US 2015O176530A1

(19) United States

(12) Patent Application Publication (10) Pub. No.: US 2015/0176530 A1
Schwarz et al. (43) Pub. Date: Jun. 25, 2015
(54) ULTRA HIGH OVERALL PESSURE RATIO F02K3/077 (2006.01)
GASTURBINE ENGINE F02K3/075 (2006.01)
F02C3/107 (2006.01)
(71) Applicant: United Technologies Corporation, (52) U.S. Cl.
Hartford, CT (US) CPC ................. F02K3/025 (2013.01); F02K3/075
(2013.01); F02C3/107 (2013.01); F02K3/077
(72) Inventors: Frederick M. Schwarz, Glastonbury, (2013.01); F02C3/13 (2013.01)
CT (US); Gabriel L. Suciu,
Glastonbury, CT (US) (57) ABSTRACT
(73) Assignee: Histhologies Corporation, A gas turbine engine comprises a first turbine rotor positioned
Ord, (US) upstream of a second intermediate turbine rotor and a third
21) Appl. No.: 14/134,281 turbine rotor positioned downstream of the first and second
(21) Appl. No 9 turbine rotors. A fan rotor and three compressor rotors, with
(22) Filed: Dec. 19, 2013 an upstream one of the compressor rotors are connected to
rotate on a shaft with a fan drive turbine and a reduced speed
Publication Classification fan rotor through a gear reduction. A second intermediate
compressor rotor for being driven by the second intermediate
(51) Int. Cl. turbine rotor, and a third compressor rotor downstream of the
FO2K 3/02 (2006.01) first and second compressor rotors and for being driven by the
FO2C3/3 (2006.01) first turbine rotor.
Patent Application Publication Jun. 25, 2015 US 201S/O176530 A1
US 2015/O 176530 A1 Jun. 25, 2015

ULTRA HIGH OVERALL PESSURE RATIO 0013. In another embodiment according to any of the pre
GASTURBINE ENGINE vious embodiments, an overall pressure ratio across the three
compressor rotors is greater than or equal to about 45.0.
BACKGROUND OF THE INVENTION 0014. In another embodiment according to any of the pre
0001. This application relates to a gas turbine engine hav vious embodiments, the overall pressure ratio across the three
compressor rotors is less than or equal to about 144.0.
ing three turbine sections. 0015. In another embodiment according to any of the pre
0002 Gasturbine engines are known and typically include vious embodiments, the fan rotor delivers air into a bypass
a fan delivering air as propulsion air into a bypass duct and duct as propulsion air and to the first compressor rotor as core
also into a core engine flow where it passes to a compressor. air flow. A ratio of the bypass air flow to the core air flow is
There may be two compressor stages and the air may be greater than or equal to about 10.0.
compressed and delivered into a combustor section where it 0016. In another embodiment according to any of the pre
may be mixed with fuel and ignited. vious embodiments, the gear ratio across the gear reduction is
0003 Products of the combustion can pass downstream greater than or equal to about 2.6.
over turbine rotors.
0017. In another embodiment according to any of the pre
0004. There are two basic architectures in gas turbine vious embodiments, an overall pressure ratio can be defined
engines. In one, there are two turbine rotors with the down across the second and third compressor rotors as being greater
stream fan drive turbine rotor driving a lower pressure com than or equal to about 18.0 and less than or equal to about
pressor rotor and the fan. In a second architecture, there are 36.O.
three turbine rotors with one driving the fan alone, one driving 0018. In another embodiment according to any of the pre
a lower pressure compressor, and one driving a high pressure vious embodiments, the second compressor rotor provides a
compressor.
compression ratio greater than or equal to about 8.0 and less
0005. Historically, a fan drive turbine has rotated at the than or equal to about 10.0.
same speed as the fan. More recently, gear reductions have 0019. In another embodiment according to any of the pre
been proposed between the fan drive turbine and the fan. vious embodiments, the third compressor rotor provides a
SUMMARY OF THE INVENTION
compression ratio of greater than or equal to about 4.0 and
less than or equal to about 6.0.
0006. In a featured embodiment, a gasturbine engine com 0020. In another embodiment according to any of the pre
prises a first turbine rotor positioned upstream of a second vious embodiments, the first compressor rotor provides a
intermediate turbine rotor and a third turbine rotor positioned compression ratio of greater than or equal to about 2.5 and
downstream of the first and second turbine rotors. A fan rotor less than or equal to about 4.0.
and three compressor rotors, with an upstream one of the 0021. In another embodiment according to any of the pre
compressor rotors are connected to rotate on a shaft with a fan vious embodiments, an overall pressure ratio across the three
drive turbine and a reduced speed fan rotor through a gear compressor rotors is greater than or equal to about 45.0.
reduction. A second intermediate compressor rotor for being 0022. In another embodiment according to any of the pre
driven by the second intermediate turbine rotor, and a third vious embodiments, the overall pressure ratio across the three
compressor rotor downstream of the first and second com compressor rotors is less than or equal to about 144.0.
pressor rotors and for being driven by the first turbine rotor. 0023. In another embodiment according to any of the pre
0007. In another embodiment according to the previous vious embodiments, the fan rotor delivers air into a bypass
embodiment, a variable turbine Vane is positioned upstream duct as propulsion air and to the first compressor rotor as core
of the first turbine rotor to allow the selective control of an air flow. A ratio of the bypass air flow to the core air flow is
overall pressure ratio. greater than or equal to about 10.0.
0008. In another embodiment according to any of the pre 0024. In another embodiment according to any of the pre
vious embodiments, the variable turbine vane is utilized to vious embodiments, the gear ratio across the gear reduction is
reduce an overall pressure ratio at take-off conditions. greater than or equal to about 2.6.
0009. In another embodiment according to any of the pre 0025. In another featured embodiment, a method of pro
vious embodiments, an overall pressure ratio can be defined viding a gas turbine engine comprises the steps of designing
across the second and third compressor rotors as being greater a gas turbine engine including three turbine rotors, each driv
than or equal to about 18.0 and less than or equal to about ing one of three compressor rotors. An upstream one of the
36.O. compressor rotors is connected to a gear reduction to drive a
0010. In another embodiment according to any of the pre fan rotor. A situation is identified wherein an overall pressure
vious embodiments, the second compressor rotor provides a ratio and core airflow needed for a gasturbine engine does not
compression ratio greater than or equal to about 8.0 and less require the three compressor rotors and eliminates the
than or equal to about 10.0. upstream one of the compressor rotors and utilizes the gas
0011. In another embodiment according to any of the pre turbine engine without the upstream one of the compressor
vious embodiments, the third compressor rotor provides a rotors
compression ratio of greater than or equal to about 4.0 and 0026. In another embodiment according to the previous
less than or equal to about 6.0. embodiment, the resulting engine and the original engine
0012. In another embodiment according to any of the pre have 80% common parts aft of a flange at the front of an
vious embodiments, the first compressor rotor provides a intermediate pressure compressor.
compression ratio of greater than or equal to about 2.5 and 0027. These and other features may be best understood
less than or equal to about 4.0. from the following drawings and specification.
US 2015/O 176530 A1 Jun. 25, 2015

BRIEF DESCRIPTION OF THE DRAWINGS 0035. A control 41 is shown, and may change the flow area
of the variable turbine vane 40 to be open attake-off and climb
0028 FIG. 1 schematically shows a gas turbine engine and closed during cruise. At cruise, with the Vane closed, the
incorporating a unique architecture. compressor is back-pressured by the resistance to flow down
stream to the turbine rotor 34. In turn this will increase the
DETAILED DESCRIPTION overall pressure ratio during cruise. The complexity of this
0029. A gas turbine engine 20 is schematically illustrated system lends itself to a very long range aircraft where reduc
in FIG.1. A fan rotor 22 rotates within a nacelle or housing 21 ing cruise fuel consumption is of paramount importance from
and deliversair as bypass air B which provides propulsion to an economic standpoint.
an aircraft carrying the engine 20. The fan also delivers air 0036. A gear ratio for the gear reduction 24 is greater than
into a core flow as core air flow C. The core air flow reaches or equal to 2.9A bypass ratio may be defined as the volume of
a first stage compressor rotor 28. This may be seen as a air delivered as bypass air B compared to the volume of air
booster compressor. The compressor rotor 28 compresses the delivered into the core air flow C. The bypass ratio may be
air and delivers it into a second stage compressor rotor 30 and, greater than or equal to about 10.0.
then, into a third stage compressor rotor 32. 0037. The disclosed architecture has valuable benefits in
0030 The compressed air is delivered into a combustion providing the third compressor rotor to provide some of the
section 39, shown schematically, and products of this com work. Further, the compressor rotor 30 provides more of the
bustion pass downstream across a first higher pressure turbine work than does the high pressure compressor rotor 32. In this
rotor 34, a second intermediate pressure turbine rotor 36, and way, the compressor rotor 32 may rotate at slower speeds
a third lower pressure turbine rotor 38. The lower pressure which is desirable since at the high overall pressure ratios that
turbine rotor 38 is a fan drive turbine rotor and includes a shaft this engine is capable of the temperatures in the back sections
42 that drives the first compressor rotor 28 at the same speed of the high pressure compressor are so high that there is a need
as the fan drive turbine and also drives the fan rotor 22 through to reduce stresses in the disks and connecting hubs in the back
a gear reduction 24. The intermediate turbine rotor 36 drives of the compressor.
the compressor rotor 30 through a shaft 44. 0038. One major limitation on compressor design for gas
0031. The higher pressure turbine rotor 34 drives the turbine engines is the temperatures experienced at a down
higher pressure compressor rotor 32 through a shaft 46. stream end of the highest pressure compressor rotor. To
0032. In embodiments, the turbine rotor 34 may have a achieve high overall pressure ratios, this temperature can be a
single stage, the turbine rotor 36 may have one to three stages, limitation. As an example, material temperature limits at this
and the turbine rotor 38 may have three to six stages. A rear stage must be able to withstand the temperatures seen at
pressure ratio provided across the combination of the com the highest stress conditions and, namely, take-off.
pressor rotors 30 and 32 may be greater than or equal to about 0039. By providing the booster compressor rotor 28 and
18.0 and less than or equal to about 36.0. The compressor providing more work at the compressor rotor 30, the com
rotor 30 may provide a pressure ratio of greater than or equal pressor rotor 32 may rotate at slower speeds and, thus, the
to about 8.0 and less than or equal to about 10.0. The com compressor rotor 32 has lessor stress due to the lesser speeds
pressor rotor 32 may provide a pressure ratio of greater than and, thus, can experience higher temperatures at a down
or equal to about 4.0 and less than or equal to about 6.0. A stream end.
compression ratio across the compressor rotor 28 may be 0040. In addition, the architecture disclosed here can pro
greater than or equal to about 2.5 and less than or equal to vide additional flexibility to provide a family of gas turbine
about 4.0. The pressure ratios are at sea level take off with the engines where some models have the booster compressor 28
engine at Zero forward Velocity. and some models are modified to operate without the booster.
0033. An overall pressure ratio across all three compressor 0041 As an example, should an aircraft Suggest a gas
rotors 28, 30, 32 can be achieved that is greater than or equal turbine engine with a lower thrust owing to the lower maxi
to about 45 and less than or equal to about 144.0. mum takeoff gross weight of the aircraft at take-off and thus
0034. Notably, an optional variable turbine vane 40 is a lower airflow through the core of the engine air, the booster
shown schematically downstream of the combustor 39 and compressor rotor 28 may be eliminated and the remaining
upstream of the turbine rotor 34. This vane 40 can be utilized architecture utilized with the fan drive turbine rotor 38 driving
to reduce the overall pressure ratio. Such as at take-off con the fan 22 through the gear reduction 24.
ditions where it would be desirable to have a lower pressure 0042. This provides economic benefits in reducing engi
ratio. This is valuable as the overall pressure ratio with the neering and development costs and inventory issues for the
present invention can be extremely high at cruise (when air manufacturer of gas turbine engines. The same manufacturer
entering the engine has a total temperature of around 0.0 could realize production efficiencies by then offering a higher
degrees Fahrenheit), but that same overall pressure ratio is not thrust model, with the booster compressor forcing higher core
possible at take-off, because the resulting temperature levels airflow and therefore higher fuel flows can be added, produc
in rear sections of the high pressure compressor may be too ing higher core and fan thrust, that would serve a higher gross
challenging for Some disk and hub materials. Also, the weight aircraft with very few changes in the rest of the engine.
extremely elevated temperatures in the compressor would be 0043. The two aircraft might require quite different sea
even further magnified across the combustor and into the high level takeoff thrust and the engines might appear to be quite
pressure turbine causing oxidation damage to turbine airfoils different in fan size (22) and the external components such as
during take-off. The variable turbine vane would dramatically wire harnesses and cabin pressurization plumbing and valves.
reduce this damage and that damage would not occurat cruise But there would be large development and inventory savings
with the vane closed due to the much more benign inlet in all parts in the core engine designated as module 30, 32, 40.
temperatures. 42 and perhaps even 38.
US 2015/O 176530 A1 Jun. 25, 2015

0044) These modules represent the greatest portion of the a fan rotor and three compressor rotors, with an upstream
manufacturer's development cost, production cost, inventory one of said three compressor rotors being connected to
costs, warranty costs and overhaul costs and so commonality rotate on a shaft with the third turbine rotor, and said
is a great benefit here. third rotor also driving said fan rotor through a gear
0045. As an example, with this method, as much as 80% of reduction, and an intermediate one of said three com
both engines parts aft of a flange in front of the intermediate pressor rotors for being driven by said second interme
compressor 30 can be common. diate turbine rotor, and a third one of said three compres
0046. The engine 20 in one example is a high-bypass Sor rotor downstream of said upstream and intermediate
geared aircraft engine. In a further example, the engine 20 compressor rotors and being driven by said first turbine
bypass ratio is greater than about six (6), with an example rotor;
embodiment being greater than about ten (10). The geared said fan rotor for delivering air into a bypass duct as pro
architecture 24 is an epicyclic gear train, such as a planetary pulsion air and for delivering air to said upstream com
gear system or other gear system, with a gear reduction ratio pressor rotor as core airflow and a ratio of said bypass air
of greater than about 2.3 and the low pressure turbine 38 has flow to said core air flow being greater than or equal to
a pressure ratio that is greater than about five. In one disclosed about 10.0; and
embodiment, the engine 20 bypass ratio is greater than about a variable turbine vane positioned upstream of said first
ten (10:1), the fan diameter is significantly larger than that of turbine rotor to allow the selective control of an overall
the low pressure compressors 28/30, and the low pressure pressure ratio, said variable turbine vane is utilized to
turbine 38 has a pressure ratio that is greater than about five reduce an overall pressure ratio at take-off conditions.
5:1. Low pressure turbine 38 pressure ratio is pressure mea 2.-3. (canceled)
sured prior to inlet of low pressure turbine 46 as related to the 4. The gas turbine engine as set forth in claim 1, wherein an
pressure at the outlet of the low pressure turbine 38 prior to an intermediate and third pressure ratio across the intermediate
exhaust nozzle. It should be understood, however, that the and third compressor rotors with said intermediate and third
above parameters are only exemplary of one embodiment of pressure ratio across said intermediate and third compressor
a geared architecture engine and that the present invention is rotors being greater than or equal to about 18.0 and less than
applicable to other gas turbine engines including direct drive or equal to about 36.0.
turbofans. 5. The gas turbine engine as set forth in claim 4, wherein
0047 A significant amount of thrust is provided by the said intermediate compressor rotor provides a compression
bypass flow B due to the high bypass ratio. The fan section 22 ratio greater than or equal to about 8.0 and less than or equal
of the engine 20 is designed for a particular flight condition— to about 10.0.
typically cruise at about 0.8 Mach and about 35,000 feet. The 6. The gas turbine engine as set forth in claim 5, wherein
flight condition of 0.8 Mach and 35,000 ft, with the engine at said third compressor rotor provides a compression ratio of
its best fuel consumption—also known as “bucket cruise greater than or equal to about 4.0 and less than or equal to
Thrust Specific Fuel Consumption (TSFCT) is the about 6.0.
industry standard parameter of 1 bn of fuel being burned 7. The gas turbine engine as set forth in claim 6, wherein
divided by 1 bf of thrust the engine produces at that minimum said upstream compressor rotor provides a compression ratio
point. "Low fan pressure ratio” is the pressure ratio across the of greater than or equal to about 2.5 and less than or equal to
fan blade alone, without a Fan Exit Guide Vane (“FEGV) about 4.0.
system. The low fan pressure ratio as disclosed herein accord 8. The gas turbine engine as set forth in claim 7, wherein a
ing to one non-limiting embodiment is less than about 1.45. total pressure ratio across said three compressor rotors is
“Low corrected fan tip speed' is the actual fan tip speed in greater than or equal to about 45.0.
ft/sec divided by an industry standard temperature correction 9. The gas turbine engine as set forth in claim8, wherein the
of (Tram R)/(518.7 ° R)'. The “Low corrected fan tip total pressure ratio across said three compressor rotors is less
speed as disclosed herein according to one non-limiting than or equal to about 144.0.
embodiment is less than about 1150 ft/second. 10. (canceled)
0048 Although an embodiment of this invention has been 11. The gas turbine engine as set forth in claim 9, wherein
disclosed, a worker of ordinary skill in this art would recog the gear ratio across said gear reduction is greater than or
nize that certain modifications would come within the scope equal to about 2.6.
of this invention. For that reason, the following claims should 12.-18. (canceled)
be studied to determine the true scope and content of this 19. The gas turbine engine as set forth in claim 17, wherein
invention. the gear ratio across said gear reduction is greater than or
1. A gas turbine engine comprising: equal to about 2.6, and the air reaching said upstream com
a first turbine rotor positioned upstream of a second inter pressor rotor passing to said intermediate one of said three
mediate turbine rotor and a third turbine rotor being compressor rotors.
positioned downstream of the first and second turbine 20.-22. (canceled)
rotors;