U.S. patent application number 15/621406 was filed with the patent office on 2020-05-07 for planetary gear system arrangement with auxiliary oil system.
The applicant listed for this patent is United Technologies Corporation. Invention is credited to Michael E. McCune, Lawrence E. Portlock, William G. Sheridan.
Application Number | 20200141297 15/621406 |
Document ID | / |
Family ID | 46576183 |
Filed Date | 2020-05-07 |
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United States Patent
Application |
20200141297 |
Kind Code |
A9 |
McCune; Michael E. ; et
al. |
May 7, 2020 |
PLANETARY GEAR SYSTEM ARRANGEMENT WITH AUXILIARY OIL SYSTEM
Abstract
A method of designing a gas turbine engine includes configuring
a speed reduction device for driving a fan and configuring a
lubrication system for lubricating components across a rotation
gap. The lubrication system includes a lubricant input. A
stationary first bearing receives lubricant from the lubricant
input and has a first race in which lubricant flows. A second
bearing for rotation is within the first bearing. The second
bearing has a first opening in registration with the first race
such that lubricant may flow from the first race through the first
opening into a first conduit. The first bearing is configured to
also include a second race into which lubricant flows. The second
bearing has a second opening in registration with the second race
such that lubricant may flow from the second race through the
second opening into a second conduit. The first and second conduits
deliver lubricant to distinct locations.
Inventors: |
McCune; Michael E.;
(Colchester, CT) ; Sheridan; William G.;
(Southington, CT) ; Portlock; Lawrence E.;
(Bethany, CT) |
|
Applicant: |
Name |
City |
State |
Country |
Type |
United Technologies Corporation |
Farmington |
CT |
US |
|
|
Prior
Publication: |
|
Document Identifier |
Publication Date |
|
US 20170276046 A1 |
September 28, 2017 |
|
|
Family ID: |
46576183 |
Appl. No.: |
15/621406 |
Filed: |
June 13, 2017 |
Related U.S. Patent Documents
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Application
Number |
Filing Date |
Patent Number |
|
|
14474869 |
Sep 2, 2014 |
9677420 |
|
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15621406 |
|
|
|
|
14266888 |
May 1, 2014 |
8931285 |
|
|
14474869 |
|
|
|
|
13428491 |
Mar 23, 2012 |
9995174 |
|
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14266888 |
|
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|
|
12902525 |
Oct 12, 2010 |
8813469 |
|
|
13428491 |
|
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Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F01N 2610/1406 20130101;
Y10T 29/4932 20150115; Y02T 10/12 20130101; F01N 11/00 20130101;
F16N 7/34 20130101; F01N 3/208 20130101; Y10T 137/0324 20150401;
F02K 3/06 20130101; Y10T 137/7297 20150401; F02C 7/36 20130101;
F01N 2900/1814 20130101; F01D 25/16 20130101; F01N 2610/01
20130101; F01N 2610/02 20130101; F05D 2260/40311 20130101; Y02T
50/671 20130101; F01D 25/18 20130101; F01N 2610/142 20130101; F02C
7/06 20130101; F01N 2610/148 20130101; Y02T 50/60 20130101; F01N
3/2066 20130101; F02C 7/10 20130101; F02C 3/10 20130101 |
International
Class: |
F01N 3/20 20060101
F01N003/20; F01N 11/00 20060101 F01N011/00 |
Claims
1. A method of designing a gas turbine engine comprising:
configuring a speed reduction device for driving a fan; configuring
a lubrication system for lubricating components across a rotation
gap, the lubrication system including a lubricant input, a
stationary first bearing receiving lubricant from said lubricant
input and having a first race in which lubricant flows, and a
second bearing for rotation within said first bearing, said second
bearing having a first opening in registration with said first race
such that lubricant may flow from said first race through said
first opening into a first conduit; and configuring said first
bearing to also include a second race into which lubricant flows,
and said second bearing having a second opening in registration
with said second race such that lubricant may flow from said second
race through said second opening into a second conduit, with said
first and second conduits delivering lubricant to distinct
locations.
2. The method of claim 1, wherein said first bearing and said
second bearing are centered about a common axis and said first
conduit is parallel to said axis and said first opening is
perpendicular to said axis.
3. The method of claim 2, wherein said speed reduction device
includes a rotating carrier for supporting at least one planetary
gear and said second bearing extends from said rotating carrier
about an axis.
4. The method of claim 3, wherein said first conduit is parallel to
said axis and said first opening is perpendicular to said axis and
said first conduit lubricates said planetary gears.
5. The method of claim 3, further comprising a first spray bar
disposed on said carrier.
6. The method of claim 1, wherein said speed reduction device
includes an epicyclic gear train having a sun gear, a plurality of
planetary gears configured to rotate about the sun gear, a
stationary ring gear, and a carrier attached to said fan.
Description
CROSS-REFERENCE TO RELATED APPLICATION
[0001] This application is a divisional of U.S. Ser. No.
14/474,469, filed Sep. 2, 2014, which is a divisional of U.S. Ser.
No. 14/266,888, filed May 1, 2014, which is now U.S. Pat. No.
8,931,285 granted Jan. 13, 2015, which is a continuation of U.S.
Ser. No. 13/428,491, filed Mar. 23, 2012, which is a
continuation-in-part application of U.S. Ser. No. 12/902,525, filed
Oct. 12, 2010, which is now U.S. Pat. No. 8,813,469 granted Aug.
26, 2014.
FIELD
[0002] This invention relates to planetary gear trains and more
particularly to a lubricating system for a planetary gear
train.
BACKGROUND
[0003] Planetary gear trains are complex mechanisms that reduce, or
occasionally increase, the rotational speed between two rotating
shafts or rotors. The compactness of planetary gear trains makes
them appealing for use in aircraft engines where space is at a
premium.
[0004] The forces and torque transferred through a planetary gear
train place stresses on the gear train components that may make
them susceptible to breakage and wear. In practice, conditions may
be less than ideal and place additional stresses on the gear
components. For example the longitudinal axes of a planetary gear
train's sun gear, planet carrier, and ring gear are ideally coaxial
with the longitudinal axis of an external shaft that rotates the
sun gear. Such perfect coaxial alignment, however, is rare due to
numerous factors including imbalances in rotating hardware,
manufacturing imperfections, and transient flexure of shafts and
support frames due to aircraft maneuvers. The resulting parallel
and angular misalignments impose moments and forces on the gear
teeth, the bearings which support the planet gears in their
carrier, and the carrier itself. These imposed forces and moments
may cause gear component wear and increase a likelihood that a
component may break in service. Component breakage is undesirable
in any application, but particularly so in an aircraft engine.
Moreover, component wear necessitates inspections and part
replacements which may render the engine and aircraft uneconomical
to operate.
[0005] The risk of component breakage may be reduced by making the
gear train components larger and therefore stronger. Increased size
may also reduce wear by distributing the transmitted forces over
correspondingly larger surfaces. However increased size offsets the
compactness that makes planetary gear trains appealing for use in
aircraft engines, and the corresponding weight increase is
similarly undesirable. The use of high strength materials and wear
resistant coatings can also be beneficial, but escalates the cost
of the gear train and therefore does not diminish the desire to
reduce wear.
[0006] Stresses due to misalignments can also be reduced by the use
of flexible couplings to connect the gear train to external devices
such as rotating shafts or non-rotating supports. For example, a
flexible coupling connecting a sun gear to a drive shaft flexes so
that the sun gear remains near its ideal orientation with respect
to the mating planet gears even though the axis of the shaft is
oblique or displaced with respect to a perfectly aligned
orientation. Many prior art couplings, however, contain multiple
parts that require lubrication and are themselves susceptible to
wear. Prior art couplings may also lack adequate rigidity and
strength, with respect to torsion about a longitudinal axis, to be
useful in high torque applications.
SUMMARY
[0007] In one exemplary embodiment, a method of designing a gas
turbine engine includes configuring a speed reduction device for
driving a fan and configuring a lubrication system for lubricating
components across a rotation gap. The lubrication system includes a
lubricant input. A stationary first bearing receives lubricant from
the lubricant input and has a first race in which lubricant flows.
A second bearing for rotation is within the first bearing. The
second bearing has a first opening in registration with the first
race such that lubricant may flow from the first race through the
first opening into a first conduit. The first bearing is configured
to also include a second race into which lubricant flows. The
second bearing has a second opening in registration with the second
race such that lubricant may flow from the second race through the
second opening into a second conduit. The first and second conduits
deliver lubricant to distinct locations.
[0008] In a further embodiment of the above, the first bearing and
the second bearing are centered about a common axis and the first
conduit is parallel to the axis and the first opening is
perpendicular to the axis.
[0009] In a further embodiment of any of the above, the speed
reduction device includes a rotating carrier for supporting at
least one planetary gear. The second bearing extends from the
rotating carrier about an axis.
[0010] In a further embodiment of any of the above, the first
conduit is parallel to the axis. The first opening is perpendicular
to the axis. The first conduit lubricates the planetary gears.
[0011] In a further embodiment of any of the above, a first spray
bar is disposed on the carrier.
[0012] In a further embodiment of any of the above, the speed
reduction device includes an epicyclic gear train that has a sun
gear. A plurality of planetary gears is configured to rotate about
the sun gear. A stationary ring gear and a carrier are attached to
the fan.
BRIEF DESCRIPTION OF THE DRAWINGS
[0013] The various features and advantages of the disclosed
examples will become apparent to those skilled in the art from the
following detailed description. The drawings that accompany the
detailed description can be briefly described as follows.
[0014] FIG. 1 is a schematic view, partially in section, of a gas
turbine engine.
[0015] FIG. 2 is a sectional view taken along the lines 2-2 in FIG.
1.
[0016] FIG. 2A is a sectional view through the gear drive.
[0017] FIG. 3 is a sectional view taken along the lines 3-3.
[0018] FIG. 3A is a sectional view taken along the line A-A of FIG.
3.
[0019] FIG. 3B is a sectional view taken along the line B-B of FIG.
3.
[0020] FIG. 3C is a sectional view taken along the line C-C FIG.
3.
[0021] FIG. 4 is a sectional view of a portion of oil flow path
A.
[0022] FIG. 5 is a sectional view of an upper portion of the
planetary gear system of FIG. 1.
[0023] FIG. 6 is a sectional view of a lower portion of the
planetary gear system of FIG. 1.
[0024] FIG. 7 is a sectional view of a flow of oil into
gutters.
DETAILED DESCRIPTION
[0025] FIG. 1 shows a schematic cross-section of gas turbine engine
10. Gas turbine engine 10 includes low pressure spool 12, high
pressure spool 14 and fan drive gear system ("FDGS") 16. Low
pressure spool 12 includes low pressure compressor 18 and low
pressure turbine 20, which are connected by low pressure shaft 22.
High pressure spool 14 includes high pressure compressor 24 and
high pressure turbine 26, which are connected by high pressure
shaft 28. Fan drive gear system 16 includes epicyclic gear train 30
that drives a fan assembly 32 by way of a carrier shaft 34.
Epicyclic gear train 30 includes sun gear 36, ring gear 38 and
planetary gears 40 as will be shown hereinbelow. A carrier 50 is
shown schematically in FIG. 4 between shaft 34 and ring gear 38.
Details of this connection are better shown in FIG. 2.
[0026] Low pressure spool 12 and high pressure spool 14 are covered
by engine nacelle 42, and fan assembly 32 and nacelle 42 are
covered by fan nacelle 44. Low pressure spool 12, high pressure
spool 14 and fan assembly 32 comprise a two-and-a-half spool gas
turbine engine in which epicyclic gear train 30 couples fan
assembly 32 to low pressure spool 12 with input shaft 46.
[0027] Fan assembly 32 generates bypass air for producing thrust
that is directed between engine nacelle 42 and fan nacelle 44, and
core air that is directed into engine nacelle 42 for sequential
compression with low pressure compressor 18 and high pressure
compressor 24. Compressed core air is routed to combustor 48
wherein it is mixed with fuel to sustain a combustion process. High
energy gases generated in combustor 48 are used to turn high
pressure turbine 26 and low pressure turbine 20. High pressure
turbine 26 and low pressure turbine 20 rotate high pressure shaft
28 and low pressure shaft 22 to drive high pressure compressor 24
and low pressure compressor 18, respectively. Low pressure shaft 22
also drives input shaft 46, which connects to epicyclic gear train
30 to drive fan assembly 32.
[0028] Referring now to FIG. 2 and FIG. 2A, a view of the planetary
gear system having exemplary oil supply system is shown. The system
is comprised of an input shaft 46, sun gear 36 attaching thereto a
plurality of planetary gears 40 that rotate about the sun gear 36,
stationary ring gear 38, and a carrier 50 that rotates about the
star gear to drive the fan assembly 32. As the ring gear 38 is
stationary, the rotation of the sun gear 36 causes each planetary
gear 40 to counter-rotate relative to the direction of rotation of
the sun gear 36 and simultaneously to orbit the sun gear 36 in the
direction of the sun gear's rotation. In other words, whereas each
planetary gear 40 individually counter-rotates relative to the sun
gear 36, the group of planetary gears 40 co-rotates with the sun
gear 36. Moreover, as the carrier 50 is driven by the rotation of
the group of planetary gears 40, the carrier 50 also co-rotates
with respect to the sun gear 36. Finally, as the fan 32 is driven
by the carrier 50 (via shaft 34), the fan 32 also co-rotates with
respect to the sun gear 36 and the low spool shaft 46. Thus, in
this embodiment, the fan 32 rotates in the same direction as the
low pressure compressor 18.
[0029] A first spray bar 41 is mounted to the carrier 50 in between
each planetary gear 40 that lubricates the planet gears 40 and ring
gear 38. A second spray bar 53 is attached to the first spray bar
41 and extends forward to provide lubrication to the carrier shaft
34 that is supported by tapered bearings 55 that are tensioned by
spring 60.
[0030] The carrier 50 has a shaft 34 for driving the fan assembly
32, a circular body 65 for holding the planetary gears 40 and a
cylinder 70 projecting aft about the input shaft 46. The cylinder
70 also closely interacts with a stationary oil transfer bearing
75.
[0031] A grounding structure 80 holds the FDGS 16, the ring gear
38, forward gutter 90 and aft gutter 95. The flexible coupling 85
is disposed around the rotary input shaft 46. The forward gutter 90
and an aft gutter 95 attach to and around the outer edge of the
ring gear 38 to collect oil used by the system for reuse as will be
discussed herein. Oil is input through the stationary oil transfer
bearing 75 to the cylinder 70 (e.g. also a bearing) as will be
discussed herein.
[0032] Referring now to FIG. 3, a side, sectional view of the oil
transfer bearing 75 is shown. The oil transfer bearing 75 is
prevented from rotational movement by attachment of a link 100 via
tab 110 to an oil input coupling 105 that attaches to the
stationary aft gutter 95 (see also FIG. 2).
[0033] The oil transfer bearing 75 has a plurality of inputs to
provide oil to those portions of the FDGS 16 that require
lubrication during operation. For instance, oil from tube 115 is
intended to lubricate the tapered bearings 55, oil from tube 120 is
intended to lubricate the planet gear bearings 125 (see FIG. 5),
and oil from tube 130 is intended to lubricate the planet and ring
gears, 38, 40. Though three inputs are shown herein, other numbers
of oil inputs are contemplated herein.
[0034] Referring now to FIGS. 3A and 3B, the link 100 attaches via
a pin 135 to the ears 140 extending from the tab 110. The link 100
extends towards a boss 145 on the oil transfer bearing 75 and is
attached thereto by a ball 150 and a pin 155 extending through the
ball and a pair of ears 159 on the boss 145 on the oil transfer
bearing 75. The ball 150 allows the oil transfer bearing 75 to flex
with the rotary input shaft 46 as torqueing moments are experienced
by the fan assembly 32 and other portions of the engine 10. The
link 100 prevents the oil transfer bearing 75 from rotating while
allowing it to flex.
[0035] Referring now to FIG. 3C, a cross-sectional view of the oil
transfer bearing 75 is shown. The oil transfer bearing has a first
race 160 that has a rectangular shape and extends around the
interior surface 165 of the oil transfer bearing 75, a second race
170 that has a rectangular shape and extends around the interior
surface 165 of the oil transfer bearing 75 and a third race 175
that has a rectangular shape and extends around the interior
surface 165 of the oil transfer bearing 75. In the embodiment
shown, tube 120 inputs oil via conduit 181 into the first race
160.
[0036] Cylinder 70 which extends from the carrier circular body 65,
has a first oil conduit 180 extending axially therein and
communicating with the first race 160 via opening 185, a second oil
conduit 190 extending axially therein and communicating with the
second race 170 via opening 195 and a third oil conduit 200
extending axially therein and communicating with the third race 175
via opening 205. As the cylinder 70 rotates within the oil transfer
bearing 75, the openings 185, 195, 205 are constantly in alignment
with races 160, 170, 175 respectively so that oil may flow across a
rotating gap between the oil transfer bearing 75 and the cylinder
65 through the openings 185, 195, 205 to the conduits 180, 190, 200
to provide lubrication to the areas necessary in engine 10. As will
be discussed herein, oil from conduit 180 flows through pathway A,
oil from conduit 190 flows through pathway B and oil from conduit
200 flows through pathway C as will be shown herein.
[0037] Referring now to FIGS. 4 and 6, oil from the tube 115 flows
into second race 170, through opening 195 into conduit 190. From
conduit 190, the oil flows through path B into a pipe 210 in the
first spray bar 41 to the second spray bar 53 where it is dispersed
through nozzles 215. Pipe 210 is mounted into fixtures 220 in the
circular body 65 by o-rings 225 the oil FIG. 4, the journal oil
bearing input passes through tube, and tube into transfers tubes
through tube into the interior of each planetary gear. Each
planetary gear has a pair of transverse tubes communicating with
the interior of the planetary journal bearing to distribute oil
between the planetary gear and the ring gear and a set of gears to
provide lubricating area oil to the journal bearings 235
themselves.
[0038] Referring now to FIGS. 3C and 5, the flow of oil through
path A is shown. The oil leaves conduit 180 through tube 230 and
flows around journal bearings 235 that support the planet gear 40
and into the interior of shaft 240. Oil then escapes from the shaft
240 through openings 245 to lubricate between the planetary gears
40 and the ring gear 38.
[0039] Referring to FIG. 6, the conduit 200 provides oil through
pathway C into manifold 250 in the first spray bar 41 which sprays
oil through nozzles 215 on the sun gear.
[0040] Referring now to FIG. 7, oil drips (see arrows) from the
planetary gears 40 and the sun gear 36 about the carrier 50 and is
trapped by the forward gutter 90 and the aft gutter 95. Oil
captured by the forward gutter 90 is collected through scupper 265
for transport into an auxiliary oil tank 270. Similarly, oil
captured by the aft gutter 95 travels through opening 275 and
opening 280 in the ring gear support 285 into the forward gutter 90
to be similarly collected by the scupper 265 to go to the auxiliary
oil tank 270. Some oil passes through openings 290, 295 within the
ring gear 38 and drips upon the flexible coupling 85 and migrates
through holes 300 therein and drains to the main scavenge area (not
shown) for the engine 10.
[0041] As is clear from FIGS. 5 and 7, there is a recess adjacent
the outer periphery of the ring gear 38. The recess identified by
602, can be seen to be formed by half-recess portions in each of
two separate gear portions 600 which form the ring gear 38. As is
clear, the recess 602 is radially outwardly of the gear teeth 603
on the ring gear 38. This recess helps balance force transmitted
through the ring gear as the various interacting gear members shift
orientation relative to each other.
[0042] Referring now to the Figures, In view of these shortcomings
a simple, reliable, unlubricated coupling system for connecting
components of an epicyclic gear train 30 to external devices while
accommodating misalignment therebetween is sought.
[0043] Although a combination of features is shown in the
illustrated examples, not all of them need to be combined to
realize the benefits of various embodiments of this disclosure. In
other words, a system designed according to an embodiment of this
disclosure will not necessarily include all of the features shown
in any one of the Figures or all of the portions schematically
shown in the Figures. Moreover, selected features of one example
embodiment may be combined with selected features of other example
embodiments.
[0044] The preceding description is exemplary rather than limiting
in nature. Variations and modifications to the disclosed examples
may become apparent to those skilled in the art that do not
necessarily depart from the essence of this disclosure. The scope
of legal protection given to this disclosure can only be determined
by studying the following claims.
* * * * *