(19)
(11)EP 2 961 943 B1

(12)EUROPEAN PATENT SPECIFICATION

(45)Mention of the grant of the patent:
30.03.2022 Bulletin 2022/13

(21)Application number: 14756377.9

(22)Date of filing:  28.02.2014
(51)International Patent Classification (IPC): 
F02C 7/12(2006.01)
F02C 6/08(2006.01)
F01D 9/04(2006.01)
F01D 25/12(2006.01)
F01D 17/10(2006.01)
F01D 9/06(2006.01)
(52)Cooperative Patent Classification (CPC):
F05D 2260/213; F01D 9/041; F01D 9/065; F01D 17/105; F02C 6/08; Y02T 50/60
(86)International application number:
PCT/US2014/019573
(87)International publication number:
WO 2014/134523 (04.09.2014 Gazette  2014/36)

(54)

METHOD AND APPARATUS FOR HANDLING PRE-DIFFUSER FLOW TO A BEARING COMPARTMENT

VERFAHREN UND VORRICHTUNG ZUR HANDHABUNG EINES VORDIFFUSORSTROMS ZUR EINEM LAGERAUFNAHMERAUM

PROCÉDÉ ET APPAREIL DE GESTION D'ÉCOULEMENT DE PRÉ-DIFFUSEUR POUR UN COMPARTIMENT DE PALIER


(84)Designated Contracting States:
AL AT BE BG CH CY CZ DE DK EE ES FI FR GB GR HR HU IE IS IT LI LT LU LV MC MK MT NL NO PL PT RO RS SE SI SK SM TR

(30)Priority: 28.02.2013 US 201361770853 P

(43)Date of publication of application:
06.01.2016 Bulletin 2016/01

(73)Proprietor: Raytheon Technologies Corporation
Farmington, CT 06032 (US)

(72)Inventors:
  • SUCIU, Gabriel L.
    Glastonbury, Connecticut 06033 (US)
  • ACKERMANN, William K.
    East Hartford, Connecticut 06118 (US)

(74)Representative: Dehns 
St. Bride's House 10 Salisbury Square
London EC4Y 8JD
London EC4Y 8JD (GB)


(56)References cited: : 
US-A- 4 574 584
US-A- 5 224 819
US-A- 6 035 627
US-A1- 2008 112 798
US-B1- 6 334 297
US-A- 5 211 003
US-A- 5 632 141
US-A1- 2006 123 796
US-A1- 2012 282 079
  
      
    Note: Within nine months from the publication of the mention of the grant of the European patent, any person may give notice to the European Patent Office of opposition to the European patent granted. Notice of opposition shall be filed in a written reasoned statement. It shall not be deemed to have been filed until the opposition fee has been paid. (Art. 99(1) European Patent Convention).


    Description

    BACKGROUND



    [0001] The present disclosure relates to a gas turbine engine and, more particularly, to a cooling architecture therefor.

    [0002] Gas turbine engines, such as those that power modern commercial and military aircraft, generally include a compressor section to pressurize an airflow, a combustor section to burn a hydrocarbon fuel in the presence of the pressurized air, and a turbine section to extract energy from the resultant combustion gases.

    [0003] Thermal loads within the gas turbine engine vary. Such variance may affect performance even within the bounds of material specifications.

    [0004] US 2006/123796 A1 discloses features of the preamble of claim 1, while US 6035627 A discloses a turbine engine of the prior art.

    SUMMARY



    [0005] A gas turbine engine according to an aspect of the present invention is claimed in claim 1.

    [0006] A method of communicating an airflow within a gas turbine engine according to another aspect of the present invention is claimed in claim 4.

    [0007] Various embodiments of the invention are set out in the dependent claims.

    [0008] Various features will become apparent to those skilled in the art from the following detailed description of the disclosed non-limiting embodiment. Embodiments without a heat exchanger and without communication of buffer air to a bearing compartment (e.g., those of Figs. 12, 13 and 14) fall outside the scope of the claims. The drawings that accompany the detailed description can be briefly described as follows:

    Figure 1 is a schematic cross-section of an example gas turbine engine architecture;

    Figure 2 is a partial expanded cross-section view of a hot section of a gas turbine engine shown in Figure 1;

    Figure 3 is an expanded front view of a diffuser case of the combustor section;

    Figure 4 is an expanded sectional view of a pre-diffuser strut according to one disclosed non-limiting embodiment;

    Figure 5 is a cross-sectional view of an inner diffuser case with a manifold in communication with a pre-diffuser strut according to one disclosed non-limiting embodiment;

    Figure 6 is a radial cross-section of the inner diffuser illustrating an inlet according to one disclosed non-limiting embodiment;

    Figure 7 is a cross-section thru the inlet strut of Figure 6 along line 7-7;

    Figure 8 is a radial cross-section of the inner diffuser illustrating an inlet according to another disclosed non-limiting embodiment;

    Figure 9 is a cross-section thru the inlet strut of Figure 8 taken along line 9-9;

    Figure 10 is a radial cross-section of the inner diffuser of Figure 11;

    Figure 11 is a front view of the inner diffuser of Figure 10

    Figure 12 is a schematic view of a gas turbine engine hot section illustrating an airflow communication scheme for fuel-nozzle pre-swirlers according to one disclosed non-limiting embodiment;

    Figure 13 is a schematic view of a gas turbine engine hot section illustrating an airflow communication scheme for a high pressure compressor (HPC) blade attachment hardware according to another disclosed non-limiting embodiment;

    Figure 14 is a schematic view of a gas turbine engine hot section illustrating an airflow communication scheme for HPC blade attachment hardware with a heat exchanger according to another disclosed non-limiting embodiment;

    Figure 15 is a schematic view of a gas turbine engine hot section illustrating an airflow communication scheme for HPC blade attachment hardware with a heat exchanger and buffer system according to another disclosed non-limiting embodiment;

    Figure 16 is a radial cross-section of a strut with a buffer air passageway;

    Figure 17 is a schematic view of a gas turbine engine hot section illustrating an airflow communication scheme for HPC blade attachment hardware with a heat exchanger and buffer system according to another disclosed non-limiting embodiment;

    Figure 18 is a schematic view of a gas turbine engine hot section illustrating an airflow communication scheme for a combustor with a heat exchanger and buffer system according to another disclosed non-limiting embodiment;

    Figure 19 is a schematic view of a gas turbine engine hot section illustrating an airflow communication scheme for HPT first vanes with a heat exchanger and buffer system according to another disclosed non-limiting embodiment;

    Figure 20 is a schematic view of a gas turbine engine hot section illustrating an airflow communication scheme for a BOAS system with a heat exchanger and buffer system according to another disclosed non-limiting embodiment;

    Figure 21 is a schematic view of a gas turbine engine hot section illustrating an airflow communication scheme for HPT blade attachment hardware with a heat exchanger and buffer system according to another disclosed non-limiting embodiment;

    Figure 22 is a schematic view of a gas turbine engine hot section illustrating an airflow communication scheme for HPT second stage vanes with a heat exchanger and buffer system according to another disclosed non-limiting embodiment; and

    Figure 23 is a schematic view of a gas turbine engine hot section illustrating an airflow communication scheme for HPT inter-stage seal hardware with a heat exchanger and buffer system according to another disclosed non-limiting embodiment.


    DETAILED DESCRIPTION



    [0009] Figure 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 engine architectures might include an augmentor section and exhaust duct section (not shown) among other systems or features. The fan section 22 drives air along a bypass flowpath while the compressor section 24 drives air along a core flowpath for compression and communication into the combustor section 26 then expansion thru the turbine section 28. Although depicted as a turbofan 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 such as a low bypass augmented turbofan, turbojets, turboshafts, and three-spool (plus fan) turbofans wherein an intermediate spool includes an intermediate pressure compressor ("IPC") between a Low Pressure Compressor ("LPC") and a High Pressure Compressor ("HPC"), and an intermediate pressure turbine ("IPT") between the high pressure turbine ("HPT") and the Low pressure Turbine ("LPT").

    [0010] The engine 20 generally includes a low spool 30 and a high spool 32 mounted for rotation about an engine central longitudinal axis A relative to an engine static structure 36 via several bearing compartments 38. The low spool 30 generally includes an inner shaft 40 that interconnects a fan 42, a low pressure compressor 44 ("LPC") and a low pressure turbine 46 ("LPT"). The inner shaft 40 drives the fan 42 directly or thru a geared architecture 48 to drive the fan 42 at a lower speed than the low spool 30. An exemplary reduction transmission is an epicyclic transmission, namely a planetary or star gear system.

    [0011] The high spool 32 includes an outer shaft 50 that interconnects a high pressure compressor 52 ("HPC") and high pressure turbine 54 ("HPT"). A combustor 56 is arranged between the HPC 52 and the HPT 54. The inner shaft 40 and the outer shaft 50 are concentric and rotate about the engine central longitudinal axis A which is collinear with their longitudinal axes.

    [0012] Core airflow is compressed by the LPC 44 then the HPC 52, mixed with fuel and burned in the combustor 56, then expanded over the HPT 54 and the LPT 46. The turbines 54, 46 rotationally drive the respective low spool 30 and high spool 32 in response to the expansion. The main engine shafts 40, 50 are supported at a plurality of points by the bearing compartments 38. It should be understood that various bearing compartments 38 at various locations may alternatively or additionally be provided.

    [0013] In one example, the gas turbine engine 20 is a high-bypass geared aircraft engine with a bypass ratio greater than about six (6:1). The geared architecture 48 can include an epicyclic gear train, such as a planetary gear system or other gear system. The example epicyclic gear train has a gear reduction ratio of greater than about 2.3:1, and in another example is greater than about 2.5:1. The geared turbofan enables operation of the low spool 30 at higher speeds which can increase the operational efficiency of the LPC 44 and LPT 46 to render increased pressure in a relatively few number of stages.

    [0014] A pressure ratio associated with the LPT 46 is pressure measured prior to the inlet of the LPT 46 as related to the pressure at the outlet of the LPT 46 prior to an exhaust nozzle of the gas turbine engine 20. In one non-limiting embodiment, the bypass ratio of the gas turbine engine 20 is greater than about ten (10:1), the fan diameter is significantly larger than that of the LPC 44, and the LPT 46 has a pressure ratio that is greater than about five (5:1). It should be understood, however, that the above parameters are only exemplary of one embodiment of a geared architecture engine and that the present disclosure is applicable to other gas turbine engines including direct drive turbofans, where the rotational speed of the fan 42 is the same (1:1) of the LPC 44.

    [0015] In one example, a significant amount of thrust is provided by the bypass flow path due to the high bypass ratio. The fan section 22 of the gas turbine engine 20 is designed for a particular flight condition - typically cruise at about 0.8 Mach and about 35,000 feet (10 668m).

    [0016] This flight condition, with the gas turbine engine 20 at its best fuel consumption, is also known as bucket cruise Thrust Specific Fuel Consumption (TSFC). TSFC is an industry standard parameter of fuel consumption per unit of thrust.

    [0017] Fan Pressure Ratio is the pressure ratio across a blade of the fan section 22 without the use of a Fan Exit Guide Vane system. The relatively low Fan Pressure Ratio according to one example gas turbine engine 20 is less than 1.45. Low Corrected Fan Tip Speed is the actual fan tip speed divided by an industry standard temperature correction of ("T" / 518.7)0.5 in which "T" represents the ambient temperature in degrees Rankine (where R°=9/5K°). The Low Corrected Fan Tip Speed according to one example gas turbine engine 20 is less than about 1150 fps (351 m/s).

    [0018] With reference to Figure 2, the combustor 56 generally includes an outer combustor liner assembly 60, an inner combustor liner assembly 62 and a diffuser case module 64. The outer combustor liner assembly 60 and the inner combustor liner assembly 62 are spaced apart such that a combustion chamber 66 is defined there between. The combustion chamber 66 may be generally annular in shape.

    [0019] The outer combustor liner assembly 60 is spaced radially inward from an outer diffuser case 64A of the diffuser case module 64 to define an outer annular plenum 76. The inner combustor liner assembly 62 is spaced radially outward from an inner diffuser case 64B of the diffuser case module 64 to define an inner annular plenum 78. It should be understood that although a particular combustor is illustrated, other combustor types with various combustor liner arrangements will also benefit therefrom. It should be further understood that the disclosed cooling flow paths are but an illustrated embodiment and should not be limited only thereto.

    [0020] The combustor liner assemblies 60, 62 contain the combustion products for direction toward the turbine section 28. Each combustor liner assembly 60, 62 generally includes a respective support shell 68, 70 which supports one or more heat shields 72, 74 mounted to a hot side of the respective support shell 68, 70. Each of the heat shields 72, 74 may be generally rectilinear and manufactured of, for example, a nickel based super alloy, ceramic or other temperature resistant material and are arranged to form a liner array. In one disclosed non-limiting embodiment, the liner array includes a multiple of forward heat shields 72A and a multiple of aft heat shields 72B that are circumferentially staggered to line the hot side of the outer shell 68. A multiple of forward heat shields 74A and a multiple of aft heat shields 74B are circumferentially staggered to line the hot side of the inner shell 70.

    [0021] The combustor 56 further includes a forward assembly 80 immediately downstream of the compressor section 24 to receive compressed airflow therefrom. The forward assembly 80 generally includes an annular hood 82, a bulkhead assembly 84, a multiple of fuel nozzles 86 (one shown) and a multiple of pre-swirlers 90 (one shown). Each of the pre-swirlers 90 is circumferentially aligned with one of a respective annular hood port 94 and projects thru the bulkhead assembly 84. The bulkhead assembly 84 generally includes a bulkhead support shell 96 secured to the combustor liner assembly 60, 62, and a multiple of circumferentially distributed bulkhead heat shields 98 secured to the bulkhead support shell 96 to define an opening 92 for each pre-swirler 90.

    [0022] The annular hood 82 extends radially between, and is secured to, the forwardmost ends of the combustor liner assemblies 60, 62. Each fuel nozzle 86 may be secured to the diffuser case module 64 and project thru one of the hood ports 94 and the respective pre-swirler 90. Each of the multiple of circumferentially distributed hood ports 94 accommodates the respective fuel nozzle 86 to introduce air into the forward end of the combustion chamber 66 thru the pre-swirler 90.

    [0023] The forward assembly 80 introduces core combustion air into the forward section of the combustion chamber 66 while the remainder enters the outer annular plenum 76 and the inner annular plenum 78. The multiple of fuel nozzles 86 and adjacent structure generate a blended fuel-air mixture that supports stable combustion in the combustion chamber 66.

    [0024] Opposite the forward assembly 80, the outer and inner support shells 68, 70 are mounted to a first row of Nozzle Guide Vanes (NGVs) 54A in the HPT 54. The NGVs 54A are static components that direct the combustion gases onto the turbine blades of the first turbine rotor in the turbine section 28 to facilitate the conversion of pressure energy into kinetic energy. The combustion gases are also accelerated by the NGVs 54A because of their convergent shape and are typically given a "spin" or a "swirl" about axis A in the direction of turbine sections' rotation.

    [0025] The inner diffuser case 64B defines an annular flow path 100 for compressed airflow C from the upstream HPC 52. The annular flow path 100 includes a multiple of struts 102 which extend in a radial direction between an outer shroud 104 and an inner shroud 106 (also shown in Figure 3). The annular flow path 100 defines a flowpath temperature profile (illustrated schematically at 110; Figure 4) at the exit of the HPC 52 that is non-uniform, with a relatively cooler mid-span pre-diffuser airflow with respect to a relatively hotter outer diameter airflow adjacent to the outer shroud 104 and a relatively hotter inner diameter airflow adjacent to the inner shroud 106. It should be understood that the relatively longer arrows of the flow path temperature profile 110 correspond to relatively higher temperatures.

    [0026] With reference to Figure 4, the radially non-uniform airflow temperature profile 110 typically communicates with the combustor 56, however, increased turbine section 28 durability and/or the ability to withstand hotter turbine section 28 flowpath temperatures are readily achieved when the relatively cooler pre-diffuser mid-span airflow is directly tapped for use in other engine sections.

    [0027] To tap the relatively cooler pre-diffuser airflow, a mid-span pre-diffuser inlet 112 is located between the shrouds 104, 106 generally parallel to the core airflow from the HPC 52 to collect and duct the relatively cooler mid-span airflow to desired regions Z within the engine 20 thru a manifold 114 (illustrated schematically; Figure 5). The pre-diffusor inlet 112 may be parallel to an airflow from the HPC 52 and not necessarily parallel to the shrouds 104, 106. That is, the pre-diffuser inlet 112 may be oriented with respect to the airflow and not the associated hardware. As defined herein, mid-span is any radial location between the shrouds 104, 106 and is not to be limited to only the exact middle of the struts 102. The pre-diffuser inlet 112 may be selectively located radially along the strut 102 to essentially select from the airflow temperature profile 110. That is, the radial position may be predefined to tap a temperature tailored airflow. Oftentimes, even a relatively small temperature differential provides advantageous usage in other regions Z.

    [0028] The manifold 114 as well as those that are hereafter described may be of various constructions and geometries to include but not limited to conduits as well as integral passageways within engine static structure such as the diffuser case 64. Furthermore, directional structures such as turning vanes and other guides may also be incorporated in the manifold 114 to minimize flow loss.

    [0029] With reference to Figure 5, the temperature tailored airflow tapped from the mid-span pre-diffuser inlet 112 may be communicated to the various regions Z within the engine 20 such as, for example only, the HPC 52, the combustor 56, the HPT 54 bearing compartments 38, or other engine architecture sections such as an exhaust duct section, an augmenter section, roll posts or other regions. That is, the non-uniform airflow temperature 110 is selectively tapped by radial location of the mid-span pre-diffuser inlet 112 to provide a temperature tailored airflow 111 (illustrated schematically) for communication to the desired region Z. The temperature tailored airflow 111 is thereby tailored in response to the radial tap position of the mid-span pre-diffuser inlet 112 along the span of the struts 102. Furthermore, the temperature tailored airflow 111 is selectively communicated thru a heat exchanger to still further modify the temperature tailored airflow 111. It should be appreciated that all or only a portion of the temperature tailored airflow tapped from the mid-span pre-diffuser inlet 112 may be communicated thru the heat exchanger.

    [0030] With reference to Figure 6, the struts 102 are defined by an outer airfoil wall surface 116 between a leading edge 118 and a trailing edge 120. The outer airfoil wall surface 116 may define a generally concave shaped portion to form a pressure side 122 and a generally convex shaped portion forming a suction side 124 (Figure 7). It should be appreciated that various airfoil and non-airfoil shapes may alternatively be provided.

    [0031] The mid-span pre-diffuser inlet 112 according to one disclosed non-limiting embodiment may include a flush wall NACA inlet 126 on either or both sides 122, 124 of one or more of the struts 102 (Figure 7). That is, the flush wall NACA inlet 126 is located at least partially within the outer airfoil wall surface 116. A capacity of approximately 0% - 2.5% of the airflow from the HPC 52 may be typically provided by each NACA inlet 121.

    [0032] With reference to Figure 8, the mid-span pre-diffuser inlet 112 according to another disclosed non-limiting embodiment may include an enhanced capacity side-winged mid-span pre-diffuser RAM inlet 128 that extends from one or both sides of one or more struts 102' (Figure 9). That is, the side-winged mid-span pre-diffuser RAM inlet 128 extends outward from the outer airfoil wall surface 116 to receive RAM airflow. A capacity of approximately 2.5% - 5% of the airflow from the HPC 52 may be typically provided by each RAM inlet 128.

    [0033] With reference to Figure 10, the mid-span pre-diffuser inlet 112 according to another disclosed non-limiting embodiment may include an annular inlet 130 (also shown in Figure 11). The annular inlet 130 is located circumferentially between the inlet struts 102 and radially between the outer and inner shrouds 104, 106. That is, the annular inlet 130 extends between the outer airfoil wall surface 116 of adjacent inlet struts 102 in a circumferentially segmented arrangement. Alternatively, the annular inlet 130 according to another disclosed non-limiting embodiment may extend between and at least partially thru the outer airfoil wall surface 116 in a substantially circumferentially continuous arrangement. A capacity of approximately 10% - 20% of the airflow from the HPC 52 may be typically provided by annular inlet 130.

    [0034] With reference to Figure 12, the relatively hotter airflow from the outer diameter zone adjacent to the outer shroud 104 and the relatively hotter airflow from the inner diameter zone adjacent to the inner shroud 106 is directed by a pre-swirler manifold 132 (illustrated schematically by arrows) to the combustor fuel-nozzle pre-swirlers 90. A capacity of approximately 80% of the airflow from the HPC 52 may be provided hereby. Furthermore, by tapping the mid-span pre-diffuser airflow with the mid-span pre-diffuser inlets 112, the average temperature of the airflow provided to the fuel-nozzle pre-swirlers 90 even without the manifold 132 is relatively higher.

    [0035] Provision of relatively hotter endwall air to the combustor fuel-nozzle pre-swirlers 90 facilitates a performance benefit as less fuel is required to heat the core airflow to a target level within the combustion chamber 66 referred to herein as T4. As further perspective, T1 is a temperature in front of the fan section 22; T2 is a temperature at the leading edge of the fan 42; T2.5 is the temperature between the LPC 44 and the HPC 52; T3 is the temperature aft of the LPC 44; T4 is the temperature in the combustion chamber 66; T4.5 is the temperature between the HPT 54 and the LPT 46; and T5 is the temperature aft of the LPT 46 (Figure 1). The relatively hotter endwall air provided to the combustor fuel-nozzle pre-swirlers 90 may for example, provide an approximately 50°F (10°C) performance benefit.

    [0036] With reference to Figure 13, according to another disclosed non-limiting embodiment, the relatively cooler mid-span airflow is communicated via a manifold 134 (illustrated schematically by an arrow) to HPC aft rotor blade attachments 136. The rear hub 138 may, in part, define the manifold 134. It should be appreciated, however, that various structures and airflow paths may alternatively or additionally be provided. Approximately 1% - 1.5% of the airflow from the HPC 52 may be typically provided thru the manifold 134 to cool and purge the HPC aft rotor blade attachments 136.

    [0037] With reference to Figure 14, according to another disclosed non-limiting embodiment, the relatively cooler mid-span airflow is first communicated thru a heat exchanger 140 prior to communication thru the manifold 134. The heat exchanger 140 further lowers the air temperature of the airflow from the HPC 52 which facilitates additional increases in turbine durability and/or gas path temperature capability. It should be appreciated that the heat exchanger 140, and those that follow, may be selectively operable and located in various sections of the engine 20.

    [0038] With reference to Figure 15, according to an embodiment of the invention, the airflow from the heat exchanger 140 is also communicated as buffer air thru a buffer passage 142 (illustrated schematically by an arrow) to one or more bearing compartments 38. The buffer air maintains a positive differential pressure across seals in the bearing compartment 38 to facilitate a pneumatic pressure barrier to prevent undesired oil leakage therefrom. Approximately 0.25% - 0.5% of the airflow from the HPC 52 may be provided as buffer air that is typically at temperatures of approximately 450°F (232°C). In one disclosed, non-limiting embodiment, the buffer passage 142 may pass spanwise thru one or more struts 102B (Figure 16). It should be appreciated that any number of struts 102B will benefit therefrom. The struts 102B with the spanwise passage may or may not include mid-span pre-diffuser inlets 112.

    [0039] With reference to Figure 17, according to another disclosed non-limiting embodiment, the relatively cooler mid-span airflow is communicated via a manifold (illustrated schematically by an arrow) to an HPC aft rotor hub. The HPC aft rotor hub may, in part, define the manifold. It should be appreciated, however, that various structures and airflow paths may alternatively or additionally be provided.

    [0040] In another disclosed non-limiting embodiment, the relatively cooler mid-span airflow is first communicated thru a heat exchanger 148 prior to communication thru the manifold to further lower the air temperature of the airflow from the HPC 52 which facilitates additional increases in turbine durability and/or gas path temperature capability.

    [0041] In another embodiment of the invention, the airflow from the heat exchanger 148 is also communicated as buffer air thru a buffer passage 150 (illustrated schematically by an arrow) to one or more bearing compartments 38. Although the disclosed illustrated embodiments are directed to the final stages of the HPC 52, it should be appreciated that any number of stages will benefit therefrom as well as other engine sections such as the LPC 44 and other bearing compartments.

    [0042] With reference to Figure 18, according to another disclosed non-limiting embodiment, the relatively cooler mid-span airflow is communicated via a manifold 152 (illustrated schematically by arrows) to the combustor 56 to tailor the burner exit temperature profile 154 (illustrated schematically). That is, by selective direction and communication of the relatively cooler mid-span airflow to the combustor 56. For example, the quench flow typical of a Rich-Quench-Lean type combustor may be tailored such that the burner exit temperature profile 154 is the inverse of the airflow from the HPC 52. That is, the burner exit temperature profile 154 is non-uniform, with a relatively hotter annular mid-span zone with respect to a relatively cooler outer diameter zone adjacent to an outer shroud 156 of the NGVs 54A and a relatively hotter inner diameter zone adjacent to an inner shroud 158 of the NGVs 54A. It should be appreciated that various combustor types and exit temperature profiles will also benefit therefrom.

    [0043] In another disclosed non-limiting embodiment, the relatively cooler mid-span airflow is first communicated thru a heat exchanger 160 prior to communication thru the manifold 152 to further lower the air temperature of the airflow from the HPC 52 which facilitates further control of the burner exit temperature profile 154.

    [0044] In another embodiment of the invention, the airflow from the heat exchanger 160 is also communicated as buffer air thru a buffer passage 162 (illustrated schematically by an arrow) to one or more bearing compartments 38.

    [0045] With reference to Figure 19, according to another disclosed non-limiting embodiment, the relatively cooler mid-span airflow is communicated via a manifold 164 (illustrated schematically by arrows) to the NGVs 54A which are also referred to as the 1st stage vanes of the HPT 54. The relatively cooler mid-span airflow may supply or otherwise supplement a secondary airflow to the NGVs 54A. That is, a mixed flow may be provided.

    [0046] In another disclosed non-limiting embodiment, the relatively cooler mid-span airflow is first communicated thru a heat exchanger 166 prior to communication thru the manifold 164 to further lower the air temperature of the airflow from the HPC 52 which facilitates additional increases in turbine durability and/or gas path temperature capability.

    [0047] In another embodiment of the invention, the airflow from the heat exchanger 166 is communicated as buffer air thru a buffer passage 168 (illustrated schematically by an arrow) to one or more bearing compartments 38.

    [0048] With reference to Figure 20, according to another disclosed non-limiting embodiment, the relatively cooler mid-span airflow is communicated via a manifold 170 (illustrated schematically by an arrow) to a 1st stage blade outer air seal (BOAS) 172 of the HPT 54. The BOAS may be internally cooled with cooling air communicated into an outboard plenum of the BOAS 172 then pass thru passageways in the seal body and exit outlet ports thru an inboard side to provide film cooling. The relatively cooler mid-span airflow may also exit along the circumferential matefaces of the BOAS 172 so as to be vented into an adjacent inter-segment region to, for example, cool feather seals the adjacent BOAS segments.

    [0049] In another disclosed non-limiting embodiment, the relatively cooler mid-span airflow is first communicated thru a heat exchanger 174 prior to communication thru the manifold 170 to further lower the air temperature of the airflow from the HPC 52 which facilitates additional increases in turbine durability and/or gas path temperature capability.

    [0050] In another embodiment of the invention, the airflow from the heat exchanger 174 is communicated as buffer air thru a buffer passage 176 (illustrated schematically by an arrow) to one or more bearing compartments 38.

    [0051] With reference to Figure 21, according to another disclosed non-limiting embodiment, the relatively cooler mid-span airflow is communicated via a manifold 178 (illustrated schematically by arrows) to 1st stage blades of the HPT 54. The manifold 178 may communicate with a blade attachment region of a rotor disk that supports the blades. That is, the manifold 178 may communicate thru a rotor disk cover plate to direct the relatively cooler mid-span airflow into the blade attachment region and thence into the blades thru respective root section thereof.

    [0052] Furthermore, the manifold 178 may communicate with the rotor disk cover plate 186 thru a tangential on board injector (TOBI). The TOBI is often known by other names but generally includes annular spaced nozzles that impart a swirling moment to direct the airflow tangentially.

    [0053] In another disclosed non-limiting embodiment, the relatively cooler mid-span airflow is first communicated thru a heat exchanger 190 prior to communication thru the manifold 178 to further lower the air temperature of the airflow from the HPC 52 which facilitates additional increases in turbine durability and/or gas path temperature capability.

    [0054] In another embodiment of the invention, the airflow from the heat exchanger 190 is communicated as buffer air thru a buffer passage 192 (illustrated schematically by an arrow) to one or more bearing compartments 38.

    [0055] With reference to Figure 22, according to another disclosed non-limiting embodiment, the relatively cooler mid-span airflow is communicated via a manifold 194 (illustrated schematically by arrows) to 2nd stage vanes of the HPT 54. The relatively cooler mid-span airflow may supply or otherwise supplement a secondary airflow to the 2nd stage vanes 196. Although the disclosed illustrated embodiments are directed to a two-stage HPT54, it should be appreciated that any number of stages will benefit therefrom as well as other engine sections such as the LPT 46.

    [0056] In another disclosed non-limiting embodiment, the relatively cooler mid-span airflow is first communicated thru a heat exchanger 198 prior to communication thru the manifold 194 to further lower the air temperature of the airflow from the HPC 52 which facilitates additional increases in turbine durability and/or gas path temperature capability.

    [0057] In another embodiment of the invention, the airflow from the heat exchanger 198 is communicated as buffer air thru a buffer passage 200 (illustrated schematically by an arrow) to one or more bearing compartments 38.

    [0058] With reference to Figure 23, according to another disclosed non-limiting embodiment, the relatively cooler mid-span airflow is communicated via a manifold 202 (illustrated schematically by arrows) to the 1-2 seals 204 of the HPT 54. The relatively cooler mid-span airflow may supply or otherwise supplement a secondary airflow.

    [0059] In another disclosed non-limiting embodiment, the relatively cooler mid-span airflow is first communicated thru a heat exchanger 206 prior to communication thru the manifold 202 to further lower the air temperature of the airflow from the HPC 52 which facilitates additional increases in turbine durability and/or gas path temperature capability.

    [0060] In another embodiment of the invention, the airflow from the heat exchanger 206 is communicated as buffer air thru a buffer passage 208 (illustrated schematically by an arrow) to one or more bearing compartments 38.

    [0061] Although the different non-limiting embodiments have specific illustrated components, the embodiments of this invention are not limited to those particular combinations. It is possible to use some of the components or features from any of the non-limiting embodiments in combination with features or components from any of the other non-limiting embodiments.

    [0062] It should be understood that relative positional terms such as "forward," "aft," "upper," "lower," "above," "below," and the like are with reference to the normal operational attitude of the vehicle and should not be considered otherwise limiting.

    [0063] It should be understood that like reference numerals identify corresponding or similar elements throughout the several drawings. It should also be understood that although a particular component arrangement is disclosed in the illustrated embodiment, other arrangements will benefit herefrom.

    [0064] Although particular step sequences are shown, described, and claimed, it should be understood that steps may be performed in any order, separated or combined unless otherwise indicated and will still benefit from the present disclosure.

    [0065] The foregoing description is exemplary rather than defined by the limitations within. Various non-limiting embodiments are disclosed herein, however, one of ordinary skill in the art would recognize that various modifications and variations in light of the above teachings will fall within the scope of the appended claims. It is therefore to be understood that within the scope of the appended claims, the disclosure may be practiced other than as specifically described.


    Claims

    1. A gas turbine engine (20) comprising:

    a compressor section (24);

    a combustor section (26);

    a diffuser case module (164) with a multiple of struts (102) within an annular flow path (100) from said compressor section (24) to said combustor section (26), at least one of said multiple of struts (102) defines a mid-span pre-diffuser inlet (112) in communication with said annular flow path (100); and

    a manifold in communication with said mid-span pre-diffuser inlet (112) and a bearing compartment (38), characterised in that a temperature tailored airflow is communicated thru a heat exchanger (140; 148; 160; 166; 174; 190; 198; 206) prior to communication thru the manifold,

    wherein said manifold communicates said temperature tailored airflow from said heat exchanger (140; 148; 160; 166; 174; 190; 198; 206) as buffer air,

    wherein said buffer air is communicated thru a buffer passage (142; 150; 162; 168; 176; 192; 200; 208) to said bearing compartment (38).


     
    2. The gas turbine engine as recited in claim 1, wherein said manifold communicates with a high pressure turbine (54) of said compressor section (24).
     
    3. The gas turbine engine as recited in claim 1 or 2, wherein said manifold is generally annular.
     
    4. A method of communicating an airflow within a gas turbine engine (20), comprising:

    tapping a pre-diffuser airflow as a pre-defined temperature tailored airflow; (38); communicating the pre-defined temperature tailored airflow to a bearing compartment

    communicating the pre-diffuser airflow thru at least one of a multiple of struts (102);

    communicating the pre-defined temperature tailored airflow thru a manifold;

    communicating the pre-defined temperature tailored airflow thru a heat exchanger (140; 148; 160; 166; 174; 190; 198; 206) prior to communication thru the manifold;

    communicating the temperature tailored airflow from the heat exchanger (140; 148; 160; 166; 174; 190; 198; 206) as buffer air; and

    communicating the buffer air to said bearing compartment (38).


     


    Ansprüche

    1. Gasturbinenmotor (20), umfassend:

    einen Verdichterabschnitt (24);

    einen Brennerabschnitt (26);

    ein Diffusorgehäusemodul (164) mit mehreren Streben (102) innerhalb eines ringförmigen Strömungswegs (100) von dem Verdichterabschnitt (24) zu dem Brennerabschnitt (26), wobei mindestens eine der mehreren Streben (102) einen Vordiffusoreinlass (112) in der Mitte der Spannweite ausbildet, der mit dem ringförmigen Strömungspfad (100) in Verbindung steht; und

    einen Verteiler in Verbindung mit dem Vordiffusoreinlass (112) in der Mitte der Spannweite und einen Lageraufnahmeraum (38),

    dadurch gekennzeichnet, dass

    ein temperaturangepasster Luftstrom durch einen Wärmetauscher (140; 148; 160; 166; 174; 190; 198; 206) in Verbindung steht, vor der Verbindung durch den Verteiler,

    wobei der Verteiler den temperaturangepassten Luftstrom von dem Wärmetauscher (140; 148; 160; 166; 174; 190; 198; 206) als Pufferluft in Verbindung bringt,

    wobei die Pufferluft über einen Pufferdurchgang (142; 150; 162; 168; 176; 192; 200; 208) mit dem Lageraufnahmeraum (38)in Verbindung steht.


     
    2. Gasturbinenmotor nach Anspruch 1, wobei der Verteiler mit einer Hochdruckturbine (54) des Verdichterabschnitts (24) in Verbindung steht.
     
    3. Gasturbinenmotor nach Anspruch 1 oder 2, wobei der Verteiler allgemein ringförmig ist.
     
    4. Verfahren zum Verbinden eines Luftstroms innerhalb eines Gasturbinenmotors (20), umfassend:

    Abgreifen eines Vordiffusorstroms als einen auf eine vordefinierte Temperatur zugeschnittenen Luftstrom;

    Verbinden des vordefinierten temperaturangepassten Luftstroms zu einem Lageraufnahmeraum (38);

    Verbinden des Vordiffusorstroms durch mindestens eine von mehreren Streben (102);

    Verbinden des vordefinierten temperaturangepassten Luftstroms durch einen Verteiler,

    Verbinden des vordefinierten temperaturangepassten Luftstroms durch einen Wärmetauscher (140; 148; 160; 166; 174; 190; 198; 206), vor der Verbindung durch den Verteiler;

    Verbinden des temperaturangepassten Luftstroms von dem Wärmetauscher (140; 148; 160; 166; 174; 190; 198; 206) als Pufferluft; und

    Verbinden der Pufferluft mit dem Lageraufnahmeraum (38).


     


    Revendications

    1. Moteur à turbine à gaz (20) comprenant :

    une section de compresseur (24) ;

    une section de chambre de combustion (26) ;

    un module de carter de diffuseur (164) avec une pluralité d'entretoises (102) à l'intérieur d'un trajet d'écoulement annulaire (100) allant de ladite section de compresseur (24) à ladite section de chambre de combustion (26), au moins une de ladite pluralité d'entretoises (102) définit une entrée de pré-diffuseur à mi-envergure (112) en communication avec ledit trajet d'écoulement annulaire (100) ; et

    un collecteur en communication avec ladite entrée de pré-diffuseur à mi-envergure (112) et un compartiment de palier (38),

    caractérisé en ce que

    un écoulement d'air adapté à la température est communiqué à travers un échangeur de chaleur (140 ; 148 ; 160 ; 166 ; 174 ; 190 ; 198 ; 206) avant la communication à travers le collecteur,

    dans lequel ledit collecteur communique ledit écoulement d'air adapté à la température provenant dudit échangeur de chaleur (140 ; 148 ; 160 ; 166 ; 174 ; 190 ; 198 ; 206) en tant qu'air tampon,

    dans lequel ledit air tampon est communiqué à travers un passage tampon (142 ; 150 ; 162 ; 168 ; 176 ; 192 ; 200 ; 208) audit compartiment de palier (38).


     
    2. Moteur à turbine à gaz selon la revendication 1, dans lequel ledit collecteur communique avec une turbine haute pression (54) de ladite section de compresseur (24).
     
    3. Moteur à turbine à gaz selon la revendication 1 ou 2, dans lequel ledit collecteur est généralement annulaire.
     
    4. Procédé de communication d'un écoulement d'air à l'intérieur d'un moteur à turbine à gaz (20), comprenant :

    le prélèvement d'un écoulement d'air de pré-diffuseur en tant qu'écoulement d'air adapté à la température prédéfinie ;

    la communication de l'écoulement d'air adapté à la température prédéfinie à un compartiment de palier (38) ;

    la communication de l'écoulement d'air de pré-diffuseur à travers au moins une d'une pluralité d'entretoises (102) ;

    la communication de l'écoulement d'air adapté à la température prédéfinie à travers un collecteur ;

    la communication de l'écoulement d'air adapté à la température prédéfinie à travers un échangeur de chaleur (140 ; 148 ; 160 ; 166 ; 174 ; 190 ; 198 ; 206) avant la communication à travers le collecteur ;

    la communication de l'écoulement d'air adapté à la température provenant de l'échangeur de chaleur (140 ; 148 ; 160 ; 166 ; 174 ; 190 ; 198 ; 206) en tant qu'air tampon ; et

    la communication de l'air tampon audit compartiment de palier (38) .


     




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    Cited references

    REFERENCES CITED IN THE DESCRIPTION



    This list of references cited by the applicant is for the reader's convenience only. It does not form part of the European patent document. Even though great care has been taken in compiling the references, errors or omissions cannot be excluded and the EPO disclaims all liability in this regard.

    Patent documents cited in the description