U.S. patent number 10,385,785 [Application Number 15/651,289] was granted by the patent office on 2019-08-20 for air inlet for a gas turbine engine.
This patent grant is currently assigned to Pratt & Whitney Canada Corp.. The grantee listed for this patent is PRATT & WHITNEY CANADA CORP.. Invention is credited to Ian MacFarlane, Lazar Mitrovic.
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United States Patent |
10,385,785 |
MacFarlane , et al. |
August 20, 2019 |
Air inlet for a gas turbine engine
Abstract
A radial air inlet for a gas turbine engine. The air inlet has
an inlet duct defined between two axially-spaced radially-extending
annular walls and has a plurality of circumferentially-spaced
axially-extending struts extending between the annular walls
adjacent a radially-outer portion of the air inlet. At least one of
the struts has an internal passage extending between a first
opening in a forward end of the strut and a second opening in an
aft end of the strut, the first and second openings being axially
spaced apart. A transmission shaft extends through the internal
passage of said strut.
Inventors: |
MacFarlane; Ian (St Bruno,
CA), Mitrovic; Lazar (Longueuil, CA) |
Applicant: |
Name |
City |
State |
Country |
Type |
PRATT & WHITNEY CANADA CORP. |
Longueuil |
N/A |
CA |
|
|
Assignee: |
Pratt & Whitney Canada
Corp. (Longueuil, Quebec, CA)
|
Family
ID: |
62981141 |
Appl.
No.: |
15/651,289 |
Filed: |
July 17, 2017 |
Prior Publication Data
|
|
|
|
Document
Identifier |
Publication Date |
|
US 20190017442 A1 |
Jan 17, 2019 |
|
Current U.S.
Class: |
1/1 |
Current CPC
Class: |
F02C
3/04 (20130101); F01D 9/065 (20130101); F02C
7/06 (20130101); F02C 7/04 (20130101); F01D
9/045 (20130101); F02C 7/32 (20130101); F02C
7/36 (20130101); F01D 15/12 (20130101); F05D
2240/60 (20130101); F05D 2220/323 (20130101); F05D
2240/12 (20130101); F05D 2260/40 (20130101) |
Current International
Class: |
F01D
9/04 (20060101); F01D 15/12 (20060101); F02C
7/36 (20060101); F02C 7/06 (20060101); F02C
7/04 (20060101); F02C 3/04 (20060101); F02C
7/32 (20060101); F01D 9/06 (20060101) |
References Cited
[Referenced By]
U.S. Patent Documents
Foreign Patent Documents
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2565420 |
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Mar 2013 |
|
EP |
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2998543 |
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Mar 2016 |
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EP |
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3339606 |
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Jun 2018 |
|
EP |
|
2004316474 |
|
Nov 2004 |
|
JP |
|
WO2015/189522 |
|
Dec 2015 |
|
WO |
|
WO2017/198999 |
|
Nov 2017 |
|
WO |
|
Other References
European Search Report of counterpart application No. 18184057.0
dated Nov. 14, 2018. cited by applicant.
|
Primary Examiner: Edgar; Richard A
Attorney, Agent or Firm: Norton Rose Fulbright Canada
LLP
Claims
The invention claimed is:
1. A gas turbine engine, comprising: a compressor section and a
turbine section drivingly engaged with a drive shaft, the drive
shaft being rotatable about a center axis of the gas turbine
engine; a radial air inlet in fluid communication with the
compressor section, the radial air inlet having an inlet duct
defined between two axially-spaced radially-extending annular walls
and having a plurality of circumferentially-spaced
axially-extending struts extending between the annular walls
adjacent a radially-outer portion of the air inlet, at least one of
the struts having an internal passage extending between a first
opening in a forward end of the strut and a second opening in an
aft end of the strut, the first and second openings being axially
spaced apart; and a transmission shaft extending through the
internal passage of said strut.
2. The gas turbine engine as defined in claim 1, wherein the first
and second openings in said strut are aligned along a substantially
axial direction, the transmission shaft extending through the
openings in the substantially axial direction.
3. The gas turbine engine as defined in claim 1, wherein the
transmission shaft is mechanically coupled at a first end to a
first rotatable load of the gas turbine engine disposed on one side
of the inlet duct, and mechanically coupled at a second end to a
second rotatable load disposed on another side of the inlet duct,
the first load includes the drive shaft and the second rotatable
load includes an accessory gearbox of the gas turbine engine, the
drive shaft being disposed forward of the radial air inlet, and the
accessory gearbox being disposed aft of the radial air inlet.
4. The gas turbine engine as defined in claim 3, wherein the first
rotatable load includes a tower shaft mechanically coupled at a
first end to the first end of the transmission shaft, a second end
of the tower shaft being mechanically coupled to the drive
shaft.
5. The gas turbine engine as defined in claim 1, further comprising
first and second bearings supporting the transmission shaft, the
first bearing disposed on a side of one of the annular walls
outside the inlet duct adjacent to said strut, and the second
bearing disposed on a side of the other annular wall outside the
inlet duct adjacent to said strut.
6. The gas turbine engine as defined in claim 5, wherein the first
and second bearings are aligned along a substantially axial
direction.
7. The gas turbine engine as defined in claim 1, wherein the inlet
duct includes an air opening being defined between the annular
walls at the radially outer portion of the air inlet, the air
opening extending through an outermost surface of the engine.
8. The gas turbine engine as defined in claim 1, wherein at least
one of the struts has an airfoil shape.
9. The gas turbine engine as defined in claim 8, wherein said strut
having the airfoil shape includes a leading edge and a trailing
edge, the trailing edge being radially closer to the center axis
than the leading edge, a chord of said strut extending in a
substantially radial direction between the leading and trailing
edges.
10. The gas turbine engine as defined in claim 1, wherein each
strut has an axial span defined between the annular walls of the
inlet duct, and a radial span defined between an outer edge and an
inner edge, the inner edge being radially closer to the center axis
than the outer edge.
11. A drive system for a gas turbine engine, comprising: an inlet
duct having two annular walls disposed about a center axis, each
wall extending between an outer portion and an inner portion, the
inner portion being radially closer to the center axis than the
outer portion, the walls being axially spaced apart and defining an
annular air passage between the walls; a plurality of struts being
circumferentially spaced-apart within the inlet duct, each strut
extending between the annular walls and through the annular air
passage, one of the struts having an internal passage extending
between a first opening in a forward end of the strut and a second
opening in an aft end of the strut, the first and second openings
being axially spaced apart; and a transmission shaft extending
through the internal passage and the first and second openings of
said strut.
12. The drive system as defined in claim 11, wherein the first and
second openings in said strut are aligned along a substantially
axial direction, the transmission shaft extending through the
openings in the substantially axial direction.
13. The drive system as defined in claim 11, wherein at least one
of the struts has an airfoil shape.
14. The drive system as defined in claim 13, wherein said strut
having the airfoil shape includes a leading edge and a trailing
edge, the trailing edge being radially closer to the center axis
than the leading edge, a chord of said strut extending in a
substantially radial direction between the leading and trailing
edges.
15. The drive system as defined in claim 11, wherein each strut has
an axial span defined between the annular walls of the inlet duct,
and a radial span defined between an outer edge and an inner edge,
the inner edge being radially closer to the center axis than the
outer edge.
16. A method of operating a gas turbine engine, comprising: drawing
air from a radially-outer portion of a radial air inlet of the
engine to a radially-inner portion of the radial air inlet, the
radial air inlet having circumferentially spaced-apart struts; and
driving a rotatable load of the engine with a transmission shaft
extending across the radial air inlet and through one of the
struts.
17. The method as defined in claim 16, wherein driving the
rotatable load includes driving the rotatable load with the
transmission shaft being oriented in a substantially axial
direction.
18. The method as defined in claim 16, further comprising
supporting the transmission shaft at each of axially-opposed sides
of the radial air inlet.
19. The method as defined in claim 16, wherein driving the
rotatable load includes driving an accessory gearbox of the engine
with the transmission shaft.
20. The method as defined in claim 19, wherein driving the
accessory gearbox includes driving a tower shaft of the engine with
a drive shaft of the engine, and driving the transmission shaft
with the tower shaft.
Description
TECHNICAL FIELD
The application relates generally to gas turbine engines and, more
particularly, to air inlets for gas turbine engines.
BACKGROUND
Power is sometimes taken from one or more of the central shafts of
the turbomachinery of a gas turbine engine to drive other
components of the engine. This arrangement can include the central
shaft of the engine being engaged to another drive shaft that
drives a gearbox of the engine.
SUMMARY
In one aspect, there is provided a gas turbine engine, comprising:
a compressor section and a turbine section drivingly engaged with a
drive shaft, the drive shaft being rotatable about a center axis of
the gas turbine engine; a radial air inlet in fluid communication
with the compressor section, the radial air inlet having an inlet
duct defined between two axially-spaced radially-extending annular
walls and having a plurality of circumferentially-spaced
axially-extending struts extending between the annular walls
adjacent a radially-outer portion of the air inlet, at least one of
the struts having an internal passage extending between a first
opening in a forward end of the strut and a second opening in an
aft end of the strut, the first and second openings being axially
spaced apart; and a transmission shaft extending through the
internal passage of said strut.
In another aspect, there is provided a drive system for a gas
turbine engine, comprising: an inlet duct having two annular walls
disposed about a center axis, each wall extending between an outer
portion and an inner portion, the inner portion being radially
closer to the center axis than the outer portion, the walls being
axially spaced apart and defining an annular air passage between
the walls; a plurality of struts being circumferentially
spaced-apart within the inlet duct, each strut extending between
the annular walls and through the annular air passage, one of the
struts having an internal passage extending between a first opening
in a forward end of the strut and a second opening in an aft end of
the strut, the first and second openings being axially spaced
apart; and a transmission shaft extending through the internal
passage and the first and second openings of said strut.
In a further aspect, there is provided a method of operating a gas
turbine engine, comprising: drawing air from a radially-outer
portion of a radial air inlet of the engine to a radially-inner
portion of the air inlet, the air inlet having circumferentially
spaced-apart struts; and driving a rotatable load of the engine
with a transmission shaft extending across the air inlet and
through one of the struts.
DESCRIPTION OF THE DRAWINGS
Reference is now made to the accompanying figures in which:
FIG. 1 is a schematic cross-sectional view of a gas turbine engine,
according to an embodiment of the present disclosure; and
FIG. 2A is an enlarged cross-sectional view of an air inlet of the
gas turbine engine of FIG. 1; and
FIG. 2B is a cross-sectional view of the air inlet of FIG. 2A taken
along the line IIB-IIB in FIG. 2A.
DETAILED DESCRIPTION
FIG. 1 illustrates a gas turbine engine 10 of a type preferably
provided for use in subsonic flight, generally comprising in serial
flow communication an air inlet 11, a compressor section 12 for
pressurizing the air from the air inlet 11, a combustor 13 in which
the compressed air is mixed with fuel and ignited for generating an
annular stream of hot combustion gases, a turbine section 14 for
extracting energy from the combustion gases, and an exhaust outlet
15 through which the combustion gases exit the gas turbine engine
10. The gas turbine engine 10 includes a propeller 16 which
provides thrust for flight and taxiing. The gas turbine engine 10
has a longitudinal center axis 17. A drive shaft 19 mechanically
couples the turbine section 14 and the compressor section 12, and
extends between them. The drive shaft 19 is coaxial with the center
axis 17 of the gas turbine engine 10 and rotatable about the center
axis 17. The drive shaft 19 allows the turbine section 14 to drive
the compressor section 12 during operation of the gas turbine
engine 10. In the depicted embodiment, the air inlet 11 is
positioned aft of the compressor section 12.
The gas turbine engine 10 (sometimes referred to herein simply as
"engine 10") has a central core 18 through which gases flow and
which includes some of the turbomachinery of the engine 10. The
engine 10 is a "reverse-flow" engine 10 because gases flow through
the core 18 from the air inlet 11 at a rear portion, to the exhaust
outlet 15 at a front portion. This is in contrast to "through-flow"
gas turbine engines in which gases flow through the core of the
engine from a front portion to a rear portion. The direction of the
flow of gases through the core 18 of the engine 10 disclosed herein
can be better appreciated by considering that the gases flow
through the core 18 in the same direction D as the one along which
the engine 10 travels during flight. Stated differently, gases flow
through the engine 10 from a rear end towards the propeller 16. In
the embodiment of FIG. 1, the engine 10 has multiple spools which
perform compression to pressurize the air received through the air
inlet 11, and which extract energy from the combustion gases before
they exit the core 18 via the exhaust outlet 15. The spools and
this engine architecture are described in greater detail in U.S.
patent application Ser. No. 15/266,321 filed on Sept. 15, 2016, the
entire contents of which are hereby incorporated by reference.
It will thus be appreciated that the expressions "forward" and
"aft" used herein refer to the relative disposition of components
of the engine 10, in correspondence to the "forward" and "aft"
directions of the engine 10 and aircraft including the engine 10 as
defined with respect to the direction of travel. In the embodiment
shown, a component of the engine 10 that is "forward" of another
component is arranged within the engine 10 such that it is located
closer to the propeller 16. Similarly, a component of the engine 10
that is "aft" of another component is arranged within the engine 10
such that it is further away from the propeller 16.
Still referring to FIG. 1, a rotatable transmission shaft 20 of the
engine 10 extends across the air inlet 11. As described in greater
detail below, the transmission shaft 20 extends through one of the
structural supports, or struts 30, of the air inlet 11. The
transmission shaft 20 transmits a rotational drive force to a
rotatable load 36 of the engine 10. The transmission shaft 20 also
transmits a rotational drive force from the rotatable load 36. The
rotatable load 36 can therefore be any suitable component, or any
combination of suitable components, that is capable of receiving or
conveying a rotational drive to/from the transmission shaft 20.
In the depicted embodiment, the transmission shaft 20 transmits a
rotational force to a first rotatable load 36A located on one side
of the air inlet 11, and transmits a rotational force to a second
rotatable load 36B located on the other side of the air inlet 11.
The two sides of the air inlet 11 are axially spaced apart along
the center axis 17. In the depicted embodiment, the transmission
shaft can also receive the rotational force from either one of the
first and second rotatable loads 36A,36B. The transmission shaft 20
is mechanically coupled at a first end 21A of the transmission
shaft 20 to the first rotatable load 36A, and mechanically coupled
at an opposite second end 21B to the second rotatable load 36B of
the engine 10. By "mechanically coupled", it is understood that the
transmission shaft 20 can be, at either one of its ends 21A,21B,
directly engaged to the rotatable load 36, or indirectly engaged to
the rotatable load 36 via another rotating component.
In FIG. 1, the first rotatable load 36A includes the drive shaft 19
of the engine 10, and the second rotatable load 36A includes an
accessory gearbox 40 of the engine 10. The accessory gearbox 40
(sometimes referred to herein simply as "AGB 40") receives a
rotational output from the transmission shaft 20 and in turn drives
accessories (e.g. fuel pump, starter-generator, oil pump, scavenge
pump, etc.) that contribute to the functionality of the engine 10.
The AGB 40 can be designed with side-facing accessories, top-facing
accessories, or rear-facing accessories depending on the
installation needs. In the depicted embodiment, the first and
second rotatable loads 36A,36B are axially-spaced apart on opposite
sides of the air inlet 11. More particularly, the drive shaft 19 is
forward of the air inlet 11 and the AGB 40 is aft of the air inlet
11. In the depicted embodiment, the air inlet 11 therefore
separates the drive shaft 19 from the AGB 40, and prevents the
direct transmission of rotational force between the drive shaft 19
and the AGB 40. In such an engine architecture, the transmission
shaft 20 helps to transfer rotational force between the drive shaft
19 and the AGB 40.
The engine 10 also has a tower shaft 51 that has a first geared end
51A and a second geared end 51B. The first end 51A of the tower
shaft 51 is mechanically coupled to the transmission shaft 20, and
the second end 51B of the tower shaft 51 is mechanically coupled to
the drive shaft 19. The second end 51B of the tower shaft 51 meshes
with the drive shaft 19 at a location that is forward of a low
pressure compressor and aft of a high pressure compressor of the
compressor section 12. The second end 21B of the transmission shaft
20 is directly engaged to an input gear 41 of the AGB 40. The tower
shaft 51, in conjunction with the transmission shaft 20,
mechanically couples and links the compressor section 12 to the AGB
40.
During operation of the engine 10, the drive shaft 19 transmits a
rotational drive to the tower shaft 51 which in turn drives the
transmission shaft 20 to thereby drive the input gear 41 and the
accessories of the AGB 40. During some operating modes of the
engine 10, for example engine start, a starter-generator accessory
of the AGB 40 drives the input gear 41 of the AGB 40, which in turn
transmits a rotational drive to the transmission shaft 20, which
then transmits the rotational drive to the tower shaft 51 and thus
to the drive shaft 19 of the engine 10.
Referring to FIG. 2A, the air inlet 11 is a radial air inlet 11
because, during operation of the engine 10, air is drawn into the
engine via the air inlet 11 along a substantially radial direction.
The air inlet 11 is therefore the first point of entry of air into
the core 18 of the engine 10.
The air inlet 11 has an inlet duct 21 along which air flows as it
drawn into the engine 10. The inlet duct 21 is defined by two
radially-extending annular walls 22A,22B. Each wall 22A,22B is
shown as being an integral body. In an alternate embodiment, one or
both of the walls 22A,22B is made up of wall segments. Each annular
wall 22A,22B extends between a radially-outer portion 23A and a
radially-inner portion 23B. The radially-inner portion 23B is a
portion of each wall 22A,22B that is radially inward (i.e. closer
to the center axis 17 of the engine 10) than the radially-outer
portion 23A. Each wall 22A,22B therefore extends from an outer
surface or portion of the engine 10 radially inwards toward the
core 18. The walls 22A,22B in the depicted embodiment also have
portions extending in an axial direction as well. The
radially-inner portions 23B of each wall 22A,22B have trailing ends
24 which, in the frame of reference of the engine 10, are defined
by both axial and radial direction vectors. An air opening 25 is
defined at the radially-outer portions 23A of the walls 22A,22B.
The air opening 25 is circumferential because it spans a portion or
all of the circumference of the inlet duct 21. The air opening 25
extends through an outermost surface 26 of the engine 10. The
outermost surface 26 may be located in an engine covering, such as
a nacelle or casing. The air opening 25 may be provided with a
screen, filter, or mesh to prevent the ingress of foreign objects
into the engine 10.
The walls 22A,22B are axially spaced apart from one another. In the
depicted embodiment, the wall 22B is aft of the wall 22A in a
direction along the center axis 17. The axial offset between the
annular walls 22A,22B defines an inner volume of the inlet duct 21
through which air is conveyed toward the compressor section 12. The
spaced-apart walls 22A,22B therefore define an annular air passage
27 between them. The air passage 27 is an annular volume that
extends radially inwardly at the radially-outer portions 23A and
which has both axial and radial direction vectors at the
radially-inner portion 23B of the walls 22A,22B.
Multiple air inlet struts 30 are located within the inlet duct 21.
Each strut 30 is part of the fixed structure of the engine 10. Each
strut 30 is a stationary component that helps to prevent ingress
into the engine 10 of large foreign objects, and helps to provide
structure to the air inlet 11. The struts 30 are circumferentially
spaced-apart from one another within the inlet duct 21. Each strut
30 extends between the annular walls 22A,22B and through the
annular air passage 27. Each strut 30 is attached to the annular
walls 22A,22B. In the depicted embodiment, each strut 30 is
integral with the walls 22A,22B. In an alternate embodiment, one or
more of the struts 30 can be removably mounted to the walls
22A,22B. Each of the struts 30 in the depicted embodiment is a
radial air inlet strut 30 because it extends radially inwardly.
Stated differently, each strut has a radial span defined between a
radially-outer edge 31A near the radially-outer portions 23A of the
walls 22A,22B, and a radially-inner edge 31B near the
radially-inner portions 23B of the walls 22A,22B. The inner edge
31B is radially closer to the center axis 17 than the outer edge
31A. The position of the edges 31A,31B of the strut 30 relative to
the engine may vary, and what remains constant is that the edge 31B
is radially inward of the edge 31A. In the embodiment of FIG. 2A,
each strut 30 also has an axial span defined between the annular
walls 22A,22B of the inlet duct 21.
Referring to FIGS. 2A and 2B, one or more of the struts 30 is
shaped like an airfoil. The airfoil shape of the strut 30 helps to
guide the flow of air through the air inlet 11. Each airfoil-shaped
strut 30 includes the radially-outer edge 31A which forms the
leading edge of the strut 30, and the radially-inner edge 31B forms
the trailing edge of the strut 30. The trailing edge 31B is
radially closer to the center axis 17 than the leading edge 31A.
The chord C of the strut 30 is therefore defined along a line
extending between the leading and trailing edges 31A,31B. The chord
C therefore extends in a substantially radial direction. By
"substantially radial", it is understood that in the frame of
reference of the engine 10, the magnitude of the radial direction
vector of the chord C is much greater than the magnitude of the
axial direction vector of the chord C.
Still referring to FIGS. 2A and 2B, one or more of the struts 30 is
at least partially hollow. The surfaces of the strut 30 define an
inner cavity or passage 33 within the strut 30. The inner passage
33 is a volume delimited by the surfaces of the strut 30. The strut
30 also has openings at opposed axial ends. More particularly, the
strut 30 has an opening 34A at forward end of the strut 30, and an
opening 34B at an opposite aft end of the strut 30. The first and
second openings 34A,34B are spaced apart along the center axis 17.
In FIG. 2A, each of the walls 22A,22B has an opening 35 aligned
with the first and second openings 34A,34B. More particularly, the
wall 22A has an opening 35A aligned with the first opening 34A in
the strut 30, and the wall 22B has an opening 35B aligned with the
second opening 34B. In an alternate embodiment, there is only one
opening for each of the walls 22A,22B of the inlet duct 21. The
first and second openings 34A,34B define a through passage
extending from one end of the strut 30 to the other. In the
depicted embodiment, the first and second openings 34A,34B are
aligned along a substantially axial direction A. By "substantially
axial", it is understood that in the frame of reference of the
engine 10, the axial direction vector is predominant. Stated
differently, the magnitude of the axial direction vector, which is
parallel to the center axis 17 of the engine 10, is much greater
than the magnitude of the radial direction vector. In an alternate
embodiment, the first and second openings 34A,34B are aligned in
another direction that has a more important radial direction
vector, and which is consequently not the substantially axial
direction A.
Still referring to FIGS. 2A and 2B, the rotatable transmission
shaft 20 of the engine 10 extends through the inner passage 33 of
the strut 30 and through the first and second openings 34A,34B. The
transmission shaft 20 is shown in FIG. 2A through a cut-away
portion of the strut 30. Some or all of the transmission shaft 20
is disposed within the strut 30 and extends through the openings
34A,34B of the strut 30. In the depicted embodiment where the first
and second openings 34A,34B are aligned along the substantially
axial direction A, the transmission shaft 20 also extends through
the strut 30 in the substantially axial direction A. Stated
differently, a shaft axis 21C of the transmission shaft 20 has, in
the frame of reference of the engine 10, an axial direction vector
which is parallel to the center axis 17 of the engine 10 and which
is predominant. Stated differently, the axial direction vector of
the shaft axis 21C has a magnitude that is much greater than the
magnitude of the radial direction vector of the shaft axis 21C. In
FIG. 2B, the shaft axis 21C is normal to the plane of the
illustrated cross-section.
The rotatable transmission shaft 20 therefore extends across the
radial air inlet 11 by extending through the interior of the radial
strut 30 in the air inlet duct 21. By being housed within the strut
30, the transmission shaft 20 is shielded from the flow of air
through the air inlet 11, which helps to minimize losses. A drive
system is thus formed by the transmission shaft 20 extending
through one of the inlet radial struts 30 of the gas turbine engine
10, and facilitates the transfer of power through the radial inlet
strut 30.
The transmission shaft 20 is rotationally supported by bearings 37.
In the embodiment of FIG. 2A, the transmission shaft 20 is
supported by first and second bearings 37A,37B. Each bearing
37A,37B is located outside the inlet duct 21. More particularly,
the first bearing 37A is disposed on a side of one of the annular
walls 22A outside the inlet duct 21 adjacent to the strut 30. The
second bearing 37B is disposed on a side of the other annular wall
22B outside the inlet duct 21 adjacent to the strut 30. The
bearings 37A,37B are, in the depicted embodiment, provided as close
as possible to the inlet duct 21. The first and second bearings
37A,37B are axially offset from one another along the center axis
17. The bearings 37A,37B are aligned along the substantially axial
direction A. The first and second bearings 37A,37B are located at
the same radial distance from the center axis 17 of the engine 10.
Each bearing 37A,37B is mounted to one of the walls 22A,22B of the
inlet duct 21. More particularly, a bracket 38 mounts each bearing
37A,37B to a corresponding wall 22A,22B of the inlet duct 21. In an
alternate embodiment, each bearing 37A,37B is mounted directly to
the strut 30. In the depicted embodiment, none of the bearings
37A,37B are provided in the strut 30. In an alternate embodiment,
one or more of the bearings 37 is provided within the inner passage
33 of the strut 30. An example of such a bearing 37 includes a
journal bearing.
Providing the bearings 37A,37B on either side of the strut 30 helps
the transmission shaft 20 sizing criteria to be focused on power
rather than rotor dynamics. This may contribute to lowering the
outside diameter (OD) of the transmission shaft 20, thereby helping
to minimize the size of the strut 30 required to house the
transmission shaft 20, and thus minimize any losses associated with
the strut 30.
Referring to FIGS. 2A and 2B, there is also disclosed a method of
operating the engine 10. The method includes drawing air into the
air inlet 11 from a radially-outer portion to a radially-inner
portion of the air inlet 11. The air inlet 11 has circumferentially
spaced-apart struts 30. The method also includes driving one or
more rotatable loads 36 of the engine 10 with the transmission
shaft 20. The transmission shaft 20 extends across the air inlet 20
and through one of the struts 30.
The above description is meant to be exemplary only, and one
skilled in the art will recognize that changes may be made to the
embodiments described without departing from the scope of the
invention disclosed. For example, although the engine 10 is shown
as being a turboprop, it will be appreciated that the engine 10 can
have suitable (through-flow from front to rear) by-pass ducting and
be used as a turbofan as well. Still other modifications which fall
within the scope of the present invention will be apparent to those
skilled in the art, in light of a review of this disclosure, and
such modifications are intended to fall within the appended
claims.
* * * * *