CN111881530A - Vibration reduction optimization design method for aircraft engine - Google Patents
Vibration reduction optimization design method for aircraft engine Download PDFInfo
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Abstract
The invention discloses an aircraft engine vibration reduction optimization design method, which comprises the following steps: determining components needing vibration reduction in the casing accessory, and establishing a vibration transmission model; selecting one of the components, and taking the parameter of the component as a target for carrying out optimization design; transforming the vibration transfer model to a frequency domain, and designing optimal control parameters by using a frequency domain analysis method according to expected performance indexes; and confirming whether the optimal control parameters of the design meet the performance requirements through simulation, and if not, re-developing the optimized design. The invention can attenuate the vibration of a plurality of parts of the casing accessory, and can obtain the complete vibration isolation of specific parts, thereby having important practical significance.
Description
Technical Field
The invention belongs to the field of vibration reduction and noise reduction of an aero-engine, and particularly relates to a vibration reduction optimization design method of the aero-engine.
Background
Aeroengines have severe requirements on reliability and safety, and the vibration of the whole aeroengine is one of the important factors for reducing the reliability and the safety, so that the monitoring and the control of the vibration of the aeroengine are required by at home and abroad airworthiness provisions. For example, the central office of civil aviation in china is specialized in the definition of vibration, i.e. "each engine type must be designed and constructed to operate properly over its entire stated flight envelope and over the entire operating range of speed and power or thrust, and should not result in overstressing any parts of the engine due to vibration, and should not result in transmitting excessive vibratory forces to the aircraft structure. However, due to the variety of sources of the vibration of the engine, the real-time control of the engine is difficult, and the airworthiness requirement can be met only through good structural design. For example, assembly errors are reduced by dynamic balancing to radically reduce periodic vibrations to the engine due to high and low shaft mass imbalances; or by optimizing the design of the parameters of the damper so that the vibrations are damped along their transmission path.
In practical engineering, another vibration problem is often encountered, namely, the vibration caused by pneumatic unbalanced force (pneumatic interference, rotor misalignment, bearing damage and the like) is transmitted to the casing, so that the vibration of a full-authority electronic controller, a fuel regulating mechanism, a fuel and oil pipeline and the like which are 'attached' to the casing is too large. Because pneumatic imbalance is unavoidable, it is common practice to adopt vibration isolation and impact resistance technology, that is, a vibration isolator is added at the installation position of an electronic controller, a fuel regulation mechanism and the like so as to isolate or attenuate vibration transmission from an engine. The design method is characterized in that proper vibration isolator parameters are selected, for example, the design method of the vibration isolator parameters is detailed in the article 'design method and experimental research of a vibration isolator for an aircraft engine controller' by ZhaoQu; chinese patent application CN103742591A discloses a design method of a rotor adaptive mass damper of a rotary machine.
However, the design method only considers the isolation of a single part, so that the parameter optimization design of the single vibration isolator is only involved; when multiple components need to be isolated, current methods are complex due to the numerous parameters that need to be designed.
Disclosure of Invention
In order to solve the technical problems mentioned in the background technology, the invention provides an aircraft engine vibration reduction optimization design method.
In order to achieve the technical purpose, the technical scheme of the invention is as follows:
an aircraft engine damping optimization design method comprises the following steps:
(1) determining components needing vibration reduction in the casing accessory, and establishing a vibration transmission model;
(2) selecting one of the components, and taking the parameter of the component as a target for carrying out optimization design;
(3) transforming the vibration transfer model established in the step (1) to a frequency domain, and designing optimal control parameters by using a frequency domain analysis method according to expected performance indexes;
(4) and (4) confirming whether the optimal control parameters designed in the step (3) meet the performance requirements through simulation, and returning to the step (2) if the optimal control parameters do not meet the performance requirements, and re-developing the optimal design.
Further, in the step (1), a vibration transfer model is established by adopting a system identification method or a parameter matching method.
Further, for the two vibration damping members, a vibration transmission model was established as follows:
in the above formula, mu、kuAnd cuThe mass, stiffness coefficient and damping coefficient of the component 1 are respectively; m iss、ksAnd csMass, stiffness coefficient and damping coefficient of the component 2; z is a radical ofu(t) is the displacement of the member 1, z (t) is the relative displacement of the members 1 and 2,
for the corresponding first-order derivative of the first order,
the corresponding second order derivative is obtained;
representing a pneumatic imbalance force; u (t) is the parameter to be optimized.
Further, in step (2), the parameter u (t) to be optimized is selected as follows:
①u(t)＝kzu(t)；
②u(t)＝kz(t)
wherein k is an optimal control parameter to be optimized.
Further, the specific process of step (3) is as follows:
firstly, the vibration transfer model is transformed from the time domain to the frequency domain by fourier transform:
wherein ω is frequency;
Z(jω)、Zu(j ω) and U (j ω) are z (t) and zu(t), u (t) frequency response function;
D(jω)≡ω2Zr(j ω) is the unbalanced vibrational force;
det[G(jω)]＝(ku-muω2+jcuω)(ks-msω2+jcsω)-(ks+jcsω)msω2；
then, two circles, which are called α -circle and β -circle, are drawn on the complex plane, wherein α -circle is centered at (-1,0)1A circle with radius less than or equal to 1, and beta-circle is centered on (-G (j omega))2A circle with a radius of 1 or less, wherein1And2is a desired performance index;
if the alpha-circle and the beta-circle have intersection, selecting the optimal point of the intersection part as alpha (j omega), and designing an optimal control parameter k:
adopt the beneficial effect that above-mentioned technical scheme brought:
the invention provides a design method for achieving global vibration reduction through local parameter design aiming at the vibration problem of an aircraft engine casing accessory, and the method can be used for attenuating the vibration of a plurality of parts of the casing accessory and obtaining the complete vibration isolation of specific parts, thereby having important value for practical engineering.
Drawings
FIG. 1 is an overall process flow diagram of the present invention;
FIG. 2 is a schematic representation of the alpha-circle and beta-circle of the present invention;
FIG. 3 is a schematic view of an α -circle and a β -circle in the examples;
FIG. 4 is a schematic diagram of vibration in the embodiment, in which (a) is a schematic diagram of vibration Z (j ω) of the position of the fuel control mechanism, and (b) is vibration Z (j ω) of the position of the electronic controlleru(j ω) schematic.
Detailed Description
The technical scheme of the invention is explained in detail in the following with the accompanying drawings.
The invention designs an aeroengine vibration reduction optimization design method, as shown in figure 1, the steps are as follows:
step 1: determining components needing vibration reduction in the casing accessory, and establishing a vibration transmission model;
step 2: selecting one of the components, and taking the parameter of the component as a target for carrying out optimization design;
and step 3: transforming the vibration transfer model established in the step 1 to a frequency domain, and designing optimal control parameters by using a frequency domain analysis method according to expected performance indexes;
and 4, step 4: and (4) confirming whether the optimal control parameters designed in the step (3) meet the performance requirements through simulation, and returning to the step (2) if the optimal control parameters do not meet the performance requirements, and re-developing the optimal design.
In this embodiment, the step 1 can be implemented by the following preferred scheme:
the vibration transfer model is typically obtained using a system identification method or by a parameter matching method. Taking a parameter matching method as an example, for two vibration damping components, the following models can be established:
wherein m isu、ku、cuThe structural parameters (mass, stiffness coefficient and damping coefficient) of the component 1 are set; m iss、ks、csIs a component 2 structural parameter; z is a radical ofu(t) is the displacement of the member 1, z (t) is the relative displacement of the members 1 and 2,
for the corresponding first-order derivative of the first order,
the corresponding second order derivative is obtained;
representing the aerodynamic imbalance force, which is the source of vibration, needs to be optimally designed to attenuate and even isolate it. That is, it is necessary to simultaneously damp the vibrations at the component 1 and the component 2 by local parameter optimization.
At this point, a mathematical model of the optimization system is available:
wherein u (t) is the parameter to be optimized.
In the following embodiments, the component 1 is an electronic controller, the component 2 is a fuel regulating mechanism, and variables in the model take values as follows:
| ms(kg) | mu(kg) | ks(N/m) | ku(N/m) | cs(Ns/m) | cu(Ns/m) |
| 973 | 114 | 42720 | 101115 | 1095 | 14.6 |
in this embodiment, the step 2 is implemented by the following preferred scheme:
for the above mathematical model of vibration transmission, the parameter u (t) to be optimized is usually expressed as a function of structural parameters, and the following forms are available:
①u(t)＝kzu(t)；
②u(t)＝kz(t)。
specifically selecting which form is determined by actual conditions (such as space, weight and the like); but for both, k is the optimal control parameter to be optimized. That is, it is necessary to design a suitable unknown parameter k such that zu(t) and z (t) for zrThe vibrational response of (t) must be reduced simultaneously. In the following embodiments, it is desired to optimize parameters of the fuel regulating mechanism, that is, to attenuate the vibration amount at both the fuel regulating mechanism and the electronic controller.
In this embodiment, the step 3 is implemented by the following preferred scheme:
the step is the core of the invention, and the specific process is as follows:
firstly, a vibration transfer model is transformed into a frequency domain from a time domain through Fourier transform:
wherein, Z (j omega), Zu(j ω) and U (j ω) are z (t) and zu(t), u (t) frequency response function; d (j ω) ≡ ω2Zr(j ω) is the unbalanced vibration force (Z)r(j ω) is zr(t), ω is the frequency); the common denominator det (G) is defined as:
det(G)＝(ku-muω2+jcuω)(ks-msω2+jcsω)-(ks+jcsω)msω2。
aiming at the embodiment, the parameters listed in the table in the step 1 are substituted into the formula to obtain the required frequency domain model. The corresponding frequency is typically the natural frequency of the natural gas at the combustion mechanism
Next, variable G is defined as follows:
in this embodiment, the following can be calculated:
G(jω)＝0.3844+0.1311j
thirdly, two circles are drawn on the complex plane, which are respectively called alpha-circle and beta-circle, wherein the alpha-circle is centered at (-1,0) as the center of the circle1A circle with radius not more than 1; and beta-circle takes (-G (j omega)) as the center of circle to21 is a circle with a radius, as shown in figure 2.1And2is a desired performance index, i.e. a desired averageOver-optimal design allows Z (j ω) and Zu(j ω) attenuation, if Z (j ω) is required to be reduced by 3dB, then10.707; requirement Zu(j ω) is decreased by 6dB, then2＝0.5。
In the present embodiment, designation10.65 and20.5 is a desired performance indicator, i.e. it is desirable to reduce the vibration Z (j ω) at the fuel regulating mechanism by 4dB (0.65) and the vibration Z at the electronic controller by an optimal designu(j ω) attenuates 6dB (0.5). Thus, schematic diagrams of α -circle and β -circle in the examples are drawn, as shown in FIG. 3.
Again, for this embodiment, in fig. 3, α -circle and β -circle intersect (shaded), thus enabling the vibration Z (j ω) at the fuel adjustment mechanism and the vibration Z at the electronic controlleru(j ω) simultaneously decaying; that is, the optimum design is the intersection of two circles.
Finally, selecting the optimal point of the intersection part, and marking as α (j ω), the optimal control parameter to be designed can be obtained by the following formula:
in this embodiment, since the center of β -circle is located in the intersection region of two circles, α (j ω) — G (j ω), that is, α (j ω) — 0.3844-0.1311j may be selected. At this time, k is calculated as-21360-7255.6 j, and it is known that this design reduces the vibration Z (j ω) at the fuel adjustment mechanism by 4dB, while the vibration Z at the electronic controller is reduced by Z (j ω)u(j ω) decays to zero, i.e. the electronic controller reaches full isolation.
According to the method disclosed by the invention, feasibility and performance limit analysis is carried out, and the performance index is confirmed to reach an expected value. For the above embodiment, if the criteria require a 4dB reduction in vibration Z (j ω) at the fuel adjustment mechanism and vibration Z (j ω) at the electronic controlleru(j ω) is reduced by 20dB, the design can be confirmed; and if the indicator requires vibration Z (j omega) at the fuel adjustment mechanism and vibration Z at the electronic controlleru(j omega) are all reduced by 20dB, and no intersection exists after alpha-circle and beta-circle are redrawn, which indicates that the finger is pointed at the momentThe standard requirement is too high, and the performance index requirement must be reduced. Now the vibration Z (j omega) at the electronic control unit is reduced by 4dB according to the vibration Z (j omega) at the fuel regulating mechanismu(j ω) is reduced by at least 20dB to validate the design, and the real-time simulation results are shown in FIG. 4. It can be seen that with the method proposed by the invention, the vibration Z (j ω) at the fuel regulation mechanism is indeed reduced by 4dB, while at the same time the vibration Z at the electronic controller is reduced by 4dBu(j ω) is fully damped, i.e. full isolation of the electronic controller is achieved. The design not only meets the requirements, but also has complete vibration isolation performance, and is the most expected design in actual engineering.
The embodiments are only for illustrating the technical idea of the present invention, and the technical idea of the present invention is not limited thereto, and any modifications made on the basis of the technical scheme according to the technical idea of the present invention fall within the scope of the present invention.
Claims (5)
1. The method for optimally designing the vibration reduction of the aero-engine is characterized by comprising the following steps of:
(1) determining components needing vibration reduction in the casing accessory, and establishing a vibration transmission model;
(2) selecting one of the components, and taking the parameter of the component as a target for carrying out optimization design;
(3) transforming the vibration transfer model established in the step (1) to a frequency domain, and designing optimal control parameters by using a frequency domain analysis method according to expected performance indexes;
(4) and (4) confirming whether the optimal control parameters designed in the step (3) meet the performance requirements through simulation, and returning to the step (2) if the optimal control parameters do not meet the performance requirements, and re-developing the optimal design.
2. The aircraft engine vibration damping optimization design method according to claim 1, characterized in that in the step (1), a vibration transfer model is established by a system identification method or a parameter matching method.
3. The aircraft engine vibration damping optimization design method according to claim 2, characterized in that a parameter matching method is adopted, and a vibration transmission model is established for two vibration damping components as follows:
in the above formula, mu、kuAnd cuThe mass, stiffness coefficient and damping coefficient of the component 1 are respectively; m iss、ksAnd csMass, stiffness coefficient and damping coefficient of the component 2; z is a radical ofu(t) is the displacement of the member 1, z (t) is the relative displacement of the members 1 and 2,
for the corresponding first-order derivative of the first order,
the corresponding second order derivative is obtained;
representing a pneumatic imbalance force; u (t) is the parameter to be optimized.
4. The aircraft engine vibration reduction optimization design method according to claim 3, wherein in the step (2), the parameter u (t) to be optimized is selected in the following form:
①u(t)＝kzu(t)；
②u(t)＝kz(t)
wherein k is an optimal control parameter to be optimized.
5. The aircraft engine vibration reduction optimization design method according to claim 3, characterized in that the specific process of the step (3) is as follows:
firstly, the vibration transfer model is transformed from the time domain to the frequency domain by fourier transform:
wherein ω is frequency;
Z(jω)、Zu(j ω) and U (j ω) are z (t) and zu(t), u (t) frequency response function; d (j ω) ≡ ω2Zr(j ω) is the unbalanced vibrational force;
det[G(jω)]＝(ku-muω2+jcuω)(ks-msω2+jcsω)-(ks+jcsω)msω2；
then, two circles, which are called α -circle and β -circle, are drawn on the complex plane, wherein α -circle is centered at (-1,0)1A circle with radius less than or equal to 1, and beta-circle is centered on (-G (j omega))2A circle with a radius of 1 or less, wherein1And2is a desired performance index;
if the alpha-circle and the beta-circle have intersection, selecting the optimal point of the intersection part as alpha (j omega), and designing an optimal control parameter k:
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| CN112580157A (en) * | 2020-11-26 | 2021-03-30 | 南京航空航天大学 | Vibration reduction design method for internal and external casings of aero-engine under extremely low frequency condition |
| CN112881025A (en) * | 2021-01-12 | 2021-06-01 | 南京航空航天大学 | Method for vibration control and energy collection of aircraft engine |
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| CN112580157A (en) * | 2020-11-26 | 2021-03-30 | 南京航空航天大学 | Vibration reduction design method for internal and external casings of aero-engine under extremely low frequency condition |
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