42 - Scientific, technological and industrial services, research and design
Goods & Services
Research and development in the field of reducing carbon emissions in aviation, carbon reducing technologies in aviation gas turbine engines, and sustainable aviation fuel.
2.
System and method for guiding compressible gas flowing through a duct
A guide vane within an annular inlet duct of a gas-turbine engine provides for generating swirl within an annular inlet duct so as to provide for reducing the rate of deceleration of the inlet air flow within the annular inlet duct while providing for diffusion of the meridional component of velocity thereof.
Providing configuration data and engine information regarding the OEM assessment of operational history, namely, parts, repairs, configurations, and maintenance practices, for specifically identified aircraft engines and gas turbine engines for the purpose of consumers to make informed purchasing decisions
A sacrificial outer sleeve of a self-eroding single-use gas-turbine-engine igniter contains a main pyrotechnic composition and an initiator embedded therein proximate to a distal portion of the sacrificial outer sleeve. The sacrificial outer sleeve extends within a combustion chamber of the gas-turbine engine when operatively coupled thereto so as to provide for igniting a fuel/air mixture therein. The sacrificial outer sleeve is constructed of a material that is consumable either responsive to combustion of the main pyrotechnic composition responsive to activation of the initiator responsive to an actuation signal communicated via an associated signal conduit, or, responsive to a subsequent operation of said gas-turbine engine to which the igniter is operatively coupled, when operatively coupled thereto.
Exhaust gases (18, 18.2, 18.3) from an engine (16, 16'), input to turbo-compounder (20), drive a bladed turbine rotor (48) therein, which drives a multi-phase AC generator (56, 56.1, 56.1', 126, 126', 126'', 126'''), the output of which is used to electrically drive a multi-phase induction motor (104, 104'), the rotor (106) of which is mechanically coupled to the engine (16, 16'), so as to provide for recovering power to the engine (16, 16'). The multi-phase AC generator (56, 56.1, 56.1', 126, 126', 126'', 126''') may be coupled to the engine (16, 16') either by closure of a contactor (110, 110'), engagement of an electrically-controlled clutch (124), or by control of either a solid-state switching or control system (112, 125) or an AC excitation signal (130), when the frequency (fGENERATOR) of the multi-phase AC generator (56, 56.1, 56.1', 126, 126', 126'', 126''') meets or exceeds that (fMOTOR) of the multi-phase induction motor (104, 104').
A shrouded bladed-rotor for use as a rotor of an electrical generator incorporates a plurality of blades and an annular magnetically-permeable yoke concentric with an associated axis of revolution. An even-numbered plurality of permanent magnets are operatively coupled to an outer surface of the annular magnetically-permeable rotor yoke, the latter of which comprises either a shroud of the shrouded bladed-rotor or a ring of magnetically-permeable material encircling the shroud. The North-South axis of each permanent magnet is substantially radially oriented with respect to the axis of rotation, and North-South orientations of every pair of circumferentially-adjacent permanent magnets of the plurality of permanent magnets are opposite to one another. A non-magnetic magnet-retaining-ring encircling the plurality of permanent magnets has sufficient hoop strength to retain the plurality of permanent magnets on the annular magnetically-permeable rotor yoke during intended operation of the electrical generator.
A variable-reluctance stator system for use with a radial-flux rotor of a permanent-magnet generator incorporates radially-oriented stator teeth uniformly circumferentially distributed around a central axis, and at least one moveable magnetically-permeable element in magnetic communication with at least one pair of adjacent stator teeth. Radially-inboard edges of the stator teeth are located outside a cylindrical boundary centered about the central axis and configured to receive the radial-flux rotor. Each moveable magnetically-permeable element is axially positionable relative to the stator teeth along an associated positioning axis substantially parallel to the central axis, so as to provide for linking magnetic flux between the pair of adjacent stator teeth via the moveable magnetically-permeable element. A series magnetic reluctance of the pair of adjacent stator teeth in series with the moveable magnetically-permeable element is responsive to an axial position of the moveable magnetically-permeable element relative to the pair of adjacent stator teeth.
F02B 41/10 - Engines with prolonged expansion using exhaust turbines
F02B 37/18 - Control of the pumps by bypassing exhaust
F02B 63/04 - Adaptations of engines for driving pumps, hand-held tools or electric generatorsPortable combinations of engines with engine-driven devices for electric generators
F02D 29/06 - Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
F16D 48/06 - Control by electric or electronic means, e.g. of fluid pressure
H02K 7/18 - Structural association of electric generators with mechanical driving motors, e.g.with turbines
H02K 7/11 - Structural association with clutches, brakes, gears, pulleys or mechanical starters with dynamo-electric clutches
H02K 11/00 - Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
H02K 11/04 - Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection for rectification
H02K 51/00 - Dynamo-electric gears, i.e. dynamo-electric means for transmitting mechanical power from a driving shaft to a driven shaft and comprising structurally interrelated motor and generator parts
H02P 17/00 - Arrangements for controlling dynamo-electric gears
F02B 37/00 - Engines characterised by provision of pumps driven at least for part of the time by exhaust
H02P 11/06 - Arrangements for controlling dynamo-electric converters for controlling dynamo-electric converters having an AC output
H02P 103/10 - Controlling arrangements characterised by the type of generator of the asynchronous type
H02P 101/25 - Special adaptation of control arrangements for generators for combustion engines
F16D 48/06 - Control by electric or electronic means, e.g. of fluid pressure
F02B 63/04 - Adaptations of engines for driving pumps, hand-held tools or electric generatorsPortable combinations of engines with engine-driven devices for electric generators
H02K 7/11 - Structural association with clutches, brakes, gears, pulleys or mechanical starters with dynamo-electric clutches
H02K 11/00 - Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection
H02K 11/04 - Structural association of dynamo-electric machines with electric components or with devices for shielding, monitoring or protection for rectification
H02K 51/00 - Dynamo-electric gears, i.e. dynamo-electric means for transmitting mechanical power from a driving shaft to a driven shaft and comprising structurally interrelated motor and generator parts
H02P 17/00 - Arrangements for controlling dynamo-electric gears
H02K 7/18 - Structural association of electric generators with mechanical driving motors, e.g.with turbines
H02P 11/00 - Arrangements for controlling dynamo-electric converters
H02P 9/04 - Control effected upon non-electric prime mover and dependent upon electric output value of the generator
F02D 29/06 - Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
H02P 103/10 - Controlling arrangements characterised by the type of generator of the asynchronous type
H02P 101/25 - Special adaptation of control arrangements for generators for combustion engines
MOTOR) of the induction motor (104, 104′). Wastegate valve (36, 36′) closure provides for the generator (56, 56.1, 56.1′, 126, 126′, 126″) to recover power from the exhaust gases (28).
F02B 41/10 - Engines with prolonged expansion using exhaust turbines
F02B 37/18 - Control of the pumps by bypassing exhaust
F02D 29/06 - Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
H02K 51/00 - Dynamo-electric gears, i.e. dynamo-electric means for transmitting mechanical power from a driving shaft to a driven shaft and comprising structurally interrelated motor and generator parts
H02P 1/00 - Arrangements for starting electric motors or dynamo-electric converters
H02P 9/04 - Control effected upon non-electric prime mover and dependent upon electric output value of the generator
H02K 17/12 - Asynchronous induction motors for multi-phase current
H02K 17/32 - Structural association of asynchronous induction motors with auxiliary mechanical devices, e.g. with clutches or brakes
F02B 63/04 - Adaptations of engines for driving pumps, hand-held tools or electric generatorsPortable combinations of engines with engine-driven devices for electric generators
Exhaust gases (28) from an engine (16, 16'), input to turbo-compounder (20), drive a bladed turbine rotor (48) therein, which drives a generator (56, 56.1, 56.1', 126, 126', 126''), the output of which is used to electrically drive an induction motor (104, 104'), the rotor (106) of which is mechanically coupled to the engine (16, 16') so as to provide for recovering power to the engine (16, 16'). The turbo-compounder (20) also incorporates a wastegate valve (36, 36') to provide for the exhaust gases (28) to bypass the bladed turbine rotor (48). Upon startup the wastegate valve (36, 36') is opened, and the generator may be decoupled from the engine (16, 16'). The generator (56, 56.1, 56.1', 126, 126', 126'') may be coupled to the engine (16, 16') either by closure of a contactor (110, 110'), engagement of an electrically-controlled clutch (124), or by control of either a solid-state switching (125) or control system or an AC excitation signal (130), when the frequency (fGENERATOR) of the generator (56, 56.1, 56.1', 126, 126', 126'') meets or exceeds that (fMOTOR) of the induction motor (104, 104'). Wastegate valve (36, 36') closure provides for the generator (56, 56.1, 56.1', 126, 126', 126'') to recover power from the exhaust gases (28).
F02B 37/18 - Control of the pumps by bypassing exhaust
F02B 41/10 - Engines with prolonged expansion using exhaust turbines
F02B 63/04 - Adaptations of engines for driving pumps, hand-held tools or electric generatorsPortable combinations of engines with engine-driven devices for electric generators
F02D 29/06 - Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving electric generators
H02K 51/00 - Dynamo-electric gears, i.e. dynamo-electric means for transmitting mechanical power from a driving shaft to a driven shaft and comprising structurally interrelated motor and generator parts
A fluid-conduit collector (20, 20.x, 20a, 20b) spans across a plurality of collector-inlet interface structures (24, 24.1, 24.2, 24.3, 24', 24") and at least one fluidic diode element (26, 26.1, 26.2, 26.3, 26', 26"). A branch inlet portion (20"', 20.1"', 20.2"', 20.3"') of at least one collector-inlet interface structure (24, 24.1, 24.2, 24.3, 24', 24"), in fluid communication with a corresponding fluid-conduit runner portion (14, 14.x), provides for receiving fluid from a source of fluid (12). The fluidic-diode element (26, 26.1, 26.2, 26.3, 26', 26") located coincident with, or downstream of, the collector inlet port (56', 106) provides for a relatively higher coefficient of discharge for fluid flowing (34, 64) towards (36) an outlet (38) of the collector (20, 20.x, 20a, 20b), than for fluid flowing (32) in a reverse direction (40).
A diffuser (10) comprises first (10.1) and second (10.2) annular portions bounded by forward (32) and aft (26) annular walls, wherein the first annular portion (10.1) is vaneless and radially within the second annular portion (10.2), and the second annular portion (10.2) is radially relatively compact and incorporates a plurality of vanes (48) with relatively high solidity, wherein the forward (32) or/and aft (26) annular walls is/are sloped so as to provide for meridional divergence within the second annular portion (10.2) of the diffuser (10), and the vanes (48) are shaped so as to substantially conform to the flow field within the second annular portion (10.2).
An aftwardly-extending internally-threaded boss of a boreless-hub compressor rotor of a turbocharger engages a corresponding externally-threaded forward end portion of an associated rotor shaft of the turbocharger, wherein an internal surface of an inner race of an associated rolling-element bearing of the turbocharger is in engagement with both an external surface of the rotor shaft and an external surface of the internally-threaded boss of the boreless-hub compressor rotor, wherein the rotor shaft extends through the inner race of the rolling-element bearing.
Liquid fuel from a rotary fluid trap is atomized by a sharp edge on an inside surface of an aft cavity of a bladed rotor of a gas turbine engine and directed into each of a plurality of associated hollow blades through corresponding blade inlet ducts that are in fluid communication with corresponding aft hollow interior portions of each blade. A radially-extending central rib within each blade partitions the hollow interior thereof into aft and forward hollow interior portions that are in fluid communication through an associated opening in the central rib and through a radially-extending gap between the central rib and the interior surface of the blade. A blade outlet duct provides for fluid communication between the forward hollow interior portion and a forward cavity of the bladed rotor, and a rotor outlet duct provides for discharging the fuel from a radially-inboard portion of the forward cavity.
F02C 7/16 - Cooling of plants characterised by cooling medium
F01D 5/18 - Hollow bladesHeating, heat-insulating, or cooling means on blades
F01D 9/06 - Fluid supply conduits to nozzles or the like
F02C 3/14 - Gas-turbine plants characterised by the use of combustion products as the working fluid characterised by the arrangement of the combustion chamber in the plant
F02C 7/224 - Heating fuel before feeding to the burner
35.
System and method for controlling a single-spool turboshaft engine
One of a controllable load and a fuel flow to a single-spool turboshaft engine is controlled so that a rotational speed of a single-spool turboshaft engine is substantially regulated to a level corresponding to a corrected rotational speed command, and the other of the fuel flow and the controllable load is controlled so that a torque transmitted from the single-spool turboshaft engine to the controllable load is substantially regulated to a level corresponding to a corrected torque command. Under at least one operating condition, the corrected rotational speed command is determined so as to minimize or nearly minimize a measure of fuel consumption by the single-spool turboshaft engine when operated so that the torque transmitted to the controllable load corresponds to the corrected torque command.
G06F 19/00 - Digital computing or data processing equipment or methods, specially adapted for specific applications (specially adapted for specific functions G06F 17/00;data processing systems or methods specially adapted for administrative, commercial, financial, managerial, supervisory or forecasting purposes G06Q;healthcare informatics G16H)
G06G 7/70 - Analogue computers for specific processes, systems, or devices, e.g. simulators for vehicles, e.g. to determine permissible loading of ships
A feature of aircraft engines, namely, turbofan engines, for providing power to aircraft electrical systems independent of auxiliary power units while aircrafts are grounded
37.
Two-spool turboshaft engine control system and method
A load applied to a low pressure spool of a two-spool turboshaft engine is controlled responsive to inlet pressure and temperature so as to regulate a relationship between the rotational speeds of the low and high pressure spools of the two-spool turboshaft engine so as to provide for operating the low pressure compressor attached to the low pressure spool with sufficient surge margin.
A turbocharger ball-bearing assembly incorporates a cageless set of ceramic bearing balls operating within outer and inner bearing raceways, wherein the outer bearing raceway is on the inside of a fractured outer race. The fractured outer race is located in a counterbore of a center body of a turbocharger. The center body, in cooperation with the ball-bearing assembly, provides for rotationally supporting, and axially restraining, a rotor shaft of the turbocharger. The outside diameter of the fractured outer bearing race is less than a corresponding inside diameter of the counterbore, and the center body provides for supplying lubricant to an isolation annulus therebetween, so as to provide fir squeeze-film damping the ball-bearing assembly within the counterbore.
A shroud portion (210) of a fluid-conduit housing (158) provides for concentrically shrouding a portion of bladed rotor (30) operatively coupled to a rotor shaft (32) rotationally supported by at least one bearing (34, 36) operatively coupled to the centerbody (33). An internal cylindrical surface (218) at an end of the fluid-conduit housing (158) mates with a corresponding external cylindrical surface (220) on a corresponding side of the centerbody (33). The fluid-conduit housing (158) is operatively coupled to the centerbody (33) with a plurality of radial pins (222), wherein each radial pin (222) slideably engages with at least one of a corresponding radial bore in the fluid-conduit housing (158) or a corresponding radial bore (228) in the centerbody (33) so as to provide for substantially maintaining the concentricity of the shroud portion (210) of the fluid-conduit housing (158) relative to the bladed rotor (30) regardless of a thermal expansion of the fluid-conduit housing (158) relative to the centerbody (33).
A turbine nozzle is constructed from a plurality of associated circumferential turbine nozzle segments each of which incorporates at least one pre-formed annular-segment passage bounded at a first azimuthal boundary by a first portion of a first bounding nozzle vane, and at a second azimuthal boundary by a second portion of a second bounding nozzle vane, with the at least one pre-formed annular-segment passage therebetween, wherein when assembled in the turbine nozzle, a first portion of a first bounding nozzle vane of one circumferential turbine nozzle segment is joined to a second portion of a second bounding nozzle vane of another adjacent circumferential turbine nozzle segment so as to form therebetween a nozzle vane of the turbine nozzle, wherein the minimum through-flow area of the associated at least one pre-formed annular-segment passage is substantially unaffected by the assembly of the circumferential turbine nozzle segments to form the turbine nozzle.
A controller receives a power-level command representative of a level of power to be transmitted by a single-spool turboshaft engine to a controllable load. A torque command determined responsive to a measure of inlet pressure, from a control schedule responsive to the power-level command, is representative of a level of torque to be transmitted by an element to drive the controllable load. Under some operating conditions, a rotational speed command provides for at least nearly minimizing a measure of associated fuel consumption when the transmitted torque is regulated to the level corresponding to the torque command by controlling one of the controllable load and a fuel flow to the engine, and the other of the controllable load and the fuel flow to the engine is controlled so as to regulate an associated rotational speed to a level corresponding to the rotational speed command.
F02K 3/00 - Plants including a gas turbine driving a compressor or a ducted fan
G06F 19/00 - Digital computing or data processing equipment or methods, specially adapted for specific applications (specially adapted for specific functions G06F 17/00;data processing systems or methods specially adapted for administrative, commercial, financial, managerial, supervisory or forecasting purposes G06Q;healthcare informatics G16H)
G06G 7/70 - Analogue computers for specific processes, systems, or devices, e.g. simulators for vehicles, e.g. to determine permissible loading of ships
F01B 25/00 - Regulating, controlling or safety means
F01D 17/00 - Regulating or controlling by varying flow
F01D 19/00 - Starting of machines or enginesRegulating, controlling, or safety means in connection therewith
F01D 21/00 - Shutting-down of machines or engines, e.g. in emergencyRegulating, controlling, or safety means not otherwise provided for
F04D 15/00 - Control, e.g. regulation, of pumps, pumping installations, or systems
F04D 27/00 - Control, e.g. regulation, of pumps, pumping installations or pumping systems specially adapted for elastic fluids
Fuel (12) is supplied to a rotatable portion (118) of a gas turbine engine (10) comprising a rotor (24) and at least one blade (26, 26.1) operatively coupled thereto, so as to provide for cooling at least one of the rotor (24) or the at least one blade (26, 26.1) by transforming the fuel (12) to a vapor or gaseous state. The fuel (12) is discharged in a vapor or gaseous state from the rotatable portion (118) directly into a combustion chamber (16) of the gas turbine engine (10).
F02C 1/00 - Gas-turbine plants characterised by the use of hot gases or unheated pressurised gases, as the working fluid
F23D 11/04 - Burners using a direct spraying action of liquid droplets or vaporised liquid into the combustion space the spraying action being obtained by centrifugal action
44.
System and method for isolating a rolling-element bearing
Lubrication fluid is discharged through an axial gap between a outer bearing race and a bearing housing from a cavity bounded in part by a forward surface of the outer bearing race that is axially slideable within the bearing housing so as to provide for changing the axial gap. The pressure in the cavity is automatically controlled responsive to an axial force on outer bearing race by an axial position of the outer bearing race that determines a size of the axial gap, so as to provide for increasing the pressure responsive to increasing axial force over at least a portion of an operating range. The lubrication fluid in the axial gap provides for isolating axial vibrations of the outer bearing race relative to the bearing housing.
A first trailing edge portion of a scarfed jet engine exhaust nozzle aft of a second trailing edge portion relative to a central axis of an associated exhaust duct causes an automatic nozzle-pressure-ratio responsive transverse deflection of the associated exhaust flow away from the first trailing edge portion. When offset from both the center of gravity (CG) and the central longitudinal axis of an aircraft, at a relatively low nozzle pressure ratio, e.g. during takeoff, the thrust vector from the exhaust flow acts relatively close to the CG, whereas at a relatively high nozzle pressure ratio, e.g. during relatively high-speed cruise, the scarfed exhaust nozzle deflects the exhaust flow so that the resulting thrust vector is relatively parallel to the path of the aircraft. With the final portion of the exhaust duct skewed, the primary axis of the jet engine can be relatively parallel to the path of the aircraft.
Fuel and air are injected in a first poloidal flow in a first poloidal direction within a first annular zone of an annular combustor. A first combustion gas from the at least partial combustion of the fuel and air is discharged into an annular transition zone of the annular combustor and transformed to a second combustion gas therein within an at least partial second poloidal flow followed by an at least partial third poloidal flow in the annular transition zone, wherein the direction of the second poloidal flow is opposite to that of the first and third poloidal flows. The second combustion gas is discharged into a second annular zone of the annular combustor, and then transformed to a third combustion gas therein before being discharged therefrom, responsive to which a back pressure is generated in the annular combustor.
Fuel (110) and air (100) are injected in a first poloidal flow (130) in a first poloidal direction (132) within a first annular zone (54) of an annular combustor (52). A first combustion gas (140) from the at least partial combustion of the fuel (110) and air (100) is discharged into an annular transition zone (58) of the annular combustor (52) and transformed to a second combustion gas (150) therein within an at least partial second poloidal flow (142) followed by an at least partial third poloidal flow (152) in the annular transition zone (58), wherein the direction of the second poloidal flow (144) is opposite to that (132) of the first (130) and third (152) poloidal flows. The second combustion gas (150) is discharged into a second annular zone (56) of the annular combustor (52), and then transformed to a third combustion gas (160) therein before being discharged therefrom, responsive to which a back pressure (207) is generated in the annular combustor (52).
F23R 3/06 - Arrangement of apertures along the flame tube
F23R 3/16 - Continuous combustion chambers using liquid or gaseous fuel characterised by the air-flow or gas-flow configuration with devices inside the flame tube or the combustion chamber to influence the air or gas flow
F23R 3/34 - Feeding into different combustion zones
F23R 3/38 - Continuous combustion chambers using liquid or gaseous fuel characterised by the fuel supply comprising rotary fuel injection means
F23R 3/50 - Combustion chambers comprising an annular flame tube within an annular casing
A bearing housing (38) of a rotor shaft support assembly of a turbocharger core (10, 10') mounts to and closes a forward end of a cavity (20, 20', 20'') that both receives and discharges exhaust gases (21) of an internal combustion engine (14, 14.1, 14.2). A turbine rotor (30) operatively coupled to a rotor shaft (32) and a compressor rotor (56) of an associated turbocharger rotor assembly rotates within a turbine rotor shroud portion (82) of an associated turbine nozzle cartridge assembly (74, 74'), wherein the rotor shaft is rotationally supported by at least one bearing within the bearing housing (38). The turbine nozzle cartridge assembly (74, 74') provides for directing exhaust gases (20) from the cavity (20, 20', 20'') through a peripheral inlet (93) leading to a plurality of vanes (80) between forward (76) and aft (78) walls, through the turbine rotor shroud portion (82), and then through a nozzle exhaust portion (84) incorporating an external sealing surface (102) on an aft portion (84.1) thereof that cooperates with a sealing element (104, 104') where the exhaust gases (21) are discharged from the cavity (20, 20', 20'').
A bearing housing of a rotor shaft support assembly of a turbocharger core mounts to and closes a forward end of a cavity that both receives and discharges exhaust gases of an internal combustion engine. A turbine rotor operatively coupled to a rotor shaft and a compressor rotor of an associated turbocharger rotor assembly rotates within a turbine rotor shroud portion of an associated turbine nozzle cartridge assembly, wherein the rotor shaft is rotationally supported by at least one bearing within the bearing housing. The turbine nozzle cartridge assembly provides for directing exhaust gases from the cavity through a peripheral inlet leading to a plurality of vanes between forward and aft walls, through the turbine rotor shroud portion, and then through a nozzle exhaust portion incorporating an external sealing surface on an aft portion thereof that cooperates with a sealing element where the exhaust gases are discharged from the cavity.
A first trailing edge portion (26) of a scarfed jet engine exhaust nozzle (24) aft of a second trailing edge portion (30) relative to a central axis (16) of an associated exhaust duct (10, 10.1) causes an automatic nozzle-pressure-ratio responsive transverse deflection of the associated exhaust flow (46) away from the first trailing edge portion (26). When offset from both the center of gravity (CG) and the central longitudinal axis (76) of an aircraft (40), at a relatively low nozzle pressure ratio, e.g. during takeoff, the thrust vector (44) from the exhaust flow acts relatively close to the CG, whereas at a relatively high nozzle pressure ratio, e.g. during relatively high-speed cruise, the scarfed exhaust nozzle (24) deflects the exhaust flow (46) so that the resulting thrust vector (44') is relatively parallel to the path (60) of the aircraft (40). With the final portion (10.1) of the exhaust duct (10) skewed, the primary axis (20) of the jet engine (12) can be relatively parallel to the path (60) of the aircraft (40).
A rotary injector (95, 222) comprising one or more radially-extending arms (93) provides for injecting fuel (12, 12.1, 12.4) into a combustion chamber (16). The combustion chamber (16) receives air (14) from locations upstream and downstream of the rotary injector (95, 222), and the arms (93) of the rotary injector (95, 222) are adapted so that a pressure (P2) in the combustion chamber (16) upstream of the rotary injector (95, 222) is less than a pressure (Po") in a plenum (212) supplying air (14) to the combustion chamber (16) upstream of the rotary injector (95, 222).
Fuel (12) is supplied to a rotatable portion (118) of a gas turbine engine (10) comprising a rotor (24) and at least one blade (26, 26.1) operatively coupled thereto, so as to provide for cooling at least one of the rotor (24) and the at least one blade (26, 26.1) by transforming the fuel (12) to a vapor or gaseous state. The fuel (12) is discharged is a vapor or gaseous state from the rotatable portion (118) directly into a combustion chamber (16) of the gas turbine engine (10).
THE UNITED STATES OF AMERICA AS REPRESENTED BY THE ADMINISTRATOR OF THE NATIONAL AERONAUTICS AND SPACE ADMINISTRATION (NASA) (USA)
Inventor
Braley, Michael, Scott
Dorer, James, D.
Roberts, Gary, D.
Abstract
A gas turbine fan blade containment assembly includes a fan case having an inner surface surrounding a jet engine fan and an outer surface. Mounted on the inner surface and across a blade containing region of the fan case is a load spreader layer for initially receiving a point load from a fan blade release (a 'blade-out event'). A band layer is mounted to an outer surface of the fan case for carrying at least a portion of a hoop tensile load on the fan case resulting from the blade-out event, and separator film layer is mounted between the outer surface of the fan case and the band layer to retard the formation of stress concentrations in the band layer. In one embodiment, the load spreader layer includes a plurality of circumferentially-arrayed load spreader layer segments.
Fuel (12) supplied to a rotary fluid trap (42) is centrifugally accelerated within a first cavity (46) adjacent a first side (48) of a rotor (24), and is then directed though a plurality of first passages (66) extending through the rotor (24) between and proximate to the blades (26), and shaped so as to at least partially conform to the shape of the blades (26). Second passages (100) extend within the blades (26) from the first passages (66) and terminate within associated cavities (110) proximate to the tips (112) of the blades (26). Relatively cooler fuel (12.2) in the first passages (66) is thermosiphon exchanged for relatively hotter fuel (12.3) in the second passages (100) so as to cool the blades (26). The heated fuel (12.3) flows into a second cavity (74) adjacent to a second side (72) of the rotor (24) and is discharged from the rotating frame of reference directly into the combustion chamber (16) through a second rotary fluid trap (96). A separate fuel distribution circuit (130) is used for starting and warm-up.
12 - Land, air and water vehicles; parts of land vehicles
42 - Scientific, technological and industrial services, research and design
Goods & Services
TURBOJET, FANJET, TURBOFAN, TURBOSHAFT AND GAS TURBINE ENGINES FOR AIRCRAFT, MARINE AND INDUSTRIAL USES; AND AUXILIARY POWER UNITS FOR AIRCRAFT TURBOJET, FANJET, TURBOFAN, TURBOSHAFT AND GAS TURBINE ENGINES FOR LAND VEHICLES ENGINEERING DESIGN AND TESTING SERVICES, NAMELY DESIGN AND TESTING OF ENGINES AND COMPONENT FOR OTHERS
