Patent Publication Number: US-2023160466-A1

Title: Geared architecture gas turbine engine with planetary gear oil scavenge

Description:
CROSS REFERENCE TO RELATED APPLICATIONS 
     This application is a Divisional of U.S. Pat. Application No. 16/785,915 filed on Feb. 10, 2020, which claims priority to United States Provisional Application No. 62/962,470 which was filed on Jan. 17, 2020, and is incorporated herein by reference. 
    
    
     BACKGROUND 
     A gas turbine engine typically includes a fan section, a compressor section, a combustor section and a turbine section. Air entering the compressor section is compressed and delivered into the combustion section where it is mixed with fuel and ignited to generate a high-speed exhaust gas flow. The high-speed exhaust gas flow expands through the turbine section to drive the compressor and the fan section. The compressor section typically includes low and high pressure compressors, and the turbine section includes low and high pressure turbines. 
     A speed reduction device such as an epicyclical gear assembly may be utilized to drive the fan section such that the fan section may rotate at a speed different than the turbine section to increase overall propulsive efficiency of the engine. Lubricant flow through an epicyclical gear assembly is gathered and directed to a sump and/or auxiliary lubrication system. Efficient direction of oil through the gear assembly increases operational efficiencies. 
     Turbine engine manufacturers continue to seek further improvements to engine performance including improvements to thermal, transfer and propulsive efficiencies. 
     SUMMARY 
     A fan drive gear system for a turbofan engine according to an exemplary embodiment of this disclosure, among other possible things includes a sun gear that is rotatable about an axis, a plurality of intermediate gears driven by the sun gear, and a baffle that is disposed between at least two of the plurality of intermediate gears for defining a lubricant flow path from an interface between the sun gear and at least one of the plurality of intermediate gears. The baffle includes a channel with at least one ramp portion directing lubricant. 
     In a further embodiment of the foregoing fan drive gear system, the at least one ram portion directs lubricant forward. 
     In a further embodiment of the foregoing fan drive gear system, the at least one ramp portion directs lubricant aft. 
     In a further embodiment of the foregoing fan drive gear system, the at least two ramp portions include a first ramp portion that directs lubricant forward and a second ramp portion that directs lubricant aft. 
     In a further embodiment of any of the foregoing fan drive gear systems, the system includes a carrier that supports the intermediate gears and a ring gear that circumscribes the intermediate gears. The baffle is attached to the carrier and the carrier rotates about the axis. 
     In a further embodiment of any of the foregoing fan drive gear systems, the system includes a forward gutter forward of the carrier and an aft gutter aft of the carrier. The first ramp portion directs lubricant toward the forward gutter and the second ramp directs lubricant toward the aft gutter. 
     In a further embodiment of any of the foregoing fan drive gear systems, the baffle includes an inlet opening into the channel. The inlet is disposed radially inward of the first ramp portion and the second ramp portion. 
     In a further embodiment of any of the foregoing fan drive gear systems, the baffle includes an apex between the first ramp portion and the second ramp portion. The apex is disposed at a midpoint of an axial width of the channel to direct equal amounts of lubricant forward and aft. 
     In a further embodiment of any of the foregoing fan drive gear systems, the baffle includes an apex between the first ramp portion and the second ramp portion. The apex is spaced apart from a midpoint of an axial width of the channel to direct unequal amounts of lubricant forward and aft. 
     In a further embodiment of any of the foregoing fan drive gear systems, the apex is disposed at the inlet opening to the channel. 
     In a further embodiment of any of the foregoing fan drive gear systems, the apex is spaced aft of the midpoint of the axial width to direct more lubricant along the first ramp portion forward of the carrier than is directed along the second ramp portion aft of the carrier. 
     In a further embodiment of any of the foregoing fan drive gear systems, the system includes a flow splitter that is disposed within the channel for splitting lubricant between the first ramp portion and the second ramp portion. The flow splitter includes a splitter portion at the inlet and a support portion that extends radially within the channel from the splitter portion toward the first ramp portion and the second ramp portion. 
     In a further embodiment of any of the foregoing fan drive gear systems, the flow splitter is spaced apart from a midway point of an axial width of the channel such that incoming lubricant flow is unequally distributed forward and aft of the baffle. 
     In a further embodiment of any of the foregoing fan drive gear systems, the baffle includes a wedge that extends into a circumferential cavity between oppositely facing helical gear regions of the sun gear. 
     A turbofan engine according to an exemplary embodiment of this disclosure, among other possible things includes a fan section that is rotatable about an axis, a core engine section that is disposed about the axis, a primary lubrication system that includes a sump for gathering lubricant, an auxiliary lubrication system that is configured to supply a lubricant flow in the absence of lubricant flow from the primary lubricant system, and a fan drive gear system that is driven by the core engine section for rotating the fan about the axis. The fan drive gear system includes a sun gear rotatable about an axis. The sun gear includes a circumferential cavity that is disposed between a first gear region and a second gear region. A plurality of intermediate gears are driven by the sun gear. A baffle is disposed between at least two of the plurality of intermediate gears for defining a lubricant flow path from an interface between the sun gear and at least one of the plurality of intermediate gears. The baffle includes a channel with a first ramp portion that directs lubricant to the auxiliary lubrication system and a second ramp portion that directs lubricant toward the sump. 
     In a further embodiment of the foregoing turbofan engine, the engine includes a carrier that supports the intermediate gears and a ring gear that circumscribes the intermediate gears. The baffle is attached to the carrier and the carrier rotates about the axis. 
     In a further embodiment of any of the foregoing turbofan engines, the engine includes a forward gutter forward of the carrier and an aft gutter aft of the carrier. The first ramp portion directs lubricant toward the forward gutter and the second ramp directs lubricant toward the aft gutter and the forward gutter directs lubricant flow to the auxiliary lubrication system and the aft gutter directs lubricant flow to the sump. 
     In a further embodiment of any of the foregoing turbofan engines, the baffle directs more lubricant flow to the forward gutter and the auxiliary lubrication system than lubricant flow directed to the aft gutter and the sump. 
     In a further embodiment of any of the foregoing turbofan engines, an apex between the first ramp portion and the second ramp portion is disposed at a midpoint of an axial width to direct equal amounts of lubricant along the first ramp portion forward of the carrier and along the second ramp portion aft of the carrier. 
     In a further embodiment of any of the foregoing turbofan engines, the apex between the first ramp portion and the second ramp portion is spaced aft of a midpoint of an axial width to direct more lubricant along the first ramp portion forward of the carrier than is directed along the second ramp portion aft of the carrier. 
     In a further embodiment of any of the foregoing turbofan engines, the engine includes a flow splitter that is disposed within the channel for splitting lubricant between the first ramp portion and the second ramp portion. The flow splitter includes a splitter portion at an inlet and a support portion that extends radially within the channel from the splitter portion toward the first ramp portion and the second ramp portion. 
     In a further embodiment of any of the foregoing turbofan engines, the flow splitter is spaced apart from a midway point of an axial width of the channel such that incoming lubricant flow is unequally distributed forward and aft of the baffle. 
     In a further embodiment of any of the foregoing turbofan engines, the baffle includes a wedge that extends into a circumferential cavity between oppositely facing helical gear regions of the sun gear. 
     Although the different examples have the specific components shown in the illustrations, embodiments of this invention are not limited to those particular combinations. It is possible to use some of the components features from one of the several examples in alternate combinations with features from one or more of each of the examples to provide additional combinations. 
     These and other features disclosed herein can be best understood from the following specification and drawings, the following of which is a brief description. 
    
    
     
       BRIEF DESCRIPTION OF THE DRAWINGS 
         FIG.  1    is a schematic view of an example gas turbine engine. 
         FIG.  2    is a schematic view of an example fan drive gear system for a gas turbine engine. 
         FIG.  3    is a schematic view of an example geared architecture. 
         FIG.  4    is a schematic view of a portion of a geared architecture. 
         FIG.  5    is a perspective view of an example baffle. 
         FIG.  6    is a partial sectional view of the example baffle. 
         FIG.  7    is a side view of the example baffle. 
         FIG.  8    is a partial sectional view of another example baffle. 
         FIG.  9    is a partial sectional view of yet another example baffle. 
         FIG.  10    is a perspective view of another example baffle. 
         FIG.  11    is a partial sectional view of the example baffle of  FIG.  10   . 
         FIG.  12    is a side view of the example baffle of  FIG.  10   . 
         FIG.  13    is a partial sectional view of yet another example baffle. 
     
    
    
     DETAILED DESCRIPTION 
       FIG.  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 . The fan section  22  drives air along a bypass flow path B in a bypass duct defined within a housing  18  such as a fan case or nacelle, and also drives air along a core flow path C for compression and communication into the combustor section  26  then expansion through the turbine section  28 . Although depicted as a two-spool turbofan gas turbine engine in the disclosed non-limiting embodiment, it should be understood that the concepts described herein are not limited to use with two-spool turbofans as the teachings may be applied to other types of turbine engines including three-spool architectures. 
     The exemplary engine  20  generally includes a low speed spool  30  and a high speed spool  32  mounted for rotation about an engine central longitudinal axis A relative to an engine static structure  36  via several bearing systems  38 . It should be understood that additional bearing systems  38  may be provided, and that the location of the bearing systems  38  may be varied as appropriate to the application. 
     The low speed spool  30  generally includes an inner shaft  40  that interconnects, a first (or low) pressure compressor  44  and a first (or low) pressure turbine  46 . The inner shaft  40  is connected to the fan section  22  through a speed change mechanism, which in exemplary gas turbine engine  20  is illustrated as a geared architecture  48  to drive the fan section  22  at a lower speed than the low speed spool  30 . The high speed spool  32  includes an outer shaft  50  that interconnects a second (or high) pressure compressor  52  and a second (or high) pressure turbine  54 . A combustor  56  is arranged in exemplary gas turbine  20  between the high pressure compressor  52  and the high pressure turbine  54 . A mid-turbine frame  58  of the engine static structure  36  may be arranged generally between the high pressure turbine  54  and the low pressure turbine  46 . The mid-turbine frame  58  further supports bearing systems  38  in the turbine section  28 . The inner shaft  40  and the outer shaft  50  are concentric and rotate via bearing systems  38  about the engine central longitudinal axis A which is collinear with their longitudinal axes. 
     The core airflow is compressed by the low pressure compressor  44  then the high pressure compressor  52 , mixed and burned with fuel in the combustor  56 , then expanded through the high pressure turbine  54  and low pressure turbine  46 . The mid-turbine frame  58  includes airfoils  60  which are in the core airflow path C. The turbines  46 ,  54  rotationally drive the respective low speed spool  30  and high speed spool  32  in response to the expansion. It will be appreciated that each of the positions of the fan section  22 , compressor section  24 , combustor section  26 , turbine section  28 , and geared architecture  48  may be varied. For example, the geared architecture  48  may be located aft of the low pressure compressor, or aft of the combustor section  26  or even aft of turbine section  28 , and fan  42  may be positioned forward or aft of the location of geared architecture  48 . 
     The engine  20  in one example is a high-bypass geared aircraft engine. In a further example, the engine  20  bypass ratio is greater than about six (6), with an example embodiment being greater than about ten (10), the geared architecture  48  is an epicyclic gear train, such as a planetary gear system or other gear system, with a gear reduction ratio of greater than about 2.3 and the low pressure turbine  46  has a pressure ratio that is greater than about five. In one disclosed embodiment, the engine  20  bypass ratio is greater than about ten (10:1), the fan diameter is significantly larger than that of the low pressure compressor  44 , and the low pressure turbine  46  has a pressure ratio that is greater than about five 5:1. Low pressure turbine  46  pressure ratio is pressure measured prior to inlet of low pressure turbine  46  as related to the pressure at the outlet of the low pressure turbine  46  prior to an exhaust nozzle. The geared architecture  48  may be an epicycle gear train, such as a planetary gear system or other gear system, with a gear reduction ratio of greater than about 2.3:1 and less than about 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 invention is applicable to other gas turbine engines including direct drive turbofans. 
     A significant amount of thrust is provided by the bypass flow B due to the high bypass ratio. The fan section  22  of the engine  20  is designed for a particular flight condition — typically cruise at about 0.8 Mach and about 35,000 feet (10,668 meters). The flight condition of 0.8 Mach and 35,000 ft (10,668 meters), with the engine at its best fuel consumption - also known as “bucket cruise Thrust Specific Fuel Consumption (‘TSFC’)” -is the industry standard parameter of lbm of fuel being burned divided by lbf of thrust the engine produces at that minimum point. “Low fan pressure ratio” is the pressure ratio across the fan blade alone, without a Fan Exit Guide Vane (“FEGV”) system. The low fan pressure ratio as disclosed herein according to one non-limiting embodiment is less than about 1.45. “Low corrected fan tip speed” is the actual fan tip speed in ft/sec divided by an industry standard temperature correction of [(Tram °R) / (518.7 °R)]  0.5 . The “Low corrected fan tip speed” as disclosed herein according to one non-limiting embodiment is less than about 1150 ft / second (350.5 meters/second). 
     The example gas turbine engine includes the fan section  22  that comprises in one non-limiting embodiment less than about  26  fan blades  42 . In another non-limiting embodiment, the fan section  22  includes less than about  20  fan blades  42 . Moreover, in one disclosed embodiment the low pressure turbine  46  includes no more than about 6 turbine rotors schematically indicated at  34 . In another non-limiting example embodiment, the low pressure turbine  46  includes about 3 turbine rotors. A ratio between the number of fan blades  42  and the number of low pressure turbine rotors is between about 3.3 and about 8.6. The example low pressure turbine  46  provides the driving power to rotate the fan section  22  and therefore the relationship between the number of turbine rotors  34  in the low pressure turbine  46  and the number of blades  42  in the fan section  22  disclose an example gas turbine engine  20  with increased power transfer efficiency. 
     The engine  20  includes a lubrication system  62  that provides lubricant to the geared architecture  48 , the various bearing systems  38  as well as any other components that require lubricant flow. The lubrication system  62  includes a primary lubrication system  66  that normally provides lubricant to the geared architecture  48 . The lubrication system  62  further includes an auxiliary lubrication system  64  that provides lubricant flow during conditions where the primary lubrication system  66  may not provide a desired amount of lubricant flow. Lubricant from the auxiliary lubrication system  64 , the geared architecture  48  and the bearing systems  38  is eventually recovered in a sump  68  for recirculation by the primary lubrication system  66 . 
     Referring to  FIGS.  2 ,  3  and  4    with continued reference to  FIG.  1   , the geared architecture  48  is part of a fan drive gear system  55  that drives the fan  22 . Lubricant within the geared architecture  48  is directed into gear mesh interfaces  90  and then guided out by baffles  80 . From the baffles  80  lubricant is directed to either the auxiliary lubrication system  62  or the back to the sump of the primary lubrication system. The baffles  80  provide a flow split of lubricant expelled from the gear system  48  to prevent overflow of lubricant flow to the auxiliary system  64  and thereby reduce some of the windage and churning losses that reduce gear efficiency. The baffles are further provided to direct exhaust lubrication flow through and away from the geared architecture with minimal windage and churning losses. 
     The example geared architecture  48  includes a sun gear  72  that drives and is in meshed engagement with a plurality of intermediate gears  74 . The intermediate gears  74  are often referred to as either star gears or planet gears. Star gears rotate about fixed axes, whereas planet gears are supported on axes that rotate about the sun gear  72 . In this example, the intermediate gears  74  are referred to as planet gears  74  and are supported by a carrier assembly  76 . The carrier assembly  76  and the planet gears  74  rotate about the axis A to drive a fan drive shaft  45 . A ring gear  78  circumscribes the plurality of planet gears  74  and is in meshing engagement with each of the planet gears  74 . The ring gear  78  is fixed to a portion of the engine static structure  36 . A baffle  80  is disposed between each of the planet gears  74  proximate the meshing engagement  90  with the sun gear  72 . 
     The example sun gear  72  includes a circumferential cavity  92  between two gear portions  94 . The baffle  80  includes a scoop  118  that extends into the circumferential cavity  92 . The baffle  80  is secured to inner sides of the carrier  76  proximate the gear mesh interface  90  between the planet gears  74  and the sun gear  72 . In one example embodiment, the gear portions  94  are opposing helical gears. However, other gear configurations are within the scope and contemplation of this disclosure. 
     Rotation of the carrier  76  generates centrifugal forces that drive lubricant exiting the geared architecture  48  radially outward away from axis A. The centrifugal forces are utilized to drive a first portion of exhausted lubricant  70  through passages  88  to the sump  68 . Lubricant in the sump  68  is recirculated back to the primary lubrication system  66 . 
     A second portion of exhausted lubricant  75  is directed into passages  86  to the auxiliary lubrication system  64 . The baffle  80  directs the first portion of the exhausted lubricant flow  70  axially aft into an aft gutter  84  and the second portion of the exhausted lubricant flow  75  axially forward into a forward gutter  82 . The forward gutter  82  captures the exhausted lubricant  75  and directs it into passages  86  to the auxiliary lubrication system  64 . The aft gutter  84  captures exhausted lubricant  70  and directs the lubricant through passages  88  into the sump  68 . The relative positions of the auxiliary lubrication system  64  and the sump  68  are an example embodiment and other relative positions of auxiliary lubrication system  64  and the sump could be utilized and are within the scope and contemplation of this disclosure. For example, the forward gutter  82  may direct the exhausted lubricant axially forward to the sump  68 , and the aft gutter  84  may direct the exhausted lubricant aft to the auxiliary lubrication system  64 . 
     The terms axial, radial, forward and aft are utilized throughout this disclosure to denote relative positon of components. The term axial refers to a direction that is substantially parallel to the engine longitudinal axis A. The term radial refers to a direction that is substantially transverse to the engine longitudinal axis. The term forward generally is used to describe a position or direction that is toward the fan section  22  of the engine  20 . Similarly, the term aft is generally used to describe a position or direction that is toward the turbine section  28  of the engine  20 . 
     In one disclosed embodiment, the second portion of the lubricant flow  75  directed to the auxiliary lubrication system  64  is more than the first portion of lubricant flow  70  directed toward the sump. Accordingly, the first portion of lubricant flow  70  is not equal to the second portion of lubricant flow  75 . The baffle  80  controls the split of lubricant flow  70 ,  75  forward and aft of the geared architecture  48 . Excess flow directed to the auxiliary lubrication system  64  can create windage and churning losses that can reduce overall gearbox operating efficiencies. Further, the shape and position of the baffle  80  can create windage and churning losses reducing gearbox efficiency. 
     The baffle  80  includes features for proportioning exhaust lubricant flows  70 ,  75  to maintain a supply in the auxiliary lubrication system  64  without providing excess flow or generating windage or churning losses. In one disclosed embodiment, approximately 80% of lubricant exhausted from the geared architecture  48  is routed to the auxiliary lubrication system  64  by the baffle  80 . In another disclosed embodiment, more than 50% of lubricant exhausted from the geared architecture  48  is routed to the auxiliary lubrication system  64  by the baffle  80 . In another disclosed embodiment, lubricant flow is split evenly between the auxiliary system  64  and the sump  68 . Additionally, it is also within the contemplation of this disclosure to direct all lubricant flow either forward or aft to one of the auxiliary lubrication system  64  and the sump  68 . 
     Referring to  FIGS.  5 ,  6 , and  7    with continued reference to  FIG.  2   , the example baffle  80  includes a channel  96  defined between an outer wall  112  and a back wall  106 .  FIG.  6    illustrates the example baffle  80  with the outer wall  112  removed to show the ramp portions  108  and  110  within channel  96 . The channel  96  extends radially outward from an inlet  98  to a forward end  95  on a forward side  83  of the baffle  80  and to an aft end  97  on an aft side  85  of the baffle  80 . The channel  96  includes a first ramp portion  108  that directs lubricant from the inlet  98  toward the forward end  95 . A second ramp portion  110  directs lubricant flow toward the aft end  97 . The first ramp portion  108  and the second ramp portion  110  meet at an apex  116  near the inlet  98 . The apex  116  splits lubricant flow entering the inlet  98  such that it flows toward one of the forward end  95  and the aft end  97  of the channel  96 . 
     The baffle  80  includes a width  100  between a forward side  83  and an aft side  85 . The scoop  118  is disposed at a midpoint  102  equally spaced between the sides  83 ,  85 . The apex  116  is spaced apart from the midpoint  102  a distance  104  such that it is offset from the midpoint  102 . In one disclosed embodiment, the distance  104  extends aft from the midpoint  102 . The location of the apex  116  defines and proportions the amount of lubricant that is routed to each of the forward and aft ends  95 ,  97 . In this disclosed embodiment, the location of the apex  116  offset toward the aft side  85  to provide more lubricant flow forward along the first ramp portion  108 . As appreciated, the apex  116  location may be adjusted to tailor a desired split of exhausted lubricant forward and aft of the geared architecture. 
     The first and second ramp portions  108 ,  110  extend across the entire channel  96  between the outer wall  112  and the back wall  106 . The first ramp portion  108  and the second ramp portion  110  are disposed near the inlet to minimize directional changes in lubricant flow. Directional changes in lubricant flow impart work on the lubricant flow that can create windage and churning, and heat the lubricant. 
     The outer wall  112  is curved to correspond with a curvature of the corresponding planet gear  74 . The channel  96  includes a curvature that corresponds to the outer wall  112  and the planet gear  74 . It should be appreciated, that other curvatures and shapes could be utilized to provide a desired lubricant flow and are within the scope and contemplation of this disclosure. The example baffle  80  is disclosed as a single integral part, but may be fabricated and formed in several different parts. 
     Referring to  FIG.  8   , another example baffle  150  is shown with the outer wall  112  removed to show another example ramp portion  152  within a channel  155 . The channel  155  has a height  105  and a width  100 . The ramp portion  152  begins at the inlet  98  and extends to the forward end  95  to direct all lubricant toward the forward end  95 . The ramp portion  152  is a continuous surface that extends the full width  100  of the baffle  150  from an aft most point  154  at the inlet  98  to a forward most point  156  that is radially outward of the inlet  98 . In this example, the aft most point  154  is also the apex of the ramp portion  152 . An angle  158  of the ramp portion  152  from a line radial plane extending from the engine longitudinal axis A is dependent on the width  100  and the radial height  105  of the channel  155 . In one example embodiment, the angle  158  is between about 30° and 60°. In another disclosed embodiment, the angle  158  is about 45 °. 
     Referring to  FIG.  9   , another example baffle  160  is shown with the outer wall  112  removed to show example ramp portions  162 A and  162 B within a channel  165 . The ramp portions  162 A and  162 B begin at an apex  164  at the inlet  98  and diverge to opposite sides of the baffle  160 . The apex  164  is positioned at the midpoint  102  of the width  100  such that lubricant flow is directed evenly toward the forward point  168  and an aft point  166 . An angle  170  between the ramp portions  162 A and  162 B is dependent on the width  100  baffle and the radial height  105  of the channel  165 . In one disclosed embodiment, the angle  170  is between 45° and 75°. In another disclosed embodiment, the angle  170  is about 60°. 
     Referring to  FIGS.  10 ,  11 , and  12   , another example baffle  120  is shown and includes a flow splitter  124  dividing exhausted lubricant flow.  FIG.  11    is shown without a forward wall  128  to show the flow splitter  124  more clearly. The flow splitter  124  extends radially upward from a scoop  122  through inlet  126  and into a channel  130 . The flow splitter  124  includes a splitter portion  136  and a support portion  134 . The splitter portion  136  directs flow toward the forward side  144  and aft toward the aft side  146  of the baffle  120 . The example flow splitter  124  is disposed at a midpoint  138  of a width  140  of the baffle  120  and therefore evenly splits lubricant flow toward forward side  144  and an aft side  146 . 
     The baffle  120  includes a forward wall  128  and a back wall  132 . The channel  130  is defined between the forward and back walls  128 ,  132 . The forward wall  128  may be partially supported by the support portion  134  of the flow splitter  124 . The support portion  134  extends from the back wall  132  to the forward wall  128 . The support portion  134  may be an integral portion of the baffle  120  and define a rib that provides support for the forward wall  128 . 
     Referring to  FIG.  13   , another disclosed baffle  125  includes a flow splitter  150  that is spaced a distance  142  apart from the midpoint  138 .  FIG.  13    is shown without the forward wall to enable a clear view of the flow splitter  150 . The spaced distance  142  from the midpoint  138  provides for an unequal split in lubricant flow between the forward side  144  and the aft side  146 . In one disclosed embodiment, the location of the splitter  150  provides 80% of exhausted lubricant flow toward the forward side with the remainder of lubricant low being directed aft. In another embodiment, the flow splitter  150  is disposed to provide more than 50% of lubricant flow forward and less than 50% aft. It should be appreciated, that the location of the flow splitter  150  may be arranged to proportion exhausted lubricant flow as desired for a specific application and such other positons are within the contemplation and scope of this disclosure. 
     The disclosed baffles provide for the distribution of exhaust lubricant flow between forward and aft sides of the geared architecture. Distribution of the exhaust lubricant flows are proportioned to efficiently allocate lubricant flow between the auxiliary lubrication system and the sump of the primary lubrication system. 
     Although example embodiments have been described, a worker of ordinary skill in this art would recognize that certain modifications would come within the scope of this disclosure. For that reason, the following claims should be studied to determine the scope and content of this disclosure.