JPH10266896A - Jet engine compressor casing - Google Patents

Abstract

(57) [Problem] To divide a compressor casing of a jet engine into front and rear parts according to the need for weight reduction and to fix each of the front and rear parts to a rotating member of the compressor when the front and rear parts are formed of materials having different thermal expansion amounts from each other. A compressor casing can be assembled without causing interference between members. A front peripheral groove (37) is formed in a flange part (35) of a front casing (29), a rear peripheral groove (38) is formed in a front end inside part of a rear casing (30), and a flange part (39) inscribed in the front peripheral groove (37). Convex part 4 inscribed in the rear end of rear peripheral groove 38
The adapter ring 41 provided with the two casings 29,
The adapter ring 41 and the casings 29 and 30 are formed of a material having a thermal expansion larger than that of the bolts 4.
2 to fasten.

Description

DETAILED DESCRIPTION OF THE INVENTION

[0001]

The present invention relates to a compressor casing for a jet engine.

[0002]

2. Description of the Related Art FIG. 2 shows an example of a jet engine (turbofan engine) used in an aircraft. Reference numeral 1 denotes a substantially cylindrical inlet diffuser, and reference numeral 2 denotes a generally connected diffuser connected to the rear end of the inlet diffuser 1. It is a cylindrical engine outer cylinder.

[0003] Reference numeral 3 denotes a fan disk rotatably arranged in the inlet diffuser, 4 denotes fan blades mounted in a plurality of rows on the outer side of the fan disk 3, and 5 denotes a fan blade on the inner side of the inlet diffuser 1. Fan stationary blades mounted so as to be located behind the rotor blades 4,
A low-pressure compression section 6 is constituted by the inside of the inlet diffuser 1, the fan disk 3, the fan moving blades 4, and the fan stationary blades 5.

[0004] Reference numeral 7 denotes a compressor disk rotatably disposed on the outlet side of the fan disk 3 in the engine outer cylinder 2.
Is a substantially cylindrical compressor casing main body provided in the engine outer cylinder 2 so as to surround the compressor disk 7 in the circumferential direction, and 9 is a compressor mounted in a plurality of rows on the outer portion of the compressor disk 7. The rotor blades 10 are compressor vanes attached to the inner side of the compressor casing body 8 so as to be located behind the respective compressor rotor blades 9, and the inner side of the compressor casing body 8, the compressor rotor blades 9 and The high-pressure compression unit 11 is
Is configured.

Reference numeral 12 denotes a substantially annular combustion chamber provided on the exit side of the high-pressure compression section 11 in the engine outer cylinder 2.

Reference numeral 13 denotes a combustion chamber 1 in the engine outer cylinder 2.
(2) a compressor-driven turbine disk rotatably disposed on the output side; 14, a fan-driven turbine disk rotatably disposed on the output side of the compressor-driven turbine disk 13;
Reference numeral 5 denotes a substantially cylindrical turbine casing main body provided at a substantially central portion in the engine outer cylinder 2 so as to surround the compressor drive turbine disk 13 and the fan drive turbine disk 14 in the circumferential direction.

[0007] The compressor drive turbine disk 13
Is mechanically connected to the compressor disk 7 so as to be rotatable integrally with the compressor disk 7.
Are mechanically connected so as to be able to rotate integrally with the fan disk 3.

Reference numeral 16 denotes a compressor-driven turbine blade mounted on the outer side of the compressor-driven turbine disk 13. Reference numeral 17 denotes an inner portion of the turbine casing body 15 in front of each compressor-driven turbine blade 16. A compressor-driven turbine vane mounted so as to be positioned by the inner portion of the turbine casing body 15, the compressor-driven turbine disk 13, the compressor-driven turbine blade 16, and the compressor-driven turbine vane 17. High pressure turbine unit 1
8 are configured.

Reference numeral 19 denotes a fan-driven turbine mounted on the outside of the fan-driven turbine disk 14;
Numeral 0 denotes a fan-driven turbine stationary blade attached to the inside of the turbine casing main body 15 so as to be located in front of each fan-driven turbine blade 19, and the inside of the turbine casing main body 15 and the fan-driven turbine The low-pressure turbine unit 21 is constituted by the disk 14, the fan-driven turbine blade 19, and the fan-driven turbine stationary blade 20.

Reference numeral 22 denotes a bypass passage formed by the outer surfaces of the compressor casing body 8, the combustion chamber 12, and the turbine casing body 15 and the inner surface of the engine outer cylinder 2.

Reference numeral 23 denotes an inlet cone attached to the front end of the fan disk 3, 24 denotes a tail cone attached to the rear end of the fan-driven turbine disk 14, and 25 denotes a turbine casing whose base end is the turbine casing. The strut is fixed to the inner part of the main body 15 and the tip part is fixed to the outer part of the tail cone 24.

The compressor casing body 8 is provided with two half casings 26 as shown in FIG.
From the outside of the compressor disk 7 and fasten with bolts 28 to the flanges 27 formed on the mating surfaces.

When detonating a turbofan engine with an afterburner having the above-described configuration, first, a compressor disk 7 is started using a starter turbine (starter) (not shown).
And rotationally drives the compressor drive turbine disk 13 mechanically directly connected thereto.

When the compressor drive turbine disk 13 rotates, the air compressed by the compressor disk 7 flows into the combustion chamber 12.

When the number of rotations of the compressor drive turbine disk 13 and the like reaches a predetermined number of rotations, the starting turbine is stopped, and the high-pressure compression section 11 sends the combustion chamber 1
The fuel is sprayed into the air flowing into the fuel cell 2 to burn the fuel.

When the fuel burns, the generated combustion gas is ejected rearward from the combustion chamber 12, and the ejected energy causes the high-pressure turbine portion 18 and the low-pressure turbine portion 21.
Are driven.

As described above, when the high-pressure turbine section 18 and the low-pressure turbine section 21 are driven, the air outside the engine is sucked into the inlet diffuser 1 by the low-pressure compression section 6 connected to the low-pressure turbine section 21. A part of the compressed air flows into the bypass passage 22 side, and most of the air is sent to the high-pressure compressor 11 connected to the high-pressure turbine 18 and is sent to the high-pressure compressor 11. The supplied air flows into the combustion chamber 12 after being further compressed.

By continuously spraying the fuel into the combustion chamber 12, the combustion gas is continuously generated, and the high-temperature combustion gas that drives the low-pressure turbine unit 21 and the bypass passage 22. The air that has passed through is ejected to the outside of the engine to generate thrust.

[0019]

The above-mentioned compressor casing body 8 of the jet engine has a large temperature difference between the front stage and the rear stage. The whole is made of a material such as a heat-resistant alloy.

However, although the nickel-based heat-resistant alloy is excellent in heat resistance, it has a problem that the weight of the compressor casing body 8 increases due to its high specific gravity.

Therefore, as shown in FIG. 4, the compressor casing body 8 is divided into a front casing 29 having a relatively low temperature and a rear casing 3 having a severe temperature condition.
The front casing 29 is made of a material having a low heat resistance but light, such as a titanium-based alloy, and the rear casing 30 is made of a heavy but excellent heat-resistant material, such as a nickel-based heat-resistant alloy. Accordingly, it is being studied to reduce the weight as a whole.

However, the titanium-based alloy used for the front casing 29 has a smaller amount of thermal expansion than the nickel-based heat-resistant alloy used for the rear casing 30. Therefore, if the two are simply butted together, they will not be able to be thermally expanded. There may be a step in the radial direction 34 or a gap due to the step at the connecting portion 31 (abutting portion by the flange). To prevent this, for example, as shown in FIG.
Forming a recess 32 on the receiving side of the wax joint in the front casing 29 having a small thermal expansion, and forming a convex portion 33 on the packing side of the wax joint in the rear casing 30 having a large amount of thermal expansion;
Due to the radially outward thermal expansion of the projection 33, the projection 33
It is necessary to prevent a step or a gap from being formed in the recess 32.

On the other hand, the compressor casing body 8
Due to the structure, the front casing 29 needs to be assembled first, and the rear casing 30 needs to be assembled later. In addition, because the interference between the compressor rotor blades 9 and the compressor stationary blades 10 occurs, the rear casing 30 is attached to the axis at the time of assembly. Since the rear casing 30 cannot be displaced in the direction, the compressor casing main body 8 cannot be actually assembled if the rear casing 30 has the projection 33.

The present invention has been made in view of the above-described circumstances, and when the compressor casing of a jet engine is divided into front and rear parts as necessary for weight reduction and the like, and the front and rear parts are formed of different materials, the rotation of the compressor is reduced. It is an object of the present invention to be able to assemble a compressor casing without causing interference between a member and a fixing member.

[0025]

In order to achieve the above object, in a compressor casing of a jet engine according to the present invention, a front casing and a rear casing are formed of different materials and a flange provided at a rear end of the front casing. In the compressor casing of the jet engine having a structure in which the part and the flange provided at the front end of the rear casing are fastened to each other, a recess is formed on the flange part of the front casing on the front side of the hood, and the inside of the front end of the rear casing is formed. The rear portion of the front ductile joint receiving side recess is formed by forming a rear ductile joint receiving side recess in the portion, and the front end of the front ductile joint filling side convex portion and the rear end of the rear ductile joint receiving side recess inscribed in the front ductile joint receiving side recess. An adapter ring provided with a convex portion on the side of the filler of the wax filler, formed of a material having a larger thermal expansion than the two casings, Terms of the is interposed between the casings Daputaringu has entered into the respective flange of the adapter ring and the casings.

In the compressor casing of the jet engine according to the present invention, the convex portion of the adapter ring on the front side of the adapter ring is fitted into the concave portion of the front casing on the front side of the adapter and the rear portion of the adapter ring. The rear casing-receiving recess of the rear casing is externally fitted to the joint-packing-side projection, and the compressor casing is assembled without causing interference between the rotating member and the fixed member of the compressor.

In addition, during operation of the jet engine, the convex portion of the adapter ring on the side of the front gasket joint presses the concave portion of the front casing on the front gasket joint receiving side toward the outside in the radial direction. The rear convex portion of the rear ring of the adapter ring presses the concave portion on the receiving side of the rear casing of the rear casing in the radial direction outwardly, creating a radial step or gap between the two casings. To prevent.

[0028]

DESCRIPTION OF THE PREFERRED EMBODIMENTS One embodiment of the present invention will be described below with reference to the drawings.

FIG. 1 shows an example of an embodiment of a compressor casing of a jet engine according to the present invention. In the drawing, portions denoted by the same reference numerals as those in FIG. 2 represent the same components.

In FIG. 1, 7 is a compressor disk, 8 is a compressor casing main body, 9 is a compressor rotor blade, 10 is a compressor vane, 29 is a front casing when the compressor casing main body 8 is divided into front and rear parts, 30 Is the rear casing, 31 is the front casing 29 and the rear casing 30
And 34, the radial direction of the jet engine.

By the way, the front casing 29 and the rear casing 30 may be circumferentially separated from each other if necessary.
It is divided into a plurality of pieces, such as split or three pieces, and the front casing 29 is assembled to the compressor disk 7 first, and then the rear casing 30 is assembled.

The structure of the jet engine itself is shown in FIG.
Is the same as

In the compressor casing of the jet engine shown in FIG. 1, a flange 35 at a rear end of the front casing 29 and a flange 35 at a front end of the rear casing 30 which form a connection portion 31 between the front casing 29 and the rear casing 30. 36, the flange 3 of the front casing 29
5, an annular front peripheral groove 37 having a predetermined inner diameter and a depth is provided concentrically with the front casing 29, and a rear part having a predetermined inner diameter and a depth is provided inside the front end of the rear casing 30. A circumferential groove 38 is provided concentrically with the rear casing 30.

The flange portion 3 inscribed in the front peripheral groove 37 and sandwiched between the flanges 35 and 36 of the connection portion 31
9 and a convex portion 40 on the packing side of the hollow rear garment joint that extends rearward from the vicinity of the inner edge near the inner diameter of the flange portion 39 and inscribes with the inner peripheral surface of the rear end of the rear peripheral groove 38. The provided adapter ring 41 is interposed in the connection portion 31 between the front casing 29 and the rear casing 30.

The above-mentioned convex portion 4 on the side where the rear portion of the tailgate joint is packed.
The portion of the “0” near the flange portion 39 is formed in a thin shape having a slightly smaller outer diameter than the rear end portion of the projection 40.

A gap 43 is formed between the rear end surface of the rear peripheral groove 38 and the rear end surface of the convex portion 40 to allow thermal expansion of the convex portion 40 of the adapter ring 41 in the axial direction. I have.

Further, the flange 3 of the front casing 29
5. The flange 39 of the adapter ring 41 and the flange 36 of the rear casing 30 are fastened to each other by bolts 42.

The above-described adapter ring 41 is formed of a material having a larger thermal expansion than the material forming both the front casing 29 and the rear casing 30.

For example, the front casing 29 having a relatively low temperature is made of a material such as a titanium-based alloy (coefficient of thermal expansion: 0.7 × 10 ⁻⁵ / 1 ° C.), which is inferior in heat resistance but light, and has a severe rear temperature condition. The casing 30 is made of a heavy material such as a nickel-based heat-resistant alloy having excellent heat resistance (coefficient of thermal expansion 1.3).
× 10 ^-5 / 1 ° C), the adapter ring 41
In addition, for example, a stainless steel-based material having a larger thermal expansion amount than both of the above (coefficient of thermal expansion: 1.7 × 10 ⁻⁵ / 1 ° C.)
Is used.

The adapter ring 41 is divided into a plurality of parts, such as two or three parts in the circumferential direction as necessary.

In the compressor casing of the jet engine shown in FIG. 1, first, the front casing 29 is attached to the outer periphery of the compressor disk 7, and then the adapter ring 41 is inserted into the front peripheral groove 37 of the front casing 29. The flange portion 39 is fitted, and the convex portion 4 of the adapter ring 41 is inserted.
The rear casing 30 divided into a plurality of parts in the circumferential direction is assembled so that the rear peripheral groove 38 is fitted to the outer peripheral groove 38, and the adapter ring 41 is inserted between the flange 35 of the front casing 29 and the flange 36 of the rear casing 30. Flange part 39
And the flange 3 of the front casing 29
5. The compressor casing main body 8 is formed by fastening the flange 36 of the rear casing 30 and the flange 39 of the adapter ring 41 with bolts 42.

As described above, in the compressor casing of the jet engine shown in FIG. 1, the compressor casing main body 8 can be assembled without causing interference between the compressor rotor blades 9 and the compressor stationary blades 10.

Also, the front casing 2 having a relatively low temperature
9 uses a material such as a titanium-based alloy that is inferior in heat resistance but is light, and uses a material such as a nickel-based heat-resistant alloy that is heavy but has excellent heat resistance in the rear casing 30 under severe temperature conditions. The casing main body 8 can be provided with predetermined heat resistance, and the compressor casing main body 8 can be reduced in weight.

Further, the adapter ring 41 interposed between the front casing 29 and the rear casing 30 is made of stainless steel having a larger thermal expansion than the titanium-based alloy and the nickel-based heat-resistant alloy forming the casings 29, 30. When the jet engine is in operation, the outer peripheral surface of the flange portion 39 of the adapter ring 41 moves radially outward through the front peripheral groove 37 of the front casing 29 during operation of the jet engine. Since the outer peripheral surface of the rear end of the convex portion 40 of the adapter ring 41 presses the rear peripheral groove 38 of the rear casing 30 radially outward, the space between the front casing 29 and the adapter ring 41 and the position of the adapter ring There is no radial step or gap between 41 and rear casing 30.

Further, since the portion of the convex portion 40 near the flange portion 39 is formed in a thin-walled shape having a smaller outer diameter than the rear end portion of the convex portion 40, the radially outer portions of the front casing 29 and the rear casing 30 are formed. Even if the amount of thermal expansion toward
The adapter ring 41 is deformed so as to follow the radial expansion of the rear casing 30 outward in the radial direction so that the outer peripheral surface of the rear end of the convex portion 40 is in close contact with the inner surface of the rear peripheral groove 38.

It should be noted that the compressor casing of the jet engine of the present invention is not limited to the above-described embodiment, and the materials forming the front casing, the rear casing, and the adapter ring include titanium alloys,
Of course, various changes can be made without departing from the gist of the present invention by applying those used for jet engines other than nickel-based heat-resistant alloys and stainless steel-based engines.

[0047]

As described above, according to the compressor casing of the jet engine of the present invention, the following various excellent effects can be obtained.

(1) A front ductile joint filling side convex part inscribed in a front ductile joint receiving side concave part formed in a flange part of a front casing, and a rear ductile joint formed in a flange part of a rear casing. Since the adapter ring having the rear portion of the filler joint on the packing side inscribed in the packing-side recess is interposed between the two casings, the compressor casing can be assembled without interference between the members.

(2) Since the adapter ring is formed of a material having a larger thermal expansion than both casings, the projection of the adapter ring at the front end of the adapter ring at the time of operation of the jet engine has the Press the recess on the front side of the casing of the casing to receive the radially outward heat,
The convex portion of the rear ring of the adapter ring on the side of the rear gasket joint presses the concave portion of the rear casing of the rear gasket joint on the rear side of the rear casing in the radial direction, thereby creating a radial step or gap between the two casings. Absent.

[Brief description of the drawings]

FIG. 1 is a partially enlarged sectional view showing an example of an embodiment of a compressor casing of a jet engine of the present invention.

FIG. 2 is a side sectional view schematically showing an example of a general jet engine.

FIG. 3 is a schematic front view of a compressor casing main body related to FIG. 2;

FIG. 4 is a partially enlarged cross-sectional view showing a state where a compressor casing main body related to FIG. 2 is divided into a front casing and a rear casing.

[Explanation of symbols]

29 Front Casing 30 Rear Casing 35 Flange 36 Flange 37 Front Peripheral Groove (Front Influx Joint Receiving Recess) 38 Rear Peripheral Groove (Rear Influx Joint Receiving Concave) 39 Flange (Front Influx Joint Fitting) Side convex part) 40 Convex part (rear part for fitting the rear stainless steel joint) 41 Adapter ring

Claims (1)

[Claims] 1. A jet engine having a structure in which a front casing and a rear casing are made of different materials, and a flange provided at a rear end of the front casing and a flange provided at a front end of the rear casing are mutually fastened. In the compressor casing of the above, the front casing member receiving side recess is formed in the flange portion of the front casing, the rear casing joint receiving side recess is formed in the front end inside of the rear casing, and the front casing joint receiving side recess is formed. The adapter ring provided with the rear-side soldering joint stuffing-side convex portion inscribed in the rear end portion of the front stuffing joint stuffing-side convex portion and the rear portion of the rear-side humidifying joint receiving concave portion that is inscribed in The adapter ring is formed of a material with a large thermal expansion amount, and the adapter ring is interposed between the two casings. A compressor casing for a jet engine, wherein the casing is fastened.