] FIG. 1 describes a turbomachine 1 which conventionally comprises a fan S, a low-pressure compressor 1a, a high-pressure compressor 1b, an annular combustion chamber 1c, a high-pressure turbine 1d, a low-pressure turbine 1e and an exhaust nozzle 1h. The high-pressure compressor 1b and the high-pressure turbine 1d are connected by a high-pressure shaft 2 and together they form a high-pressure (HP) body. The low-pressure compressor 1a and the low-pressure turbine 1e are connected by a low-pressure shaft 3 and together they form a low-pressure (LP) body.

[0046] The fan S is driven by a fan shaft 4 which is driven to the LP shaft 3 by means of a reduction gear 6. This reduction gear 6 is generally of the planetary or epicyclic type.

[0047] Although the following description concerns a reduction gear of the planetary or epicyclic type, it also applies to a mechanical differential in which the three components, namely the planet carrier, the ring gear and the sun gear, can be rotatable, the rotational speed of one of these components depending in particular on the difference in speed of the other two components.

[0048] The reduction gear 6 is positioned in the upstream portion of the turbomachine. A stationary structure comprising schematically, here, an upstream portion 5a and a downstream portion 5b which makes up the engine casing or stator 5 is arranged so as to form an enclosure E surrounding the reduction gear 6. This enclosure E is here closed upstream by seals at the level of a bearing allowing the passage of the fan shaft 4, and downstream by seals at the level of the passage of the LP shaft 3.

[0049] FIG. 2 shows a reduction gear 6 which can take the form of different architectures depending on whether certain part are stationary or in rotation. The input of the reduction gear 6 is connected to the LP shaft 3, for example by means of internal splines 7a. Thus, the LP shaft 3 drives a planetary sprocket referred to as the sun gear 7. Classically, the sun gear 7, whose axis of rotation is coincident with that of the turbomachine X, drives a series of sprockets referred to as planet gears 8, which are equally distributed on the same diameter around the axis of rotation X. This diameter is equal to twice the operating centre distance between the sun gear 7 and the planet gears 8. The number of planet gears 8 is generally defined between three and seven for this type of application.

[0050] The assembly of the planet gears 8 is maintained by a chassis referred to as planet carrier 10. Each planet gear 8 rotates around its own axis Y, and meshes with the ring gear 9.

[0051] In the output we have: [0052] in an epicyclic configuration, the assembly of the planet gears 8 drives the planet carrier 10 in rotation around the axis X of the turbomachine. The ring gear is attached to the engine casing or stator 5 via a ring gear carrier 12 and the planet carrier 10 is attached to the fan shaft 4. [0053] in a planetary configuration, the assembly of the planet gears 8 is maintained by a planet carrier 10 which is attached to the engine casing or stator 5. Each planet gear drives the ring gear which is fitted to the fan shaft 4 via a ring gear carrier 12.

[0054] Each planet gear 8 is mounted freely in rotation by means of a bearing 11, for example of the rolling or hydrostatic bearing type. Each bearing 11 is mounted on one of the axles 10b of the planet carrier 10 and all the axles are positioned relative to each other using one or more structural chassis l0a of the planet carrier 10. There are a number of axles 10b and bearings 11 equal to the number of planet gears. For reasons of operation, assembly, manufacture, inspection, repair or replacement, the axles 10b and the chassis 10a can be separated into several parts.

[0055] For the same reasons mentioned above, the toothing 8d of a reduction gear can be separated into several propellers each with a median plane P. In our example, we detail the operation of a reduction gear with several propellers with one ring gear separated into two half-ring gears:

[0056] an upstream half-ring gear 9a consisting of a rim 9aa and an attachment half-flange 9ab. On the rim 9aa there is the upstream propeller of the toothing of the reduction gear. This upstream propeller meshes with that of the planet gear 8 which meshes with that of sun gear 7.

[0057] a downstream half-ring gear 9b consisting of a rim 9ba and an attachment half-flange 9bb. On the rim 9ba is the downstream propeller of the toothing of the reduction gear. This downstream propeller meshes with that of the planet gear 8 which meshes with that of the sun gear 7.

[0058] If the propeller widths vary between the sun gear 7, the planet gears 8 and the ring gear 9 because of the toothing overlaps, they are all centred on a median plane P for the upstream propellers and on another median plane P for the downstream propellers. In the other figures, in the case of a rolling with two-rows of rolls, each row of rolling-elements is also centred on two median planes.

[0059] The attachment half-flange 9ab of the upstream ring gear 9a and the attachment half-flange 9bb of the downstream ring gear 9b form the attachment flange 9c of the ring gear. The ring gear 9 is attached to a ring gear carrier by assembling the attachment flange 9c of the ring gear and the attachment flange 12a of the ring gear carrier by means of a bolted mounting, for example.

[0060] The arrows in FIG. 2 describe the conveying of the oil in the reduction gear 6. The oil arrives in the reduction gear 6 from the stator portion 5 in the dispenser 13 by different means which will not be specified in this view because they are specific to one or several types of architecture. The dispenser is separated into 2 portions, each of which is generally repeated with the same number of planet gears. The function of the injectors 13a is to lubricate the toothings and the function of the arms 13b is to lubricate the bearings. The oil is fed towards injectors 13a and emerges from the ends 13c to lubricate with oil referred to as cold (H.sub.F) the toothings of the planet gears 8, the sun gear 7 and also the ring gear 9 (FIG. 3). The oil is also fed towards the arm 13b and circulates through the feed opening 13d of the bearing. The oil then circulates through the axle into one or more buffer areas 10c and emerges through the orifices 10d in order to lubricate the bearings of the planet gears.

[0061] Due to the centrifugal forces, the oil referred to as hot Hc for lubricating the toothings is sprayed radially outward in relation to the axes Y of the planet gears, as shown in FIG. 3. To prevent this oil from interfering with the lubrication of the adjacent planet gears 8, oil collectors 20 are arranged between the planet gears 8. Although FIG. 3 shows a single collector 20, the reduction gear comprises a collector between two adjacent planet gears and thus comprises as many collectors as there are planet gears, namely four in the example shown.

[0062] FIG. 4 shows an example of embodiment of an oil collector 20.

[0063] The collector 20 comprises a body, here in one-piece, which comprises two opposing side surfaces 20a intended to extend partly around two adjacent planet gears 8. These side surfaces 20a advantageously have a concave curved shape whose radius of curvature can be centred on the axis Y of rotation of the planet gear 8 which this surface 20a faces.

[0064] The collector 20 further comprises an upper or radially external face 20b, here flat, intended to extend facing the ring gear 9 or a wall of a cage in the case where the sun gear 7 and the planet gears 8 of the reduction gear 6 are arranged in a cage.

[0065] The collector 20 further comprises a lower or radially internal face 20c, here flat, intended to extend facing the sun gear 7.

[0066] Finally, the collector 20 comprises two faces 20d, respectively upstream and downstream. As in the example shown, one of these faces 20d may comprise a member 22 for attachment to the reduction gear.

[0067] The opposite face 20d of the collector 20 may comprise a common oil outlet 26, which may be in the form of a tubular fluidic connection end-piece, for example. This end-piece can be configured to pass through a slot in the cage of the reduction gear, for example.

[0068] The collector 20 further comprises an internal oil circulation cavity (not visible) connected to the oil outlet 26 as well as to at least one oil inlet 30 located here on the face 20b.

[0069] FIG. 5 shows a first embodiment of the present disclosure wherein a portion of each surface 20d comprises a hydrophobic and/or lipophobic coating or surface texturing rendering said surface hydrophobic and/or lipophobic.

[0070] As used in this description, the terms “hydrophobic” and “lipophobic” (and even “oleophobic”) are used to refer to the ability of a surface to repel water and/or oil from said surface to decrease the contact surface area between the surface and the drop that is formed. Such properties allow to decrease the friction coefficient. The coating or the textured surface allows a smaller coefficient of friction between the surface of the water and/or the oil and the metal surface with the coating. More precisely, the lipophobic and/or hydrophobic character allows the fluid (water/oil/grease) to bead up (pearl shaped) when it is sprayed on the mechanical part, which contributes to a good evacuation of this fluid. Similarly, we also understand by “more lipophobic/hydrophobic” that the surface is less lipophilic/hydrophilic, i.e. the fluid will be less likely to spread/stay on the surface.

[0071] The coating or the texturing extends over an area Z1 that has an elongated strip shape.

[0072] In the example shown, the area Z1 is located in the middle of each surface 20d and extends away from the faces 20d and from the face 20c to the face 20b.

[0073] FIG. 6 shows a second embodiment of the present disclosure in which the entirety of each surface 20d comprises a hydrophobic and/or lipophobic coating or a hydrophobic and/or lipophobic surface texturing. This coating or this texturing thus extends over an area Z2 that corresponds to the entirety of each surface 20d. The area Z2 extends to the faces 20d and to the faces 20c and 20b.

[0074] FIG. 7 shows examples of surface texturing 32 for the areas Z1 and Z2.

[0075] The surface texturing 32 preferably comprises a surface repetition of hollowed or bumpy patterns of micrometric dimensions. The patterns can be linear or punctual. This texturing 32 is for example carried out by laser micromachining. The hollowed or bumpy patterns allow to reduce the surface area of the surface in contact with the oil and thus reduce the friction of the oil with the surface.

[0076] FIG. 8 shows an example of a hydrophobic and/or lipophobic coating 34 for the areas Z1 and Z2.

[0077] The coating 34 is preferably made of polymer, and in particular PTFE. It has, for example, a thickness between 1 and 100μm. It can be obtained by spraying a solution onto each surface 20d and heating for the polymerization and the harden of the coating.

[0078] The coating 34 and the texturing provide the same advantages mentioned above. The advantage of the texturing with respect to the coating is that it does not introduce potential pollutants because the coating is susceptible to degrade during operation and to release unwanted elements into the engine.