Sync ring assembly and associated clevis including a rib

Aspects of the disclosure are directed to a sync ring assembly associated with an engine, comprising: a sync ring, and a clevis coupled to the sync ring, where the clevis includes a rib that resists a deflection of the sync ring assembly when the engine is operated, and where the clevis is made of titanium.

BACKGROUND

Gas turbine engines, such as those which power aircraft and industrial equipment, employ a compressor to compress air that is drawn into the engine and a turbine to capture energy associated with the combustion of a fuel-air mixture.

Referring toFIG. 2A, a prior art sync ring assembly200is shown. The assembly200is formed from sync rings204aand204b. The sync rings204aand204bare coupled to one another via clevises212aand212b. Conventionally, the sync rings204aand204bare made of steel and the clevises212aand212bare made of nickel.

FIG. 2Billustrates a clevis (e.g., clevis212a) of the assembly200ofFIG. 2A. As shown, the clevis includes stand-offs222a,222b, and222cat/proximate a first end224of the clevis. The stand-offs include holes to seat fasteners (not shown) for coupling the clevis to a sync ring (e.g., sync ring204a—seeFIG. 2A). The clevis also includes a wall232in proximity to the stand-offs222a-222c.FIG. 2Cillustrates a cross-section of the clevis ofFIG. 2Btaken about the line252a-252b. The reasons for the inclusion ofFIG. 2Cwill become more apparent in the description to follow.

During engine operation, the assembly200may experience one or more deflections during a surge condition (where the surge condition may be in response to one or more changing environmental conditions, operator/pilot inputs, etc.). In order to maintain the structural and functionality integrity of the engine, the assembly200may be required to provide an associated degree of stiffness to counter/resist the tendency to deflect during the surge condition.

Accordingly, what is needed is a sync ring assembly that has greater stiffness to reduce the magnitude of the deflections experienced by the sync ring assembly during engine operation. Furthermore, a reduction in weight of the sync ring assembly would promote engine efficiency/performance in terms of, e.g., thrust specific fuel consumption.

BRIEF SUMMARY

Aspects of the disclosure are directed to a sync ring assembly associated with an engine, comprising: a sync ring, and a clevis coupled to the sync ring, where the clevis includes a rib that resists a deflection of the sync ring assembly when the engine is operated, and where the clevis is made of titanium. In some embodiments, the rib is located on an interior of the clevis. In some embodiments, the clevis includes a second rib. In some embodiments, the second rib is located on an exterior of the clevis. In some embodiments, the rib is located on an exterior of the clevis. In some embodiments, the clevis includes at least one stand-off that includes a hole to seat a fastener that couples the clevis to the sync ring. In some embodiments, a radial projection of the rib is confined within a radial projection of the at least one stand-off. In some embodiments, the at least one stand-off is located proximate a first end of the clevis. In some embodiments, the clevis is wall-free in proximity to a first end of the clevis. In some embodiments, the clevis includes a wall proximate to a second end of the clevis, where the second end is opposed to the first end. In some embodiments, the sync ring assembly further comprises a second clevis coupled to the sync ring. In some embodiments, the sync ring assembly further comprises a second sync ring coupled to the first clevis and the second clevis. In some embodiments, the second clevis includes a second rib.

DETAILED DESCRIPTION

It is noted that various connections are set forth between elements in the following description and in the drawings (the contents of which are included in this disclosure by way of reference). It is noted that these connections are general and, unless specified otherwise, may be direct or indirect and that this specification is not intended to be limiting in this respect. A coupling between two or more entities may refer to a direct connection or an indirect connection. An indirect connection may incorporate one or more intervening entities or a space/gap between the entities that are being coupled to one another.

Aspects of the disclosure are directed to apparatuses, systems, and method associated with a sync ring assembly for an engine. The sync ring assembly may include one or more sync rings and one or more clevises. A clevis may be manufactured of one or more materials, e.g., titanium. The clevis may include a rib that may provide stiffness to the clevis.

Aspects of the disclosure may be applied in connection with a gas turbine engine.FIG. 1is a side cutaway illustration of a geared turbine engine10. This turbine engine10extends along an axial centerline12between an upstream airflow inlet14and a downstream airflow exhaust16. The turbine engine10includes a fan section18, a compressor section19, a combustor section20and a turbine section21. The compressor section19includes a low pressure compressor (LPC) section19A and a high pressure compressor (HPC) section19B. The turbine section21includes a high pressure turbine (HPT) section21A and a low pressure turbine (LPT) section21B.

The engine sections18-21are arranged sequentially along the centerline12within an engine housing22. Each of the engine sections18-19B,21A and21B includes a respective rotor24-28. Each of these rotors24-28includes a plurality of rotor blades arranged circumferentially around and connected to one or more respective rotor disks. The rotor blades, for example, may be formed integral with or mechanically fastened, welded, brazed, adhered and/or otherwise attached to the respective rotor disk(s).

The fan rotor24is connected to a gear train30, for example, through a fan shaft32. The gear train30and the LPC rotor25are connected to and driven by the LPT rotor28through a low speed shaft33. The HPC rotor26is connected to and driven by the HPT rotor27through a high speed shaft34. The shafts32-34are rotatably supported by a plurality of bearings36; e.g., rolling element and/or thrust bearings. Each of these bearings36is connected to the engine housing22by at least one stationary structure such as, for example, an annular support strut.

During operation, air enters the turbine engine10through the airflow inlet14, and is directed through the fan section18and into a core gas path38and a bypass gas path40. The air within the core gas path38may be referred to as “core air”. The air within the bypass gas path40may be referred to as “bypass air”. The core air is directed through the engine sections19-21, and exits the turbine engine10through the airflow exhaust16to provide forward engine thrust. Within the combustor section20, fuel is injected into a combustion chamber42and mixed with compressed core air. This fuel-core air mixture is ignited to power the turbine engine10. The bypass air is directed through the bypass gas path40and out of the turbine engine10through a bypass nozzle44to provide additional forward engine thrust. This additional forward engine thrust may account for a majority (e.g., more than 70 percent) of total engine thrust. Alternatively, at least some of the bypass air may be directed out of the turbine engine10through a thrust reverser to provide reverse engine thrust.

FIG. 1represents one possible configuration for an engine10. Aspects of the disclosure may be applied in connection with other environments, including additional configurations for gas turbine engines.

Referring toFIG. 3A, a sync ring assembly300is shown. The assembly300may be formed from sync rings304aand304b. The sync rings304aand304bmay correspond to the sync rings204aand204b, respectively (seeFIG. 2A). The sync rings304aand304bmay be coupled to one another via clevises312aand312b.

The clevises312aand312bmay be manufactured of one or more materials. For example, the clevises312aand312bmay be manufactured by “hogging-out” titanium. Other techniques may be used in the manufacture of the clevises312aand312b. For example, casting, forging, etc., may be used in some embodiments.

The assembly300may be incorporated as part of/over split case flanges of an engine (e.g., the engine10ofFIG. 1). In some embodiments, the flanges may be associated with the compressor section of the engine (e.g., compressor section19ofFIG. 1).FIG. 4illustrates a plurality of clevises312-1,312-2,312-3, and312-4(where the clevises312-1through312-4may correspond to the clevis312aor the clevis312bofFIG. 3A). The clevises312-1through312-4are shown as being arranged in one or more axial stages/station planes.

FIG. 3Billustrates the clevis312aof the assembly300ofFIG. 3A. While a description of various features of the clevis312ais provided below, the clevis312bmay include analogous/corresponding features. In this respect, a complete re-description of such features is omitted herein for the sake of brevity.

As shown, the clevis312amay include stand-offs322a,322b, and322cat/proximate a first end324of the clevis. The stand-offs322a-322cmay include holes to seat fasteners (not shown) for coupling the clevis to a sync ring (e.g., sync ring304a—seeFIG. 3A). However, unlike the inclusion of the wall232in proximity to the stand-offs222a-222cshown inFIG. 2B, inFIG. 3Bsuch a wall might not be present in proximity to the stand-offs322a-322c, which is to say that the clevis may be “wall-free” in proximity to the stand-offs322a-322cor the first end324. The lack of such a wall inFIG. 3Bmay help to reduce the weight of the clevis ofFIG. 3B(relative to the clevis ofFIG. 2B).

In some embodiments, the clevises312aand312bmay be manufactured to include a rib. For example, as shown inFIG. 3Ba rib362may be included with the clevis312a. One skilled in the art would appreciate that the particular size/dimension, weight, and/or profile of the rib362may be selected to provide at least the same level/degree of stiffness/resistance to deflections for the assembly300(seeFIG. 3A) as the assembly200(seeFIG. 2A).

In some embodiments, a radial projection of the rib362may not exceed (e.g., may be confined within) a radial projection/span of the stand-offs322a-322c. In other words, in some embodiments the clevises312aand312bmay be backwards compatible with existing/conventional clevises (e.g., clevises212aand212bofFIGS. 2A-2B). Such backwards compatibility may be useful for retrofitting/substituting the clevises312aand312bfor existing hardware/assemblies that may already be in-service/in-the-field.

While the rib362is shown inFIG. 3Bas being located on the interior/inner diameter366aof the clevis312a, the rib may be located on the exterior/outer diameter366bof the clevis312ain some embodiments. In some embodiments, a first rib may be located on the interior/inner diameter366aand a second rib may be located on the exterior/outer diameter366bof the clevis312a.

For a given rib, locating that rib on the interior/inner diameter366aof the clevis312amay provide greater stiffness to the assembly300(seeFIG. 3A) than locating the rib on the exterior/outer diameter366b. Stated slightly differently, there may be greater efficiency in terms of stiffness (per unit mass or per unit of dimension of the rib) that is obtained when the rib is located on the interior/inner diameter366aof the clevis312arelative to locating the rib on the exterior/outer diameter366bof the clevis312a. Furthermore, there might not be sufficient space available on the exterior/outer diameter366bof the clevis312adue to other components/parts of an engine that may be located in proximity to the clevis312awhen the assembly300is installed on the engine.

At/proximate a second end326of the clevis312a(where the second end326is opposed to the first end324) there may be a wall372. The wall372, in combination with the rib362located between the ends324and326, may provide for a mistake-proof assembly of the clevis312awith respect to the rest of the assembly300(seeFIG. 3A). For example, the combination of the wall372and the rib362may prevent the clevis312afrom being installed in an inverted direction (e.g., the end326at the top and the end324at the bottom) relative to what is shown inFIG. 3B. In this respect, the clevis312amay include one or more features to ensure that the clevis312is installed/assembled in accordance with a predetermined orientation.

FIG. 3Cillustrates a cross-section of the clevis ofFIG. 3Btaken about the line352a-352b. In comparingFIG. 3CtoFIG. 2C, the portion denoted by/within the dashed circle362′ is attributable to the presence of the rib362(seeFIG. 3B) that is lacking/absent inFIG. 2B.

Referring toFIGS. 5A-5B, a fastener510in accordance with the prior art that is used to attach a clevis to a sync ring (e.g., clevis212bto sync ring204a—seeFIG. 2A) is shown. The fastener510is shown as including a pin514, which is oriented in a downward direction in the perspective shown inFIG. 5A.

Referring toFIGS. 6A-6B, a fastener610in accordance with aspects of this disclosure that is used to attach a clevis to a sync ring (e.g., clevis312bto sync ring304a—seeFIG. 3A) is shown. The fastener610is shown as including a pin614, which is oriented in an upward direction in the perspective shown inFIG. 6A(which perspective is the same as inFIG. 5A). In other words, the pin614projects in a direction that is opposite from the projection of the pin514inFIG. 5A.

Technical effects and benefits of this disclosure include a sync ring assembly that, for a given dimension of the assembly, has a lower weight than a counterpart prior art assembly of the same dimension. The reduction in weight of the assembly might not compromise the stiffness/resistance to deflection of the assembly due to the inclusion of a rib as part of one or more clevises. In some embodiments, the stiffness of the assembly may even be increased/enhanced relative to the prior art assembly.

Aspects of the disclosure have been described in terms of illustrative embodiments thereof. Numerous other embodiments, modifications, and variations within the scope and spirit of the appended claims will occur to persons of ordinary skill in the art from a review of this disclosure. For example, one of ordinary skill in the art will appreciate that the steps described in conjunction with the illustrative figures may be performed in other than the recited order, and that one or more steps illustrated may be optional in accordance with aspects of the disclosure. One or more features described in connection with a first embodiment may be combined with one or more features of one or more additional embodiments.