CROSSED I-BEAM STRUCTURAL STRUT

Abstract: The structural strut (24) for use in the fan section of a high bypass ratio gas turbine engine in­ cludes two I-beam shaped structural supports (44,46) which are substantially perpendicular to each other, and extend along the major and minor axes of the strut (24), from the strut base to the strut tip. Face sheets (52), preferably made of composite material, are attached to both of the I-beam supports (44,46) for acoustic damping effects.

Description: This invention relates to struts, particularly those used in gas turbine engines. Gas turbine engines of the axial flow type include a fan section, a compressor section, a combustion section, and a turbine section. One or more shafts extend axially through the engine from the fan section through the turbine section and rotate spaced apart stages of disks. Each disk carries circumferentially spaced apart blades which extend radially across a flowpath. The shafts are supported by various types of bearing support structures through the engine. In the fan section of high bypass ratio engines, the shaft is supported upon bearings carried by an intermediate case (or fan exit case) which includes a centerbody, an outer ring which is concentric with the centerbody, and circumferentially spaced apart struts which extend radially from the centerbody to the outer ring. Bearing support structures for gas turbine engines are shown in US-A-4 492 518, 3 620 641 and 2 616 662, the latter disclosing a strut according to the precharacterizing portion of independent claim 1. These structures show struts which are welded together or assembled with mechanical type fasteners. The strut of US-A-2 616 662 consisting of a member of cruciform cross-section having a longitudinal plate and a transverse web. The longitudinal plate extending between a base and a tip portion of the strut. Bearing support structures of a more general nature are shown in GB-A-2 046 849, ES-A-464225, DE-A-2 242 988 and US-A-2 941 781, 3 250 512, 3 398 535, 3 830 058, 3 902 314, 4 240 250, 4 304 522 and 4 428 713. Reference is also made to FR-A-2 139 741 which discloses a fan inlet guide vane in figures 7 and 8 that has a leading edge, a trailing edge and a web interconnecting the same. Inflatable bladders are disposed between the web and flexible face sheets to define the guide vane pressure sides and suction sides. The known guide vane is inflatable to create a subsonic flow to thereby attenuate the forwardly propagating noise. Advanced gas turbine engines require components capable of supporting heavy loads, and which are readily fabricated and cost effective. This invention addresses these needs, and provides an improved strut for the engine industry. According to this invention, there is provided a strut for a bearing support structure for a gas turbine engine, and particularly a strut for a fan intermediate case in a high bypass ratio gas turbine engine, said strut being adapted to extend between and to be attached to a center body and a concentric outer ring of said support structure or intermediate case, said strut including a strut body comprising (a) a base portion for attachment to said center body, (b) a tip portion for attachment to said outer ring, (c) a first web having a forward edge and a rearward edge and extending between the base portion and the tip portion, and (d) a second web integral with the first web, characterized in that said strut has an airfoil-shaped portion provided with a leading edge and a trailing edge extending between said base and tip portions, said web forward edge and rearward edge being integral with said leading edge and trailing edge, respectively, of the first web, that said second web extends between said base and tip portions transversely to said first web and comprises spaced apart flanges substantially perpendicular to said second web, each flange extending between said base and tip portions on each side of said first web, said strut further having face sheets attached to said strut body at said leading and trailing edges and at said flanges, said face sheets extending from said base portion to said tip portion. The strut is particularly suited for use in the fan intermediate case of a high bypass ratio gas turbine engine. The first and second strut webs and the flanges at each end thereof (the forward and rearward edges are the flanges on the first web) define a crossed I-beam structure, which supports force loads imposed on the strut during engine operation. In the preferred embodiment of the invention, the crossed I-beam structure is a one piece metal casting, and the face sheets are made of composite material which attenuates noise produced by operation of the engine. Other features and advantages of the invention will be more apparent in light of the detailed description which follows below, as illustrated in the drawings, wherein: Figure 1 is a simplified side view, partly broken away, of a high bypass ratio gas turbine engine. Figure 1A is a simplified perspective view showing the axially rearward side of an intermediate case assembly for a high bypass ratio gas turbine engine. Figure 2 is a side view, partly broken away, of a fan flowpath strut according to this invention. Figure 3 is a cross-sectional view along the lines 3-3 of Figure 2. Figure 4 is a cross-sectional view along the lines 4-4 of Figure 2. Figure 4A is an enlarged view of the circled area at the strut leading edge in Figure 4. Figure 4B is an enlarged view of the circled area at the strut trailing edge in Figure 4. Figure 5 is a cross-sectional view along the lines 5-5 of Figure 2. Figure 6 is a cross-sectional view along the lines 6-6 of Figure 2. Figure 7 is a side view of an alternate embodiment of the fan flowpath strut of this invention. Figure 1 shows a side view of a high bypass ratio gas turbine engine 2. The engine 2 includes a fan section 3, a compressor section 4, a combustion section 5, and a turbine section 6. The outer boundary of the flowpath through the fan section 3 is defined by the inner surfaces of a fan containment case 7, a fan exit case 8, and an intermediate case 10 (sometimes referred to as a fan exit case, rear). As seen in Figure 1A, the intermediate case 10 is an assembly of several components which includes an annular centerbody 14 and an outer case ring 16, both concentric with the engine axis of rotation 12. The centerbody 14 includes radially extending circumferentially spaced apart core flowpath struts 18 which direct the working medium fluid through the core section of the engine. The core flowpath struts 18 terminate radially inwardly at a bore 20 which carries bearings (not shown) which support the engine shaft (not shown). Attached to centerbody strut standoffs 22, and extending radially outwardly to the outer ring 16, are fan flowpath struts 24. The fan flowpath struts 24 are circumferentially spaced apart and attached to the centerbody 14 and outer ring 16 by conventional means. In the intermediate case 10 shown in Figure 1, the radially inner end of each strut 24 is welded to a strut standoff 22; the radially outer end of each strut 24 is mechanically fastened by bolts to the outer ring 16. As shown in Figures 2 and 3, the fan flowpath struts 24 are one piece castings, as opposed to the welded sheet metal struts of the prior art. The invention struts are therefore significantly easier to fabricate, more cost effective, and have superior properties as compared to the welded struts of the prior art. Each strut 24 includes a radially inner base portion 26 for attachment to the case centerbody 14 and a radially outer tip portion 28 for attachment to the outer ring 16. A flange 27 at the tip portion 28 has holes 29 for receiving bolts (not shown), which attach the strut 24 to the outer ring 16. An airfoil-shaped portion having a leading edge 30 and a trailing edge 32 extends between the tip portion 28 and the base portion 26. The strut leading edge 30 extends along the longitudinal length of the strut 24, at the axially forward, or leading, end of the strut 24. The leading edge 30 extends from the base 26 to the tip 28. Similarly, the strut trailing edge 32 extends from the base 26 to the tip 28 at the axially rearward end of the strut 24. The terms "leading edge" and "trailing edge" are used to define the structural portion of the strut 24 at its forward and rearward ends, respectively. Referring now to Figures 2-6, the strut 24 includes a thin web 34 which extends along the major axis 36 of the strut 24. The strut major axis 36 extends from the strut leading edge 30 to the strut trailing edge 32, along the midsection of the strut 24. The major axis web 34 is integral with the leading and trailing edges, 30 and 32, respectively, and extends along the length of the strut 24, from the strut base 26 to the strut tip 28. Lightening holes 35 in the web 34 decrease the overall weight of the strut 24. As is seen in Figure 3, near the base portion 26, the web 34 branches to form a V-shaped transition web 38 having legs 40 which extend outwardly from a vertex 42. The leading edge 30, trailing edge 32, and web 34 define a major axis I-beam 44, where the leading and trailing edges act as flanges of the beam 44. The major axis beam 44 carries the maximum axis bending loads (compression and tension) imposed upon the strut 24 and the fan case 10 during engine operation. The transition web 38 carries shear loads during engine operation. Extending transversely to the major axis I-beam 44 is a minor axis I-beam 46. The minor axis I-beam 46 is integral with and crosses (intersects) the major axis I-beam 44, and extends longtiudinally between the base and tip portions 26 and 28, respectively, along the minor strut axis 47. The minor axis I-beam 46 is comprised of longitudinally extending flanges 48 on each side of the major axis web 34, and a minor axis web 50 which is integral with the flanges 48 and with the major axis web 34. The minor axis flanges 48 extend from the strut base 26 to the strut tip 28, and as best shown in Figure 3, converge towards the major axis web 34 moving from the base 26 to the tip 28. The minor axis web includes an air hole 70 which, in cooperation with the lightening holes 35, allows air to move between the quadrants (or compartments) A, B, C, D defined by the major and minor axis beams 44 and 46, respectively, and the strut face sheets 52. (See Figures 4 and 6.) The hole 70 promotes pressure equalization between the quadrants during engine operation. This feature is discussed in more detail below. Face sheets 52 extend from the leading edge 30 to the trailing edge 32 on each side of the strut 24. The face sheets 52 span the midchord section of the strut 24, in abutting relation to each minor axis flange 48. Figure 2 shows that the face sheets 52 do not completely close off the quadrants A, B, C, D near the strut tip 28, so as to allow air to pass freely into the quadrants. As is best seen in Figure 4A, each face sheet 52 is attached at the strut leading edge 30 to a lip 54 which extends in the rearward direction, towards the trailing edge 32. The lip 54 engages opposed inner and outer face sheet fingers 53a, 53b, respectively, which define a bifurcated leading edge 55 on the face sheet 52. Each leading edge lip 54 is recessed from the surface of the leading edge 30 a thickness equal to the thickness of the face sheet outer finger 53b. This provides a smooth aerodynamic surface from the leading edge of the strut to the surface of the face sheet. As shown in Figure 4B, at the strut trailing edge 32, each face sheet 52 abuts strut lip 56 which extends in the forward direction. The trailing edge lips 56 are recessed from the surface of the trailing edge 32 for reasons similar to those mentioned above. As is best seen in Figure 2, the distance that the leading edge lips 54 extend in the rearward direction varies along the length of the strut 24; likewise, the distance that the trailing edge lips 56 extend in the forward direction varies along the length of the strut 24. The reason that the lips 54, 56 have varying lengths and define a scalloped shape, is to divorce them from the structural load path during engine operation. The thin lips 54, 56 are not intended to be structural (load-bearing) in nature, but rather, to provide means for attaching the face sheets 52 to the strut 24. Adhesive resin, not shown in the Figures, is used to secure the face sheets 52 to the strut lips 54, 56 and to the minor axis flanges 48. The use of adhesive resin is discussed in more detail below. Rivets 59 may also be used to secure the face sheets 52 to the strut. The rivets 59 extend through holes 57 in the trailing edge lips 56. (For clarity, the rivets 59 are not shown in Figure 4B.) Near the strut base and tip portions 26 and 28, respectively, the minor axis flanges 48 are integral with the leading and trailing edge lips 54 and 56, respectively. See Figure 5. As a result, the flanges 48 are integral with the leading and trailing edges 30 and 32, respectively, and define a continuous wall which circumscribes the strut 24 at the base and tip portions 26 and 28, respectively. The wall is designated with the reference numeral 62 at the strut base 26, and 60 at the strut tip 28. The legs 40 of the transition web 38 are integral with the base portion wall 62, and to provide increased strength at the base 26, ribs 64 extend transversely between the walls 62, substantially parallel to the strut minor axis 47. Figures 2 and 4-6 show that the strut chord dimension (i.e., the dimension from the leading edge 30 to the trailing edge 32) decreases from the strut base 26 to the strut tip 28. Also, the distance along the minor strut axis 47, between the minor axis flanges 48, decreases from the base 26 to the tip 28. The shape of the load bearing portion of the strut 24 (i.e., the strut 24 as shown in Figure 2, less the face sheets 52 and rivets 59) makes it particularly suitable for fabrication using casting techniques. The crossed I-beam structure (the major axis I-beam 44 and the minor axis I-beam 46 are substantially perpendicular to, and cross, each other) provides the tensile, compressive, and shear structural requirements for the strut 24. As a result, nonstructural (nonload bearing) face sheets 52 may be used. For example, the strut body (i.e., the casting) can be made of a martensitic iron base alloy such as the alloy commercially known as 17-4PH, and the face sheets can be made of lightweight aluminum or titanium alloys. Composite materials may also be used as face sheets. In a preferred embodiment of this invention, acoustically treated Kevlar R (E. I. dupont Co., Wilmington, DE) composite material face sheets are utilized. The use of composite materials as the strut face sheets 52 is particularly desired, as such materials provide sound and vibration damping to the engine. Up until this invention struts with acoustic face sheets have not been fabricable due to the requirement that the face sheets provide structural support to the strut. According to this embodiment of the invention, the composite acoustic face sheets 52 are nonstructural in nature, and extend along the length of the strut 24, from the leading edge 30 to the trailing edge 32, directly attached to both edges 30, 32 and to the minor axis flange 48. The sheets 52 span the gap between the edges 30, 32 and the flanges 48. Because the face sheets 52 do not bear any structural loads during engine operation, adhesive resin may be used to secure them to the strut 24. Accordingly, there is no requirement that the strut body and face sheets be made of the same material as was required of prior art struts to avoid galvanic effects or to match coefficient of thermal expansion, etc. As noted above, the major axis web 34 includes lightening holes 35 which cooperate with the air hole 70 and allow air to pass between the quadrants A, B, C, D. Free passage of air is desired when the face sheets 52 are made of a material which does not allow air to pass through it, i.e., when the sheets 52 are impervious to air. In the preferred embodiment of this invention, porous composite face sheets 52 are used; to prevent pressure imbalances within the strut which might collapse the composite material face sheets, the lightening holes 35 are sealed shut. A further advantage of the geometry of the invention strut and the use of casting techniques to make it, is that various features can be easily added to the strut 24, or changes easily made to its overall shape. As shown in Figure 7, a bumper 66 which is integral with the strut trailing edge 32, can be provided to prevent damage to the strut 24, during engine assembly or service use. The bumper includes lightening holes 68 to decrease its weight. The size and shape of features such as the flanges 27 can be altered in response to structural requirements.

Claims: Strut for a bearing support structure for a gas turbine engine, and particularly a strut for a fan intermediate case (10) in a high bypass ratio gas turbine engine, said strut being adapted to extend between and to be attached to a center body (14) and a concentric outer ring (16) of said support structure or intermediate case (10), said strut (24) including a strut body comprising: (a) a base portion (26) for attachment to said center body (14); (b) a tip portion (28) for attachment to said outer ring (16); (c) a first web (34) having a forward edge and a rearward edge and extending between the base portion (26) and the tip portion (28), and (d) a second web (50) integral with the first web (34) characterized in that said strut has an airfoil-shaped portion provided with a leading edge (30) and a trailing edge (32) extending between said base and tip portions (26, 28), said web forward edge and rearward edge being integral with said leading edge (30) and trailing edge (32), respectively, of the first web (34), that said second web (50) extends between said base and tip portions (26, 28) transversely to said first web (34) and comprises spaced apart flanges (48) substantially perpendicular to said second web (50), each flange (48) extending between said base and tip portions (26, 28) on each side of said first web (34), said strut further having face sheets (52) attached to said strut body at said leading and trailing edges (30, 32) and at said flanges (48), said face sheets (52) extending from said base portion (26) to said tip portion (28). Strut according to claim 1, characterized in that said leading edge and trailing edge (30, 32) are integral with said flanges (48) at said base portion (26), and define a wall (62) which circumscribes said strut (24). Strut according to claim 2, characterized in that said first web (34) includes a V-shaped transition web (38) having legs (40) which are integral with said wall (62). Strut according to claim 3, characterized by further comprising ribs (64) which extend transversely between said wall (62). Strut according to claim 1, characterized in that said first web (34) includes lightening holes (35). Strut according to claim 1, characterized in that said leading edge (30) includes lip means (54) extending towards said trailing edge (32), and said trailing edge (32) includes lip means (56) extending towards said leading edge (30), that each face sheet (52) is attached to one of said leading edge lip means (54) and to one of said trailing edge lip means (56), and that each face sheet (52) is in abutting relation to one of said flanges (48). Strut according to claim 1, characterized in that said face sheets (52) are formed of a composite material. Strut according to claim 7, characterized in that said face sheets (52) are formed of an acoustically damping composite material. Strut according to claim 1, characterized in that said face sheets (52) are non-structural. Strut according to claim 1, characterized in that said strut body is formed of metal. Strut according to claim 1, characterized in that said strut body is a one piece casting.

Inventors: KRAVSOW, PHILIP FRED, LARRABEE, JOHN RONALD
Applicants: UNITED TECHNOLOGIES CORPORATION
Application year: 1988
Main classification: F16C35
IPC codes: F02C7, F01D25