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EP2914818B1 - Abgasgehäusenabe für eine turbomaschine - Google Patents

Abgasgehäusenabe für eine turbomaschine Download PDF

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Publication number
EP2914818B1
EP2914818B1 EP13795819.5A EP13795819A EP2914818B1 EP 2914818 B1 EP2914818 B1 EP 2914818B1 EP 13795819 A EP13795819 A EP 13795819A EP 2914818 B1 EP2914818 B1 EP 2914818B1
Authority
EP
European Patent Office
Prior art keywords
hub
wall
connecting wall
inner channel
arms
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Active
Application number
EP13795819.5A
Other languages
English (en)
French (fr)
Other versions
EP2914818A1 (de
Inventor
Mario César De Sousa
Frédéric NOEL
Nicolas Pommier
Olivier Renon
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Safran Aircraft Engines SAS
Original Assignee
SNECMA SAS
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by SNECMA SAS filed Critical SNECMA SAS
Publication of EP2914818A1 publication Critical patent/EP2914818A1/de
Application granted granted Critical
Publication of EP2914818B1 publication Critical patent/EP2914818B1/de
Active legal-status Critical Current
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
    • F01D25/16—Arrangement of bearings; Supporting or mounting bearings in casings
    • F01D25/162—Bearing supports
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
    • F01D25/24—Casings; Casing parts, e.g. diaphragms, casing fastenings
    • F01D25/243—Flange connections; Bolting arrangements
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D25/00—Component parts, details, or accessories, not provided for in, or of interest apart from, other groups
    • F01D25/28—Supporting or mounting arrangements, e.g. for turbine casing
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F01—MACHINES OR ENGINES IN GENERAL; ENGINE PLANTS IN GENERAL; STEAM ENGINES
    • F01D—NON-POSITIVE DISPLACEMENT MACHINES OR ENGINES, e.g. STEAM TURBINES
    • F01D9/00—Stators
    • F01D9/02—Nozzles; Nozzle boxes; Stator blades; Guide conduits, e.g. individual nozzles
    • F01D9/04—Nozzles; Nozzle boxes; Stator blades; Guide conduits, e.g. individual nozzles forming ring or sector

Definitions

  • the invention generally relates to the field of turbomachines, and more particularly the exhaust casings of turbomachines.
  • a turbomachine has a main direction extending along a longitudinal axis, and typically comprises, upstream to downstream in the direction of the gas flow, a blower, a low pressure compressor, a high pressure compressor, a combustion chamber , a high pressure turbine, and a low pressure turbine comprising in particular an exhaust casing.
  • the exhaust casing contributes to delimiting the primary stream of the fluid (or flow of gas) passing through the turbomachine, and ensures, via the bearing support, the concentricity between the rotor and the stator of the turbomachine, as well as the attachment of the engine downstream to the nacelle.
  • the exhaust casing is therefore one of the main structural parts of the engine subject to very high thermal levels, and in which transit loads of extreme unbalance.
  • the hub generally comprises a flange (of very diverse shapes), connected at an inner portion, to one or more bearing supports adapted to center the rotor on the axis of the turbomachine, and at an outer portion, the exit cone (or exhaust cone, or "Plug” in English) via an external mounting flange.
  • This flange is also surmounted by a sheet defining the vein, in the lower part, and having openings adapted to receive the arms.
  • hubs are traditionally of very little shape deformable (say Y or H among others), and this type of architecture induces high stresses in the entire housing, for example, at the intersection between the edge of the housing. attack of the arms and the flask (s).
  • the exhaust casing undergoes very high temperatures and very large transient thermal gradients. This is particularly the case of the hub, between its lower part, or at the mounting flanges of the bearing support, and its upper part, or at the level of the vein sheet.
  • the hub must be able to withstand breaking forces and moments resulting from a dawn loss.
  • the hub is sufficiently rigid. However, it must also be able to mechanically admit a sufficient internal deformation (or, if it is associated with tangential arms, a free rotation around the crankcase axis) to be able to ensure the overall service life of the crankcase. 'exhaust.
  • vein plate and the flange in two separate parts, in order to allow their relative movement during the thermal expansion of the parts in operation and thus to reduce the stresses applied to them and to their level. intersection with the arms.
  • additional fastening means such as flanges and nuts, which increases the size of the hub and therefore increases the overall weight and cost of the casing.
  • Significant flow leakage in the interstices may further result from this embodiment. It therefore remains necessary for some exhaust casings to form the flange and the vein plate integrally, that is to say in one piece.
  • An object of the invention is therefore to provide a hub and a housing, in particular an exhaust casing, which can be adapted to a larger number of turbomachines, which makes it possible to improve the life of the casing, while being able to withstand the extreme vibratory loads (for example the loads induced by the loss of a blade), that is to say, the loads coming from the housing interfaces (such as the bearings, the exit cone, as well as all the parts adjacent to the exhaust casing) and the very large thermal gradients that can be achieved in use in this type of casing, and to meet the objectives of space, mass and flexibility, while being simple to perform and for a moderate cost.
  • extreme vibratory loads for example the loads induced by the loss of a blade
  • the housing interfaces such as the bearings, the exit cone, as well as all the parts adjacent to the exhaust casing
  • the very large thermal gradients that can be achieved in use in this type of casing, and to meet the objectives of space, mass and flexibility, while being simple to perform and for a moderate cost.
  • the invention provides an exhaust casing hub of a turbomachine, comprising internal fixing flanges adapted to be fixed to a bearing support, a wall an annular connecting wall and an annular internal vein wall, the connecting wall connecting the internal vein wall to the internal fixing flanges, wherein a radial section of the connecting wall is curved, the hub further comprising a series of ribs extending radially between the connecting wall and the wall; internal vein.
  • the hub then has sufficient flexibility to enable it to withstand the very large thermal gradients in the exhaust casing and to let the exhaust casing "breathe” globally so as not to force the expansion of the casing too much. outer ferrule.
  • the ribs which form locally optimized reinforcements, can withstand the stresses in the case of forces and extreme moments generated at the borders of the means by the possible loss of a fan blade.
  • the hub thus produced is dimensionally adapted to the dynamic stresses experienced by the exhaust casing, in compliance with the mass specifications, and can be obtained by a single casting step, without other mechanically welded operations.
  • the invention proposes a turbomachine comprising such a housing.
  • the hub 2 is generally annular in shape and is adapted to be connected internally to bearing supports 5 via internal fastening flanges 24, and downstream, at an outer portion, to an exit cone of FIG. exhaust via external clamps 26.
  • the hub 2 comprises an annular internal stream wall 20 disposed opposite the outer shell 3, adapted to delimit the internal vein of the gas flow, from which extends radially inwardly an annular connecting wall 22 .
  • the intersection between the connecting wall 22 and the internal vein wall 20 may lie at the right of the leading edge BA of the arms 4 of the exhaust casing 1, and comprises an extra thickness arranged to standardize in this area radial 360 ° displacements and limit the creation of over-constraints.
  • the internal fastening flanges 24 are integrally formed with the connecting wall 22, and extend from its free end 23, while the external fastening flanges 26 are integrally formed with the inner vein wall 20 and extend from its free end 21.
  • a radial section (that is to say in a plane normal to the longitudinal axis X) of the connecting wall 22 is curved and has a shape of lyre or comma, which makes the hub 2 sufficiently flexible to accompany the expansion of the arms 4 and the outer shell 3, but sufficiently rigid from a thermal and mechanical point of view at the intersection between the internal vein wall 20 and the leading edge of the arms 4 to standardize radial deformations on 360 ° in the inner vein wall 20.
  • the concavity of the radial section of the connecting wall 22 is oriented upstream, without point of inflection, in order to be deformable (opening or closing) and compensate for the relative expansions caused by the thermal gradients of the hub 2 relative to the outer shell 3 in the exhaust casing 1.
  • the connecting wall 22 can indeed deform in bending under the effect of the various deformations, thanks to its shape makes it more flexible.
  • the second portion 22c and the third portion 22c together form the concave portion of the connecting wall 22.
  • the first portion 22a on the one hand, and the second portion 22b and the third portion 22c on the other hand, have a substantially equal curvilinear length. Furthermore, the intersection between the connecting wall 22 and the internal vein wall 20 is generally in line with the free end 23 of the connecting wall 22, that is to say in the same plane radial passing through the axis X of the casing 1.
  • the connecting wall 22 may be relatively thin.
  • the thickness of the connecting wall may be of the order of the thickness of the internal vein wall, or between 1 mm and 3 mm.
  • the hub 2 can therefore deform at the connecting wall 22 which opens and flexes (its curvature then being greater than at rest) or lengthens and tends to separate the inner vein wall 20 from the internal fastening flange 24, thus avoiding damaging the rest of the hub 2 or the exhaust casing 1
  • the internal vein wall 20 may be integrally formed with the connecting wall 22, that is to say in one piece, so as to eliminate the risk of leakage and reduce the overall size and mass of the hub 2 It is also relatively thin in order to optimize the overall mass of the hub 2, except at the leading edge BA, where as will be seen later, the internal vein wall 20 may have an annular extra thickness 29 so to standardize 360 ° radial deformations.
  • the internal vein wall 20 and the connecting wall 22 are preferably obtained by casting in a conventional material for the hub 2, that is to say a material capable of resisting, in long use, the very high temperatures experienced by the hub 2 (of the order of 650 ° C to 700 ° C) while supporting the oligo-cyclic and vibratory fatigue and having a good resistance under load.
  • the walls 20 and 22 may be made of a nickel-chromium alloy.
  • the arms 4 of the exhaust casing 1 extend between the internal vein wall 20 of the hub 2 and the outer shell 3.
  • the arms 4 are preferably made in two parts, a first part 42, forming the foot of the arms 4, extending radially from the internal vein wall 20, and a second portion 44, forming the body of the arms 4, extending radially from the outer shell 3.
  • the feet 42 are preferably made integrally with the inner vein wall 20 of the hub 2, while the bodies 44 may be formed integrally with the shell 3, for example by casting.
  • the two arm portions 42, 44 are then positioned opposite to be fixed together, for example by welding along a weld plane 43, in order to connect the hub 2 and the outer shell 3.
  • the feet 42 extend over a height less than or equal to one quarter of the total height of the arms 4.
  • the release of the hub 2, formed of a portion of the internal fastening clamps 24 and external 26, connection walls 22, internal vein 20 and feet 42, can then be made more easily than if the weld plane 43 was further away from the inner wall of vein 20.
  • Feet 42 have a non-zero height so not to interfere, given the weld plane 43, with the radius of connection of the arms 4 to the inner vein wall 20.
  • the inner vein wall 20 of the hub 2 may further comprise ribs 28.
  • the ribs 28 extend from preferably between the inner vein wall 20 and the connecting wall 22, opposite the arms 4 of the exhaust casing 1. This improves the resistance to deformation of the hub 2 resulting from thermal stresses and loading in extreme loads.
  • the hub 2 may comprise two ribs 28 opposite each arm 4 of the exhaust casing 1.
  • the ribs 28 may be formed integrally with the inner vein wall 20 and the connecting wall 22. As illustrated in FIGS. Figures 2 and 3 , the ribs may each comprise two radial edges 28a, 28b disposed in the extension of the upper surface wall and the lower surface respectively, and which extend parallel to the axis X of the connecting wall 20 to the downstream end 21 of the internal vein wall 20, up to the right of the trailing edge BF of the arms 4.
  • the radial edges 28a, 28b of the ribs therefore have a convergent shape from upstream to downstream in the direction of the gas flow, then meet, and are thus able to better withstand the loading imposed by the arms 4 and the bearing support hub 2.
  • the height of the ribs 28 may furthermore vary between their upstream end, at the level of the connecting wall 20, and their downstream end, at the right of the trailing edge BF of the arms. 4.
  • the height of the ribs 28 is maximum at the connecting wall 22, then decreases downstream until the edges 28a and 28b meet, where it stabilizes to the downstream end of the ribs 28, as illustrated in Figures 2 and 3 , in order to optimize the overall mass of the hub 2 while guaranteeing the load-bearing resistance of the ribs 28.
  • the hub 2 may further comprise a stiffener 28c, for uniformly distributing the 360 ° radial deformations downstream of the internal vein wall 20, in the vicinity of the trailing edges BF of the arms 4 and to support the ribs under the charges that pass through these ribs.
  • the stiffener 28c may in particular be an annular ridge coaxial with the hub 2, extending radially from the internal vein wall 20 at the downstream end of the ribs 28, or at the right of the trailing edge BF of the arms 4.
  • the stiffener 28c extends over a height equal to the height of the downstream end of the ridges 28a, 28b of the rib 28.
  • the hub 2 may further comprise an annular extra thickness 29 at the intersection between its connecting wall 22 and its internal vein wall 20, at the right of the leading edge BA of the arms 4.
  • This extra thickness 29 which is visible on figures 1 and 3 , makes it possible in fact to standardize the 360 ° radial deformations of the internal vein wall 20 despite the thermal or load stresses to the exhaust casing 1.
  • This extra thickness 29 also makes it possible to locally reinforce the hub 2 and to improve its resistance to stress in the case of forces and extreme moments generated at the borders of the hub 2 by the possible loss of a fan blade.
  • the excess thickness 29 is preferably local and does not extend over the entire internal vein wall 20, and remains thin in order to reduce the overall mass of the hub 2.
  • the extra thickness may have a radial cross-section. thickness between 4 mm and 8 mm, typically of the order of 5 mm.
  • the excess thickness 29 can be arranged at the junction between the connecting wall 22 and the internal vein wall 20, and extends generally along the third portion 22c of the connecting wall 22.

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  • Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Structures Of Non-Positive Displacement Pumps (AREA)
  • Supercharger (AREA)

Claims (12)

  1. Nabe (2) am Abgasgehäuse (1) einer Turbomaschine mit inneren Befestigungsflanschen (24), die für die Befestigung an einem Lagerträger (5) angepasst sind, eine ringförmige Anschlusswand (22) und eine ringförmige innere Rohrwand (20), wobei die Anschlusswand (22), die die ringförmige innere Rohrwand (20) mit den inneren Befestigungsflanschen verbindet (24) und ein radialer Abschnitt der Anschlusswand (22) gekrümmt sind, wobei die Nabe (2) dadurch gekennzeichnet ist, dass sie ferner eine Reihe von Rippen (28) umfasst, die sich radial zwischen der Anschlusswand (22) und der inneren Rohrwand (20) erstrecken.
  2. Nabe (2) nach Anspruch 1, in der die Anschlusswand (22), die innere Rohrwand (20) und die inneren Befestigungsflansche (24) voll ausgebildet sind.
  3. Nabe (2) nach einem der vorstehenden Ansprüche 1 oder 2, in der die Krümmung des radialen Abschnitts der Anschlusswand (22) keinen Umkehrpunkt hat.
  4. Nabe (2) nach einem der vorstehenden Ansprüche 1 bis 3, in der die Anschlusswand (22) eine nach oben im Gehäuse (1) ausgerichtete Konkavität aufweist.
  5. Nabe (2) nach einem der vorstehenden Ansprüche 1 bis 4, in der der radiale Abschnitt der Anschlusswand (22) innere Befestigungsflansche (24) zur inneren Rohrwand (20) umfasst:
    - einen im Wesentlichen geraden ersten Abschnitt (22a), der sich radial in Richtung nach unten der Nabe erstreckt (2); und
    - einen zweiten, gekrümmten, Abschnitt (22b, 22c), dessen Konkavität zum oberen Teil der Nabe (2) ausgerichtet ist.
  6. Nabe (2) nach einem der vorstehenden Ansprüche 1 bis 5, in der ein oberes Ende der Anschlusswand (22), das sich am Anschluss zwischen der Anschlusswand (22) und der inneren Rohrwand (20) befindet, eine Tangente aufweist, die im Wesentlichen parallel zur inneren Rohrwand (20) verläuft.
  7. Nabe (2) nach einem der vorstehenden Ansprüche 1 bis 6, die ferner am Schnittpunkt zwischen der inneren Rohrwand (20) und der Anschlusswand (22) eine Verdickung (29) aufweist.
  8. Nabe (2) nach einem der vorstehenden Ansprüche 1 bis 7, in der die Nabe (2) ferner erste Armabschnitte (42) umfasst, die sich ab der inneren Rohrwand (20) erstrecken und vollständig mit ihr geformt und so angepasst sind, dass sie auf zweiten Armabschnitten (44) befestigt werden können, die das Gehäuse (1) ergänzen.
  9. Nabe (2) nach den in Verbindung genommenen Ansprüchen 7 und 8, in der sich die Verdickung (29) vor einer Vorderkante (BA) der ersten Armabschnitte (42) erstreckt.
  10. Nabe (2) nach einem der vorstehenden Ansprüche 1 bis 9, die ferner eine ringförmige Kante (28c) umfasst, die sich radial ab der inneren Rohrwand (20) nach der Rippenreihe (28) erstreckt.
  11. Abgasgehäuse (1) für eine Turbomaschine, die eine Hauptrichtung aufweist, die sich nach einer Längsachse (X) erstreckt und Folgendes umfasst:
    - eine Nabe (2) nach einem der vorstehenden Ansprüche 1 bis 10, die auf der Längsachse (X) zentriert ist,
    - einen äußeren Klemmring (3), der koaxial zur Nabe (2) ist, und
    - eine Armgruppe (4), die die innere Rohrwand (20) der Nabe (2) mit dem äußeren Klemmring (3) verbindet.
  12. Turbomaschine, dadurch gekennzeichnet, dass sie ein Abgasgehäuse (1) nach Anspruch 11 umfasst.
EP13795819.5A 2012-10-31 2013-10-22 Abgasgehäusenabe für eine turbomaschine Active EP2914818B1 (de)

Applications Claiming Priority (2)

Application Number Priority Date Filing Date Title
FR1260439A FR2997444B1 (fr) 2012-10-31 2012-10-31 Moyeu de carter pour une turbomachine
PCT/FR2013/052519 WO2014068220A1 (fr) 2012-10-31 2013-10-22 Moyeu de carter d'échappement pour une turbomachine

Publications (2)

Publication Number Publication Date
EP2914818A1 EP2914818A1 (de) 2015-09-09
EP2914818B1 true EP2914818B1 (de) 2017-06-21

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ID=47505137

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Application Number Title Priority Date Filing Date
EP13795819.5A Active EP2914818B1 (de) 2012-10-31 2013-10-22 Abgasgehäusenabe für eine turbomaschine

Country Status (9)

Country Link
US (1) US9970320B2 (de)
EP (1) EP2914818B1 (de)
JP (1) JP6209218B2 (de)
CN (1) CN104903549B (de)
BR (1) BR112015009659B1 (de)
CA (1) CA2889751C (de)
FR (1) FR2997444B1 (de)
RU (1) RU2670645C9 (de)
WO (1) WO2014068220A1 (de)

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Also Published As

Publication number Publication date
US20150285098A1 (en) 2015-10-08
BR112015009659A2 (pt) 2017-07-04
US9970320B2 (en) 2018-05-15
FR2997444B1 (fr) 2018-07-13
CN104903549A (zh) 2015-09-09
FR2997444A1 (fr) 2014-05-02
CA2889751A1 (fr) 2014-05-08
CA2889751C (fr) 2020-07-28
EP2914818A1 (de) 2015-09-09
RU2670645C9 (ru) 2018-12-11
CN104903549B (zh) 2017-07-07
JP2015533399A (ja) 2015-11-24
BR112015009659B1 (pt) 2021-01-19
RU2015120552A (ru) 2016-12-20
JP6209218B2 (ja) 2017-10-04
RU2670645C2 (ru) 2018-10-24
WO2014068220A1 (fr) 2014-05-08

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