Abstract:
A turbine engine includes an engine housing enclosing: a centrifugal compressor having a rotor; at least one centrifugal compressor bore mounted to the rotor; at least one blade mounted to each of the at least one centrifugal bore and disposed proximate to at least one static wall; a turbine disposed in connection with the centrifugal compressor; a thrust bearing disposed in connection with the rotor; and means for moving said rotor with reference to the at least one static wall attached to the thrust bearing.

Description:
FIELD OF THE INVENTION 
       [0001]    The invention relates to compressors and, more particularly, relates to centrifugal compressors with minimized running clearances. 
       BACKGROUND OF THE INVENTION 
       [0002]    Many personal, commercial, and military aircraft are powered by gas turbine engines. Gas turbine engines are also used to provide ground-based power for many applications that include ground vehicle power, electrical power generation, and pumping of various liquids and gases. All these gas turbines employ compressors of two main types, that is, (1) axial compressors and (2) centrifugal compressors. Centrifugal compressors turn airflow perpendicular to the axis of rotation. Centrifugal compressors do work on the airflow by accelerating the flow to the higher blade velocity that occurs at the outer diameter of each blade. 
         [0003]    Referring now to  FIGS. 1A and 1B , a single stage centrifugal compressor and a multi-stage centrifugal compressor are shown. Generally, centrifugal compressor performance is characterized by the pressure ratio across the compressor, the rate at which air or other gases are pumped through the compressor, and an efficiency factor that indicates how much additional work is required relative to an ideal compressor. 
         [0004]    Referring now to  FIG. 2 , a gas turbine engine  10  equipped with a single stage centrifugal compressor  12 , without any axial compressor stages on its shaft, that is turned by a single stage turbine  14  is shown. During operation, both the static structures and rotating structures of the centrifugal compressor  12  move. The relative motions of the static structures alone cause the static wall to move away and toward the rotating blades. In addition, the deflections of the structures caused by pressure, radial and axial thermal expansion, and radial and axial tolerance stack-ups lead to open compressor clearances. The pressure deflections in absolute terms relative to a reference point within the compressor tend to be at their maximum at take-off power or a maximum power condition in flight. However, absolute maximum deflection alone does not set the contour of the static structure adjacent to the rotor. The contour is set by another significant mismatch between the contour of the static wall and the rotating blades which arises from the different rates of thermal expansion of the rotor and the static wall parts. The worst-case scenario that exaggerates the effect of the thermal mismatch is when a “hot-reburst” occurs. A hot-reburst is a sequence where high power is set for a long time, followed by a critical low-power period-and then an acceleration back-to-high-power is performed. This circumstance will set the contours of the rotating and static structure and the magnitude of the mismatch relative to steady state mid-power such that at mid-power there is a significant mismatch between the two walls. 
         [0005]      FIG. 3  illustrates a cold build clearance  16  between a static wall contour  18  and a rotor blade  20  of the centrifugal compressor  12 . When the turbine engine is not operating, the static wall contour  18  and rotating blade contour  20  do not match. These static and rotating contours  18 ,  20  and the cold build clearance  16  between them are configured so that the static and rotating contours ( 18  and  20 ) will coincide (within some margin to accommodate manufacturing variations and prevent rub) at the most severe transient “pinch point” condition. Thus, a perfect matching of the contours of the rotor blades and the static structures  18 ,  20  for cruise or a mid-power condition is not possible because the hot re-burst transient condition sets the contour and the minimum clearance between the static structure and rotating structure.  FIG. 4  shows the static structure contour  18  with respect to the rotating structure contour  20  at a transient minimum state (“hot re-burst”)  22 , a steady state (“cruise”)  24 , and a transient maximum state (“decel”)  26 . The dotted lines of the hot re-burst  22  and decel  26  indicate a shifting static structure moving forward and aft, inward and outward, all at different rates than the rotating structure contour which is a fixed reference for purposes of explanation. It is important to note that the cruise contour  24  falls within the hot re-burst  22  and decel  26  and therefore can never be perfectly matched to the rotor. 
         [0006]    Therefore, there exists a need to compensate for the relative motion of both the static structures and rotating structures and maintain a minimum clearance between the static structures and rotating structures during steady state and transient operation. 
       SUMMARY OF THE INVENTION 
       [0007]    In accordance with the present invention, a turbine engine broadly comprising an engine housing enclosing: a centrifugal compressor including: a rotor; at least one centrifugal compressor bore mounted to the rotor; at least one blade mounted to each of the at least one centrifugal bore and disposed proximate to at least one static wall; a turbine disposed in connection with the centrifugal compressor; a thrust bearing disposed in connection with the rotor; and means for moving the rotor with reference to the at least one static wall attached to the thrust bearing. 
         [0008]    In accordance with another aspect of the present invention, a process for generating a zero running clearance in a centrifugal compressor of a turbine engine broadly comprising the steps of providing a centrifugal compressor having a clearance between at least one blade of a rotor of the centrifugal compressor and at least one static wall disposed proximate to the at least one blade; operating a turbine engine at a steady state operating efficiency; decelerating the turbine engine to a transient maximum state from the steady state or a transient minimum state; rebursting the turbine engine to the transient minimum state from the steady state or the transient maximum state; and adjusting the clearance in response to the deceleration or the reburst to maintain the steady state operating efficiency. 
         [0009]    The details of one or more embodiments of the invention are set forth in the accompanying drawings and the description below. Other features, objects, and advantages of the invention will be apparent from the description and drawings, and from the claims. 
     
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         [0010]      FIG. 1A  is a representation of a single stage centrifugal compressor of the prior art; 
           [0011]      FIG. 1B  is a representation of a multi-stage centrifugal compressor of the prior art; 
           [0012]      FIG. 2  is a representation of a cross-sectional view of a gas turbine engine equipped with a centrifugal compressor turned by a single stage turbine of the prior art; 
           [0013]      FIG. 3  is a representation of a cold build clearance between a static structure contour and a rotating structure contour of the centrifugal compressor of the prior art; 
           [0014]      FIG. 4  is a representation of the static structure contour with respect to the rotating structure contour at various operating states of the gas turbine engine of the prior art; 
           [0015]      FIG. 5  is a representation of a cross-sectional view of a gas turbine engine equipped with a zero running clearance centrifugal compressor, a tower shaft engagement device and a rotor shift device of the present invention; 
           [0016]      FIG. 6  is a representation of the movement of the static structures with respect to the rotating structures within the centrifugal compressor of  FIG. 5 ; 
           [0017]      FIG. 7  is a representation of the movement of the rotating structures with respect to the static structures within the centrifugal compressor of  FIG. 5 ; 
           [0018]      FIG. 8  is representation of the compressor flow path of the centrifugal compressor of  FIG. 5 ; 
           [0019]      FIG. 9  is a representation of a static structure contour with respect to a rotating structure contour at a various operating states of a gas turbine engine equipped with a zero running clearance centrifugal compressor of the present invention; and 
           [0020]      FIG. 10  is a representation of an alternative rotor shift device for the gas turbine engine of  FIG. 5 . 
       
    
    
       [0021]    Like reference numbers and designations in the various drawings indicate like elements. 
       DETAILED DESCRIPTION 
       [0022]      FIG. 5  illustrates a cross-sectional view of a gas turbine engine  30  equipped with a zero running clearance centrifugal compressor  32 , a tower shaft engagement device  34  and a rotor shift device  36 . The tower shaft engagement device  34  keeps the tower shaft properly engaged to the main rotor shaft attached to compressor  32 . The tower shaft powers the gear box, hydraulic pumps, fuel pumps, and other engine components as known to one of ordinary skill in the art. The rotor shift device  36  moves the rotor of the centrifugal compressor axially. The tower shaft engagement device  34  accommodates this axial motion to maintain proper engagement of the gears connecting the main rotor shaft and the tower shaft. This tower shaft engagement device may be an active device or may be a passive design solution as known to one of ordinary skill in the art. 
         [0023]    Referring now to  FIG. 6 , the static structures and rotating structures of the centrifugal compressor  32  are shown. The arrows shown in  FIG. 6  indicate the relative motions of the static structures alone that cause a first static wall  38  to move away and toward a rotating blade  40 . The double-headed arrows describe the effects of pressure deflection, radial and axial thermal expansion, and radial and axial tolerance stack-ups that lead up to open compressor clearances. The pressure deflections in absolute terms, relative to a ball bearing  42  as a reference point, tend to be at their maximum at maximum power for the engine operating condition with maximum engine inlet pressure, e.g., ambient pressure for ground based gas turbines, sea level pressure for many aircraft gas turbines. 
         [0024]    Referring to  FIG. 7 , the static structures and rotating structures of the centrifugal compressor  32  are shown again. In this representation, the arrows shown indicate the relative motions of the rotating structure alone. These arrows described the effects of radial and axial tolerance stack up, transient thermal expansion and contraction, and pressure deflection leading to open compressor clearances. 
         [0025]      FIG. 8  illustrates a compressor flow path  50  of the zero running clearance centrifugal compressor  32 . The static wall  38 , thrust bearing  42 , static structure wall  44 , and a centrifugal compressor bore  46  are all experiencing radial and axial thermal expansion and pressure deflections. There will be a gross accumulation of movement starting at the thrust bearing  42  that is exhibited by the innermost static wall  44 . A W-seal  52  disposed between and in contact with both the innermost static wall  44  and static wall  38  allows for the thermal expansion and axial movement of the innermost static wall  44  with respect to the static wall  38 . The accumulated thermal expansion and pressure deflection is so great that the static wall  38  constantly expands. While the static wall  38  is bolted at flanges  54  and  56 , the W-seal  52  permits the static wall  38  to expand in the direction of the arrows shown in  FIG. 6  so that stress does not build up. Without the W-seal  52 , the static wall  38  would either need to be restrained or permitted to move freely. If restrained, a greater amount of stress would build up. In contrast, if permitted to move freely, the static wall  38  and flanges  54  and  56  would build up more movement and interfere with the rotating structures, that is, the rotating blade  40 . 
         [0026]    As mentioned earlier in  FIG. 4 , the axial and radial movements of the static wall  38  with respect to the rotating blade  40  are mismatched. For purposes of explanation, the rotating blade  40  is fixed as a reference to illustrate how the static wall  38  moves with reference to the rotating blade  40 . The transient extremes, that is, the transient minimum  22  and transient maximum  26 , around the steady state  24  represent the extremes of motion of the static wall  38 . When the zero running clearance centrifugal compressor  32  is not employed, any point chosen on the transient maximum reflects the fact that the rotating blade  40  has not cooled as much as the static wall  38  due to the difference in their respective thicknesses. When the turbine engine  30  is reactivated or experiences a re-burst during operation, the static wall  38  will achieve the maximum interference represented by the transient minimum  22 . 
         [0027]    Referring now to  FIG. 9 , the zero running clearance centrifugal compressor  32  in conjunction with the tower shaft engagement device  34 , rotor shift device  36 , and optionally a sensor  60  that work together with an engine control computer to allow a positioning of the rotor that best matches the contour of the static wall  38 . The objective of the shifting of the rotor relative to the static wall is to maintain the minimum clearance possible while preventing rub of the rotating and static structures. The rotor shift device  36  at the thrust bearing  42  shifts the rotating structure under the command of the electronic engine control. The minimum steady state clearance between rotating blade  40  and static wall  38  may then be achieved as shown in  FIG. 9 . Operation of the centrifugal compressor  32  at the steady state condition  24  shown in  FIG. 9  provides the most efficient operation possible while preventing rub. 
         [0028]    When employed, the optional sensor  60  may track the clearance present between the static wall  38  and rotating blade  40  at any selected location or at multiple locations. The optional sensor  60  may be any sensor capable of monitoring the position of the static wall  38  with respect to the rotating blade  40 . For example, a microwave sensor may be utilized that is programmed with an algorithm to act as a conditioning circuit and works in conjunction with the electronic engine controller (not shown) of the gas turbine engine  30 . The control logic of the algorithm will execute and implement the mechanics behind opening and minimizing the clearance to the extent possible using the rotor shift device  36 . The rotor shift device will move the thrust bearing assembly axially, that is, thrust bearing  42 , and in turn the rotating blade  40  with respect to the static wall  38 . It is important to note that one skilled in the art may produce an axial shift mechanism that by hydraulic pressure or mechanical means can shift the rotor from one position to another in an amount of time that is less than the time necessary to accelerate the engine from low power to maximum power. In this way the rotor shifting can precede the engine transients entirely and the maximum benefit can be realized from the optimally contoured rotor and adjacent wall structure. 
         [0029]    The zero running clearance centrifugal compressor of the present invention permits the gap between the rotor and the static structure to be held to a minimum clearance during steady state and transient operation by shifting the rotor axially to compensate for the relative motion of both rotating and static parts. The clearance adjustment improves both compressor efficiency and stability. The rotor shift device at the thrust bearing shifts the rotating structure under the command of the electronic engine control and the optional sensor is capable of continuously reading the clearance between the rotor and the static structure 
         [0030]      FIG. 10  illustrates one of many possible alternative mechanisms for the rotor shift device  36  that achieves the desired axial rotor shift. This alternative includes a spur gear  61  attached to a bearing mount  62 . The gear arrangement  63  includes a gear  64  for engaging the spur gear  61  attached to the bearing mount  62 . The bearing mount  62  also has a screw thread portion  65  that mates with a screw thread portion  66  of the casing  67 . Rotation of shaft  68  via the motor  69 , causes the bearing mount  62  to rotate relative to the casing  67 . The screw thread engagement between the casing  67  and the bearing mount  62  causes the rotating bearing mount  61  to travel axially. As a result, the main shaft bearing  70  and attached centrifugal rotor assembly  71  travel axially as well. 
         [0031]    The above-described actuation system  72 , gear arrangement  63 , and actuation motor  69  is one example of how the axial movement of the centrifugal rotor assembly  71  can be accomplished. However, as one of ordinary skill in the art will recognize, the present invention is not limited to this example described herein. 
         [0032]    One or more embodiments of the present invention have been described. Nevertheless, it will be understood that various modifications may be made without departing from the spirit and scope of the invention. Accordingly, other embodiments are within the scope of the following claims.