Patent Description:
The invention relates to an assembly for a gas turbine engine, to a gas turbine engine and to a method of damping for a gas turbine engine.

A gas turbine engine typically includes at least a compressor section, a combustor section and a turbine section. The compressor section pressurizes air into the combustion section where the air is mixed with fuel and ignited to generate an exhaust gas flow. The exhaust gas flow expands through the turbine section to drive the compressor section and, if the engine is designed for propulsion, a fan section.

The turbine section may include multiple stages of rotatable blades and static vanes. An annular shroud or blade outer air seal may be provided around the blades in close radial proximity to the tips of the blades to reduce the amount of gas flow that escapes around the blades. The shroud typically includes a plurality of arc segments that are circumferentially arranged in an array. The blades, vanes and arc segments are exposed to relatively hot gases in the gas flow path and may be configured to receive cooling airflow to cool portions of the component. The components may be subject to vibration during engine operation.

<CIT> discloses a prior art internally damped airfoil component and method.

<CIT> discloses a prior art CMC component with integral cooling channels and a method of manufacture thereof.

From one aspect, there is provided an assembly for a gas turbine engine as recited in claim <NUM>.

There is also provided a method of damping for a gas turbine engine as recited in claim <NUM>.

The various features and advantages of this invention will become apparent to those skilled in the art from the following detailed description of an embodiment.

The engine parameters described above and those in this paragraph are measured at this condition unless otherwise specified. The low fan pressure ratio as disclosed herein according to one non-limiting embodiment is less than about <NUM>, or more narrowly greater than or equal to <NUM>. The "Low corrected fan tip speed" as disclosed herein according to one non-limiting embodiment is less than about <NUM> ft / second (<NUM> meters/second), and can be greater than or equal to <NUM> ft / second (<NUM> meters/second).

<FIG> illustrates an exemplary section of a gas turbine engine, such as the turbine section <NUM> of <FIG>. The turbine section <NUM> includes a plurality of components <NUM> arranged relative to the engine axis A, including a rotor <NUM>, one or more airfoils <NUM>, and one or more blade outer air seals (BOAS) <NUM>. Example airfoils <NUM> include rotatable blades <NUM>-<NUM> and static vanes <NUM>-<NUM>. The rotor <NUM> is coupled to a rotatable shaft <NUM> (shown in dashed lines for illustrative purposes). The shaft <NUM> can be one of the shafts <NUM>, <NUM> of <FIG>, for example. The rotor <NUM> carries one or more blades <NUM>-<NUM> that are rotatable about the engine axis A in a gas path GP, such as the core flow path C.

Each airfoil <NUM> includes an airfoil section 62A extending in a spanwise or radial direction R from a first (e.g., inner) platform section 62B. Each blade <NUM>-<NUM> extends in the radial direction R from the platform section 62B to a tip portion 62T. Each vane <NUM>-<NUM> extends in the radial direction R from the first platform section 62B to a second (e.g., outer) platform section 62C. The platform sections 62B, 62C can serve as end walls that bound or define a respective portion of the gas path GP. The airfoil section 62A generally extends in a chordwise or axial direction X between a leading edge 62LE and a trailing edge 62TE, and extends in a circumferential or thickness direction T between pressure and suction sides 62P, <NUM>. The pressure and suction sides 62P, <NUM> are joined at the leading and trailing edges 62LE, 62TE to establish an aerodynamic surface contour of the airfoil <NUM>. The root section 62R of the blade <NUM>-<NUM> can be mounted to, or can be integrally formed with, the rotor <NUM>. The vane <NUM>-<NUM> can be arranged to direct or guide flow in the gas path GP from and/or towards the adjacent blade(s) <NUM>-<NUM>.

Each BOAS <NUM> can be spaced radially outward from the tip portion 62T of the blade <NUM>-<NUM>. The BOAS <NUM> can be continuous or can be segmented to include an array of seal arc segments that are circumferentially distributed or arranged in an annulus about the engine axis A and about an array of the blades <NUM>-<NUM> to bound the gas path GP, as illustrated in <FIG>.

The turbine section <NUM> can include at least one array of airfoils <NUM>, including at least one array of blades <NUM>-<NUM> and at least one array of vanes <NUM>-<NUM>, and can include at least one array of BOAS <NUM> arranged circumferentially about the engine axis A. The array of vanes <NUM>-<NUM> are adjacent to and spaced axially from the array of blades <NUM>-<NUM> relative to the engine axis A. The tip portions 62T of the blades <NUM>-<NUM> and adjacent BOAS <NUM> are arranged in close radial proximity to reduce the amount of gas flow that escapes around the tip portions 62T through a corresponding clearance gap G. The engine <NUM> can include an active or passive clearance control system to adjust the clearance gap G to a desired dimension during one or more operating conditions of the engine <NUM>. The clearance gap G may also vary during operation of the engine <NUM>, such as between a non-operating, cold assembly state or condition, a cruise condition and/or a takeoff condition.

The turbine section <NUM> includes a cooling arrangement <NUM> for providing cooling augmentation to the components <NUM> during engine operation. The cooling arrangement <NUM> can include one or more cooling cavities or plenums P1, P2 defined by a portion of the engine static structure <NUM> such as the engine case <NUM>. The plenum P2 can be at least partially defined or bounded by a rotatable portion of the engine <NUM>, such as the rotor <NUM>. One or more coolant sources CS (one shown) are configured to provide cooling air to the plenums P1, P2. The plenums P1, P2 are configured to receive pressurized cooling flow from the coolant source(s) CS to cool portions of the components <NUM> including the airfoils <NUM> and/or BOAS <NUM>. Coolant sources CS can include bleed air from an upstream stage of the compressor section <NUM> (<FIG>), bypass air, or a secondary cooling system aboard the aircraft, for example. Each of the plenums P1, P2 can extend in the circumferential direction T between adjacent airfoils <NUM> and/or BOAS <NUM>.

<FIG> illustrates an axial view of an assembly, such as a portion of one of the stages of the turbine section <NUM>. The BOAS <NUM> can be mounted or otherwise secured to a support <NUM>. The support <NUM> can be continuous or segmented. The support <NUM> can be mounted through one or more connections <NUM> to the engine case <NUM> or another portion of the engine static structure <NUM>. In other examples, the BOAS <NUM> are directly attached to the engine case <NUM>.

Each component <NUM> can be formed of a material having a high temperature capability, including metallic and non-metallic materials. Example metallic materials include metals and alloys, such as nickel-based and single crystal alloys. Example non-metallic materials include ceramic-based materials such as monolithic ceramics and ceramic matrix composites (CMC). Monolithic ceramics can include silicon carbide (SiC) and silicon nitride (Si<NUM>N<NUM>) materials. Other non-metallic materials include polymer matrix composites (PMC). Example PMC materials can include fibers embedded in a polymer matrix. Exemplary fibers can include ceramic, carbon, steel, aramid fibers. The polymer matrix may incorporate thermoset and thermoplastic materials, for example.

Components <NUM> constructed from CMC and/or other composite materials may be suspended between and mounted to the engine static structure <NUM> at opposed ends of the respective component <NUM>. The composite component <NUM> may be subject to mechanical and thermal stress concentrations during engine operation, including vibration, which may lead to degradation of the component <NUM>. Additionally, metal to CMC interface temperatures may exceed maximum use temperatures of the component <NUM>. The composite components <NUM> can incorporate one or more cooling flow paths to provide cooling augmentation. These cooling flow paths may be subject to blockage due to degradation of the component <NUM>.

The teachings disclosed herein can be utilized to dampen and provide cooling augmentation to various gas turbine engine components and assemblies during engine operation, including components incorporating any of the materials disclosed herein. The disclosed teachings can be utilized to improve durability of the component and any associated damper. The teachings disclosed herein can be utilized to reduce a likelihood of blockage of cooling flow paths through the component.

<FIG> disclose an exemplary assembly <NUM> for a gas turbine engine. In this disclosure, like reference numerals designate like elements where appropriate and reference numerals with the addition of one-hundred or multiples thereof designate modified elements that are understood to incorporate the same features and benefits of the corresponding original elements. The assembly <NUM> can be incorporated into the turbine section <NUM> or another portion of the engine <NUM>. Other portions of the engine <NUM> can benefit from the teachings disclosed herein, including airfoils and end walls in the compressor section <NUM>, combustor panels or liners defining portions of a combustion chamber in the combustor section <NUM>, exhaust nozzles, and other portions of the engine <NUM> that may be subject to vibration and/or elevated temperature conditions during engine operation. Other systems can also benefit from the teachings disclosed herein, including engines lacking a fan for propulsion.

Referring to <FIG>, the assembly <NUM> can include at least one gas turbine engine component <NUM> and damper <NUM> (shown in dashed lines for illustrative purposes). The component <NUM> can establish a wall <NUM> of a gas turbine engine, such as engine <NUM>. The wall <NUM> can be dimensioned to bound a gas path GP, such as the core flow path C of <FIG>. The wall <NUM> can be incorporated into various portions of the engine, such as components of the compressor section <NUM>, combustor section <NUM>, and/or turbine section <NUM>. The component <NUM> can be a turbine component or portion thereof, such as one of the airfoils <NUM> or the BOAS <NUM> of <FIG>. The wall <NUM> can be incorporated in the airfoil section 62A and/or platform sections 62B, 62C of the airfoils <NUM> of <FIG>. The assembly <NUM> can be established by at least one of the blades <NUM>-<NUM>, vanes <NUM>-<NUM>, and/or BOAS <NUM> of the turbine section <NUM> to provide damping and cooling augmentation.

The component <NUM> includes a main body <NUM> extending in a first direction between a gas path surface <NUM> and a component (e.g., second) contact surface 172C. The first direction may be substantially parallel to a radial direction R such that the main body <NUM> extends in the radial direction R between the contact surface 172C and gas path surface <NUM> relative to the engine axis A. The gas path surface <NUM> is dimensioned to bound a portion of the gas path GP. In implementations, the main body <NUM> extends in an axial direction X between a leading edge portion 161LE and a trailing edge portion 161TE. The main body <NUM> can extend in a circumferential direction T between first and second mate faces <NUM>. It should be understood that arrangement of the component <NUM> of <FIG> is exemplary and that the component <NUM> can be arranged at any orientation relative to the engine axis A in accordance with the teachings disclosed herein.

Referring to <FIG>, with continuing reference to <FIG>, the component <NUM> can include flanges 161F extending outwardly from the main body <NUM>. Each of the flanges 161F can extend along a respective one of the mate faces <NUM> and can extend substantially or completely between the leading and trailing edge portions 161LE, 161TE (see, e.g., <FIG>). The term "substantially" means within <NUM>% of the stated value or relationship unless otherwise indicated. The flanges 161F can be mounted to flanges 137F of the engine case <NUM> or another portion of the engine static structure <NUM> utilizing various techniques, such as one or more fasteners F. The flanges 161F can be secured to the engine static structure <NUM> at respective first and second mounting points <NUM> (indicated at <NUM>-<NUM>, <NUM>-<NUM>). The component <NUM> can be dimensioned to extend between the mounting points <NUM>-<NUM>, <NUM>-<NUM> in an installed position. The component <NUM> can be suspended between the mounting points <NUM>-<NUM>, <NUM>-<NUM>. In other implementations, the component <NUM> can additionally and/or alternatively be mounted to the engine static structure <NUM> at one or more positions along the main body <NUM> inward of the leading and trailing edges 161LE, 161TE and/or mate faces <NUM>.

The damper <NUM> can be dimensioned and situated in the assembly <NUM> to provide damping of vibration experienced by adjacent component(s) <NUM> during engine operation, which can improve durability of the component(s) <NUM>. The damper <NUM> can include a damper body <NUM> including a damper (e.g., first) contact surface 174C. The damper <NUM> can include flanges 174F extending outwardly from the damper body <NUM>. The flanges 174F can be mounted to flanges 137F of the engine case <NUM> or another portion of the engine static structure <NUM> utilizing various techniques, such as one or more fasteners F. The damper <NUM> can be suspended between the flanges 174F.

The component contact surface 172C and damper contact surface 174C can be arranged to face or oppose each other along an interface <NUM> in a cold assembled state, as illustrated in <FIG>. The interface <NUM> can extend in a second direction, which can be substantially parallel to the axial and/or circumferential directions X, T. The contact surfaces 172C, 174C can be dimensioned, and the component <NUM> and damper <NUM> can be arranged, such that the contact surfaces 172C, 174C are spaced apart from each other but are in close proximity to establish a gap along the interface <NUM> in a cold assembly state, as illustrated in <FIG>. The gap can be dimensioned based on expected temperature excursions and thermal growth of the component <NUM> and damper <NUM> during operation. In other implementations, the contact surfaces 172C, 174C are dimensioned, and the component <NUM> and damper <NUM> are arranged, such that the contact surfaces 172C, 174C abut or contact each other along the interface <NUM> in the cold assembly state, as illustrated in <FIG>. The mounting points <NUM>-<NUM>, <NUM>-<NUM> can be spaced apart from, and can be on opposite sides of, the interface <NUM>. The gap can be dimensioned such that a pressure between contact surfaces 172C, 174C during the cold assembly state can be less than or equal to <NUM>%, or more narrowly less than or equal to <NUM>%, of a maximum pressure between the contact surfaces 172C, 174C during the hot assembly state. The maximum pressure can be associated with a takeoff condition or maximum power of the engine.

The component <NUM> and damper <NUM> can be arranged to establish contact or abutment with one another other along the interface <NUM> in a hot assembly state, as illustrated in <FIG>. The damper <NUM> is dimensioned to provide load transfer, damping of vibration of the component <NUM> and absorption of energy in response to contact along the interface <NUM> during engine operation. The contact surfaces 172C, 174C can abut or contact each other along the interface <NUM> in the hot assembly state, including during engine operation.

The component <NUM> and damper <NUM> can be arranged such that one of the component and damper (e.g., first and second) contact surfaces 172C, 174C faces radially inward with respect to the radial direction R, and such that another one of the component and damper contact surfaces 172C, 174C faces radially outward with respect to the radial direction R. In the example of <FIG>, the damper contact surface 174C faces radially inward with respect to the radial direction R, and the component contact surface 172C faces radially outward with respect to the radial direction R. However, it should be understood that the opposite arrangement of the contact surfaces 172C, 174C can be utilized in accordance with the teachings disclosed herein.

The component <NUM> and damper <NUM> can be exposed to hot gases conveyed through the gas path GP and elevated temperatures during engine operation. The assembly <NUM> can incorporate a cooling scheme <NUM> for providing cooling augmentation to portions of the assembly <NUM> during engine operation, including the component <NUM> and/or damper <NUM>. The cooling augmentation can reduce thermal stress concentrations and degradation of the component <NUM> and damper <NUM>.

The cooling scheme <NUM> can be established by one or more cooling passages <NUM> and/or cooling paths <NUM>, <NUM>. Each of the cooling passages <NUM> and cooling paths <NUM>, <NUM> can be dimensioned to convey cooling flow from a cooling source CS to cool portions of the component <NUM> and/or damper <NUM> adjacent to the interface <NUM> (cooling source CS shown in dashed lines in <FIG> for illustrative purposes). A cross-sectional area of the cooling passages <NUM> and cooling paths <NUM>, <NUM> can be the same or can differ. In implementations, cooling passages <NUM> adjacent a perimeter of the interface <NUM> can have a smaller cross-sectional area than cooling passages <NUM> relatively more inward of the perimeter of the interface <NUM> and towards the center of the component <NUM>. The cooling passages <NUM> and cooling paths <NUM>, <NUM> can be substantially linear or can have a curved or complex profile to provide targeted cooling augmentation. The respective profiles of the cooling passages <NUM> and cooling paths <NUM>, <NUM> can be established to direct cooling flow to localized regions of the component <NUM> that may have relatively greater cooling demands and/or to avoid localized regions of the component <NUM> having relatively greater stiffness demands relative to vibration damping requirements. The cooling passages <NUM> and cooling paths <NUM>, <NUM> can be fluidly isolated from the other cooling passages <NUM> and cooling paths <NUM>, <NUM> and/or from each other along a span of the component <NUM>. In operation, the component <NUM> may have a relatively higher temperature than the damper <NUM> such that contact between the component <NUM> and damper <NUM> may cause an increase in temperature of the damper <NUM>, or vice versa. The damper <NUM> may also be exposed to relatively hot gases communicated in the adjacent gas path. The cooling scheme <NUM> can be utilized to reduce a temperature of the component <NUM> and damper <NUM> including during contact, which may reduce a likelihood of the component <NUM> and/or damper <NUM> operating above a maximum design temperature of the material. The cooling augmentation can reduce a temperature of the damper <NUM>, which can increase damping capability of the damper <NUM>.

The cooling passages <NUM> can be established in a thickness of the main body <NUM> of the component <NUM>. The cooling passages <NUM> can be aligned with the interface <NUM> relative to the second direction, such as the axial and/or circumferential directions X, T, as illustrated in <FIG>.

The damper body <NUM> can have one or more standoffs <NUM>. The damper body <NUM> can include one or more recesses 174R between adjacent standoffs <NUM>. Various techniques can be utilized to form the recesses 174R, including a machining or casting operation performed on a block of material. The standoffs <NUM> can be dimensioned to establish a discrete set of contact points CP along the interface <NUM> in the hot assembly state, as illustrated in <FIG>. The standoffs <NUM> can be dimensioned to have the same heights such that all of the standoffs <NUM> are in contact with the component contact surface 172C at the same time. In other implementations, the standoffs <NUM> can have different heights such that fewer than all of the standoffs <NUM> are in contact with the component contact surface 172C at the same time.

The component <NUM> and damper <NUM> can cooperate to establish one or more cooling paths <NUM> along the interface <NUM> between the set of discrete contact points CP, as illustrated in <FIG>. The recesses 174R may be formed as channels in the damper body <NUM> to establish respective cooling paths <NUM>. The recesses 174R may be formed by removing material from the damper body <NUM>, which can reduce weight of the assembly <NUM>. In implementations, one or more of the cooling paths <NUM> can be formed in the main body <NUM> of the component <NUM> along the component contact surface 172C. The cooling paths <NUM> can be fluidly isolated from each other along the damper <NUM> and interface <NUM>. The cooling paths <NUM> can be generally parallel, perpendicular or otherwise transverse to the cooling passages <NUM> to provide localized cooling augmentation. In other implementations, the recesses 174R and cooling paths <NUM> are omitted (see, e.g., <FIG>).

The cooling passages <NUM> and cooling paths <NUM>, <NUM> can be established at various positions relative to each other and the interface <NUM>. The cooling passages <NUM> can be substantially aligned with respective cooling paths <NUM>, and the standoffs <NUM> can be substantially aligned with the cooling paths <NUM>, as illustrated in <FIG>. In examples, one or more cooling passages <NUM> can be substantially aligned with respective standoffs <NUM>, as illustrated by the standoff <NUM>-<NUM> and cooling passage <NUM>-<NUM> of <FIG>.

Various materials can be utilized to establish or form the component <NUM> and damper <NUM>. The component <NUM> and damper <NUM> can be formed from the same type or different type of materials, including any of the materials disclosed herein such as metallic and/or non-metallic materials. In examples, the component <NUM> is made of a non-metallic material, and the damper <NUM> is made of a metallic material. The damper body <NUM> can have a monolithic construction and can be machined or otherwise formed according to a predetermined geometry (see, e.g., <FIG>). In implementations, the damper body <NUM> is formed from sheet metal and shaped according to a predetermined geometry (see, e.g., <FIG>). In other implementations, the damper <NUM> is constructed of two or more pieces that are fastened or otherwise secured together.

The component <NUM> including the main body <NUM> can be established by a composite construct <NUM>. The composite construct <NUM> can incorporate any of the materials disclosed herein and can be established by any of the techniques disclosed herein. Example composite materials establishing the composite construct <NUM> can include ceramic matrix composites (CMC), metal matrix composite (MMC), and organic matrix composites (OMC) including polymeric matrix composites (PMC) and carbon matrix composites (which may be referred to as carbon-carbon composites). The composite construct <NUM> can include fibers 178F in a matrix material <NUM>. The fibers 178F can be arranged according to one or more fiber constructions <NUM>. Various techniques can be utilized to establish the composite construct <NUM>, including arranging the fibers 178F in a preform, impregnating the fibers 178F with the matrix material <NUM>, and then curing the composite construct <NUM>. The fibers 178F can be arranged in tows formed around one or more mandrels corresponding to a geometry of the respective cooling passages <NUM> and/or cooling paths <NUM>. In examples, cavities associated with the cooling paths <NUM> can receive filler material such that the cooling paths <NUM> are omitted. Various techniques can be utilized to establish the matrix, including a chemical vapor infiltration (CVI), melt infiltration (MI) or polymer infiltration and pyrolysis (PIP) process.

Various fiber constructions <NUM> can be utilized to establish the composite construct <NUM>, including fibers arranged in one-dimensional, two-dimensional and/or three-dimensional fiber networks. Figures 7A-<NUM> illustrate exemplary fiber constructions <NUM> (indicated at 184A-<NUM>). In examples, the composite construct <NUM> is constructed from braided plies including a plurality of braided yarns forming a weave, such as a plurality of biaxially braids 184A (<FIG>) and/or triaxially braids 184B (<FIG>). The layup of the composite construct <NUM> can include alternating layers of biaxially braided and triaxially braided plies. Referring to <FIG>, the biaxial braid 184A includes a first set of bias tows 184A-<NUM> interlaced with a second set of bias tows 184A-<NUM>. The bias tows 184A-<NUM>, 184A-<NUM> are arranged to establish respective positive and negative bias angles α with respect to a longitudinal axis LA generally extending in a braid direction BD. Referring to <FIG>, the triaxial braid 184B includes first and second sets of bias tows 184B-<NUM>, 184B-<NUM> and a set of axial tows 184B-<NUM> interlaced with the bias tows 184B-<NUM>, 184B-<NUM>. Each axial tow 184B-<NUM> is arranged along a longitudinal axis LA generally extending in a braid direction BD. The bias tows 184B-<NUM>, 184B-<NUM> are arranged to establish respective positive and negative bias angles α with respect to the longitudinal axis LA. Example fabrics include a three-dimensional woven fabric 184C having one or more fibers extending in a through-thickness direction DT across multiple planes associated with other fibers extending a width direction DW and/or lengthwise direction DL of the fiber construction 184C (<FIG>). Other example fabrics include a non-crimp fabric 184D (<FIG>), a two-dimensional woven fabric 184E (<FIG>), and satin weaves. Other example fiber constructions include layer-to-layer angle interlock weaves and fibers arranged in a one-dimensional unidirectional pattern 184F (<FIG>). There may also be variations within each fiber construction, such as the relative angles of the fibers and tows relative to one another.

Referring back to <FIG>, the main body <NUM> can include a core 172X. The mounting points <NUM>-<NUM>, <NUM>-<NUM> can be established on opposite side of the core 172X relative to the second direction (e.g., the thickness direction T). One or more of the cooling passages <NUM> can be established in the core 172X. Some of the fibers 178F can be arranged to establish cooling passages <NUM> adjacent to the interface <NUM>.

The core 172X can be established according to any of the fiber constructions disclosed herein, including fibers 178F arranged to establish a three-dimensional weave. For the purposes of this disclosure, three-dimensional fiber constructions include some amount of fibers woven in a through-thickness direction across multiple planes of the fiber construct (see, e.g., <FIG>). The three-dimensional weave may include fibers 178F extending in a through-thickness direction of the core 172X, as illustrated by fiber 178F-<NUM>. The fiber 178F-<NUM> can be arranged in a loop that lies in a plane extending in the through-thickness direction of the composite construct <NUM> (e.g., along the cross section), with the fiber 178F-<NUM> looping about one or more of the cooling passages <NUM>. Segments <NUM> of the respective fiber 178F can be arranged along generally periodic (e.g., sinusoidal) paths that can alternate on opposite sides of the cooling passages <NUM> (e.g., over and under). The periodic paths of the segments <NUM> can crisscross each other to establish one or more internal walls (e.g., partitions) 172W of the main body <NUM> between adjacent cooling passages <NUM>. At least some of the fibers 178F having an alternating, crisscrossing arrangement can establish one or more of the cooling passages <NUM>. Although a single fiber 178F-<NUM> is illustrated as having segments <NUM> alternating and crisscrossing to establish the internal walls 172W, it should be understood that the fiber construction <NUM> can be established a plurality of fibers 178F-<NUM> in the through-thickness direction having an alternating, crisscrossing arrangement to establish the three-dimensional weave. Fibers extending in the lengthwise direction are omitted from the fiber construction <NUM> of <FIG> for illustrative purposes. Each of the internal walls 172W establish a load path between the component contact surface 172C and the gas path surface <NUM>. The internal walls 172W and alternating, crisscrossing arrangement of fiber(s) 184F-<NUM> in the through-thickness direction can increase rigidity of the component <NUM>, which can reduce a likelihood of blockage through the cooling passages <NUM> that may otherwise be caused by a collapse of the material.

The composite construct <NUM> can include other fiber arrangements establishing various portions of the component <NUM>. The main body <NUM> can include fibers 178F arranged in a first set of plies <NUM> and a second set of plies <NUM> extending along opposite sides of the core 172X relative to the first direction (e.g., the radial direction R) to establish the gas path surface <NUM> and the component contact surface 172C. Each of the sets of plies <NUM>, <NUM> can include one or more plies arranged in sets to establish layers of the composite construct <NUM>. The plies <NUM>, <NUM> can be formed according to any of the fiber constructions disclosed herein, two-dimensional and/or three-dimensional fiber constructions. One or more cooling paths <NUM> can be established at a respective region between the crisscrossing segments <NUM> of fibers 178F-<NUM> and the adjacent plies <NUM>, <NUM>. The plies <NUM>, <NUM> can be joined together at one or more bifurcations <NUM>, such as a first bifurcation <NUM>-<NUM> and second bifurcation <NUM>-<NUM>. The bifurcations <NUM>-<NUM>, <NUM>-<NUM> can be established adjacent to the respective mounting points <NUM>-<NUM>, <NUM>-<NUM>. The bifurcations <NUM> can increase an overall inertia of the component <NUM>.

<FIG> illustrates an exemplary method of damping for a gas turbine engine in a flow chart <NUM>. The method <NUM> can be utilized to dampen various gas turbine engine components, including any of the components and associated assemblies disclosed herein, such as the component <NUM>. Reference is made to the component <NUM> and assembly <NUM> for illustrative purposes.

At step 190A, the component <NUM> is positioned adjacent to the damper <NUM> to establish the cold assembly state, as illustrated in <FIG>. At step 190B, the component <NUM> can be secured to a portion of the gas turbine engine. Step 190B can include securing the component <NUM> to the static structure <NUM> at one or more mounting points <NUM>, including the first and second mounting points <NUM>-<NUM>, <NUM>-<NUM>. Step 190B can occur such that the component <NUM> is suspended between the mounting points <NUM>-<NUM>, <NUM>-<NUM>.

At step 190C, in operation the damper <NUM> provides an amount of damping to the component <NUM> during the hot assembly state. The damper <NUM> can provide the amount of damping to the component <NUM> during the hot assembly state in response to contact between the component contact surface 172C and damper contact surface 174C along the interface <NUM>. The contact may occur due to relative movement between the component <NUM> and damper <NUM>, which may be caused by mechanical loading and/or thermal growth of the component <NUM>, damper <NUM> and/or other portions of the engine.

At step 190D, cooling flow can be conveyed to provide cooling augmentation to the component <NUM> and/or damper <NUM>. Step 190D can include conveying cooling flow through the cooling passages <NUM>, cooling paths <NUM> and/or cooling paths <NUM> to provide cooling augmentation to adjacent portions of the component <NUM> and portions of the damper <NUM> in contact with the component <NUM> along the interface <NUM>. Step 190D can include conveying cooling flow through cooling paths <NUM> established between the contact points CP along the interface <NUM>. Step 190D can include conveying the cooling flow from the cooling passages <NUM>, cooling paths <NUM> and/or cooling paths <NUM> to one or more downstream components to provide secondary cooling augmentation, including any of components disclosed herein such as the components <NUM>, <NUM> of <FIG>.

<FIG> illustrates another exemplary assembly <NUM> including a gas turbine engine component <NUM> and an adjacent damper <NUM>. In the implementation of <FIG>, the component <NUM> is established by a composite construct <NUM> having fibers 278F in a matrix material <NUM>. The component <NUM> can include a core 272X established by the composite construct <NUM>. Sets of fibers 278F-<NUM> can be arranged in two-dimensional weaves in a through-thickness direction and that establish plies <NUM> looping about one or more cooling passages <NUM>. The composite construct <NUM> can include fibers 278F-<NUM> establishing one or more overwraps <NUM>. The fibers 278F-<NUM> can be arranged in plies <NUM> to establish the respective overwraps <NUM>. The plies <NUM>, <NUM> are arranged to establish the core 272X.

The fiber construction of the plies <NUM>, <NUM> can be the same or can differ, and can be formed according to any of the fiber constructions disclosed herein. In implementations, the plies <NUM> including fibers arranged in a two-dimensional network, and the plies <NUM> are arranged in a three-dimensional fiber network. In other examples, the plies <NUM> are arranged in a two-dimensional fiber network, which can be the same or differ from the two-dimensional fiber network of the plies <NUM>. Each overwrap <NUM> can be dimensioned to encircle one or more of the sets of fibers 278F-<NUM> of the two-dimensional weave establishing the respective cooling passages <NUM>. Set of plies <NUM>, <NUM> can be arranged to extend along each overwrap <NUM> on opposite sides of the core 272X. Fibers 278F-<NUM> can be arranged to establish the plies <NUM>, <NUM>.

<FIG> illustrates another exemplary assembly <NUM> including a gas turbine engine component <NUM> adjacent to a damper <NUM>. The damper <NUM> includes a damper body <NUM> establishing one or more damper contact surfaces 374C. The damper body <NUM> can be formed from corrugated sheet metal having one or more undulations that establish respective standoffs <NUM> distributed along a length and/or width of the damper body <NUM>. The standoffs <NUM> can be dimensioned to establish respective contact points CP of the contact surface 374C with an opposing contact surface 372C of the component <NUM> along the interface <NUM>.

Various techniques can be utilized to secure the component <NUM>, including any of the techniques disclosed herein. The component <NUM> can include a set of hooks <NUM> extending outwardly from a main body <NUM> of the component <NUM>. The hooks <NUM> can be dimensioned to engage respective hooks <NUM> of the engine case <NUM> or another portion of the static structure <NUM> at respective mounting points <NUM>-<NUM>, <NUM>-<NUM>. In other implementations, the component <NUM> has a dovetail interface at the mounting points <NUM>-<NUM>, <NUM>-<NUM>. The component <NUM> can be slid or otherwise moved in a circumferential direction T between the hooks <NUM> to mount the component <NUM>. The component <NUM> can be suspended between the mounting points <NUM>-<NUM>, <NUM>-<NUM>. The damper <NUM> can be secured to the engine case <NUM> and static structure <NUM> utilizing various techniques, such as one or more fasteners F.

<FIG> illustrates yet another exemplary assembly <NUM> including a gas turbine engine component <NUM> adjacent to a damper <NUM>. The damper <NUM> has a damper body <NUM> having a generally U-shaped, convex geometry. The damper body <NUM> includes a damper contact surface 474C dimensioned to contact or abut an opposing component contact surface 472C of the component <NUM>. Standoffs can be omitted such that the damper body <NUM> has a substantially planar geometry along the damper contact surface 474C establishing the interface <NUM>.

<FIG> discloses an exemplary arrangement <NUM> including a gas turbine component <NUM> and one or more dampers <NUM>. In the illustrated example of <FIG>, the component <NUM> is an airfoil <NUM> including an airfoil section 562A establishing a cooling scheme <NUM> dimensioned to convey cooling flow from a coolant source CS to provide cooling augmentation to adjacent portions of the airfoil <NUM>. The component <NUM> can be formed utilizing any of the techniques and materials disclosed herein. The component <NUM> can be established by a composite construct <NUM> utilizing any of the fiber constructions disclosed herein. The composite construct <NUM> can establish one or more cooling passages <NUM> in respective walls <NUM> of the component <NUM>, including the pressure and/or suction sides 562P, <NUM> of the airfoil <NUM>. The cooling passages <NUM> can be spaced apart by respective walls 572W. One or more dampers <NUM> can be positioned in a respective internal cavity <NUM> established in the component <NUM>. The internal cavity <NUM> can be dimensioned to convey cooling flow from the coolant source CS to provide cooling augmentation to adjacent portions of the component <NUM>. The cooling passages <NUM> can be fluidly isolated from each other and/or the internal cavity <NUM>. In other implementations, the internal cavity <NUM> conveys cooling flow to the cooling passages <NUM> in operation.

The disclosed assemblies can be utilized to provide secondary cooling augmentation to other components and portions of the engine, including any of the components disclosed herein. In the illustrative example of <FIG>, the assembly <NUM> is incorporated into a turbine section <NUM>. The assembly <NUM> includes a gas turbine engine component <NUM> and at least one damper <NUM> (shown in dashed lines for illustrative purposes). The damper <NUM> can be positioned in an internal cavity of the component <NUM>, as illustrated by the damper <NUM> of <FIG>. The component <NUM> and damper <NUM> can be fabricated according to, and can include any of the materials, disclosed herein. In implementations, the component <NUM> is formed from a CMC, PMC or other composite material, and the damper <NUM> is formed from a metallic material.

The assembly <NUM> establishes a cooling scheme <NUM> incorporated into a cooling arrangement <NUM>. The component <NUM> can include one or more cooling passages <NUM> dimensioned to convey cooling flow CF from a cooling source CS directly or via a cooling cavity or plenum P1 to cool adjacent portions of the component <NUM> and/or damper <NUM>, including an interface <NUM> established therebetween. The component <NUM> can be arranged to convey the cooling flow CF to a downstream portion of the turbine section <NUM> and/or another portion of the engine to provide secondary cooling augmentation, which can occur subsequent to cooling portions of the component <NUM> and damper <NUM> adjacent to the interface <NUM>. In implementations, the cooling flow CF is communicated from the cooling passages <NUM> to a cooling cavity or plenum P2. The cooling flow CF can be conveyed from the plenum P2 to one or more other gas turbine engine components <NUM>, such as an adjacent blade <NUM>-<NUM>. The components <NUM> can include a tangential on-board injector (TOBI) or radial on-board injector (ROBI) that convey the cooling flow CF to a downstream component.

In the illustrative example of <FIG>, the assembly <NUM> is incorporated into a turbine section <NUM>. The assembly <NUM> includes a gas turbine engine component <NUM> and at least one damper <NUM> adjacent to the component <NUM>. In the illustrated example of <FIG>, the component <NUM> is a BOAS <NUM>. The assembly <NUM> establishes a cooling scheme <NUM> incorporated into a cooling arrangement <NUM>. The component <NUM> can include one or more cooling passages <NUM> dimensioned to convey cooling flow CF from a cooling source CS to provide cooling augmentation to portions of the component <NUM> and damper <NUM> adjacent to an interface <NUM>. The cooling passages <NUM> can be dimensioned to convey the cooling flow CF to a downstream portion of the turbine section <NUM>, such as a cavity or plenum P1. The cooling flow CF can be conveyed from the plenum P1 or directly to another component <NUM> such as a vane <NUM>-<NUM>. The vane <NUM>-<NUM> can include an internal cavity <NUM> dimensioned to receive the cooling flow CF. The cooling flow CF can be conveyed from the internal cavity <NUM> to cool portions of the component <NUM> and/or can be conveyed to another cavity or plenum P2.

Claim 1:
An assembly (<NUM>; <NUM>; <NUM>; <NUM>; <NUM>; <NUM>; <NUM>) for a gas turbine engine (<NUM>) comprising:
a metallic damper (<NUM>; <NUM>; <NUM>; <NUM>; <NUM>; <NUM>; <NUM>) including a first contact surface (174C; 274C; 374C; 474C; 774C); and
a gas turbine engine component (<NUM>; <NUM>-<NUM>; <NUM>-<NUM>; <NUM>; <NUM>; <NUM>; <NUM>; <NUM>; <NUM>; <NUM>; <NUM>; <NUM>; <NUM>) comprising:
a main body (<NUM>; <NUM>) extending in a first direction between a gaspath surface (<NUM>) and a second contact surface (172C; 272C; 372C; 472C);
wherein the first and second contact surfaces (174C; 274C; 374C; 474C; 774C, 172C; 272C; 372C; 472C) oppose each other along an interface (<NUM>; <NUM>; <NUM>; <NUM>; <NUM>) extending in a second direction, and the first and second contact surfaces (174C...472C) dimensioned to contact each other along the interface (<NUM>...<NUM>) in a hot assembly state; and
wherein the main body (<NUM>; <NUM>) is established by a composite (<NUM>; <NUM>; <NUM>) including fibers (178F; 278F) in a matrix material (<NUM>; <NUM>), and at least some of the fibers (178F; 278F) are arranged to establish a plurality of cooling passages (<NUM>; <NUM>; <NUM>; <NUM>; <NUM>) aligned with the interface (<NUM>...<NUM>) relative to the second direction.