CN113642131B - Engine stress simulation method - Google Patents

Engine stress simulation method Download PDF

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CN113642131B
CN113642131B CN202111007625.7A CN202111007625A CN113642131B CN 113642131 B CN113642131 B CN 113642131B CN 202111007625 A CN202111007625 A CN 202111007625A CN 113642131 B CN113642131 B CN 113642131B
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engine
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matrix
rotor
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CN113642131A (en
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刘鹏飞
杨丰宇
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AECC Guiyang Engine Design Research Institute
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Abstract

The invention provides an engine stress simulation method, which comprises the following steps: (1) establishing an equation; (2) establishing a prototype; (3) finite element analysis; (4) acquiring vibration data; (5) separating out the unbalance factors; (6) correcting; (7) extracting a transmission path; (8) extracting a load; (9) extracting a load spectrum; spectrum analysis in car (R). The invention can simulate the dynamic frequency dynamic stress measurement test in a simulation mode, and carry out scheme modification before the processing of the object, thereby reducing the repeated modification of the design of the product drawing with the object, shortening the iteration cycle of the design and the test and reducing the test cost.

Description

Engine stress simulation method
Technical Field
The invention relates to an engine stress simulation method.
Background
The external pipeline system is used for connecting various accessories and chambers of the engine to realize the functions of conveying fuel oil, lubricating oil and gas, and is one of important components of the engine. The pipeline form is changeable and does not have a specific rule, the number of related parts is large, the integration is high, the space structure is compact, and the design quality of an external pipeline is directly related to the development progress, the production period and the service life of an engine.
Because vibration excitation sources of the engine mainly come from rotor imbalance, aerodynamic instability, pulse excitation of pump parts and the like, the designed external pipeline cannot determine whether the vibration stress meets the design requirements through conventional modal analysis and harmonic response analysis. After the production and processing of the conduit and the bracket in the external pipeline, the dynamic frequency and the dynamic stress are measured on the whole engine to determine whether the vibration stress meets the requirements, if the stress control requirements are not met, the fixing mode and the tube shape of the conduit are adjusted, and the adjustment of the tube shape of the conduit increases the longer production and test period. The pipe type is not regulated greatly after the test due to the limitation of a space structure, and the stress control measures are limited and are not controlled in advance at the design stage.
Disclosure of Invention
In order to solve the technical problem, the invention provides an engine stress simulation method, which comprises the following steps: the dynamic frequency dynamic stress measurement test can be simulated in a simulation mode, scheme modification is carried out before the material object is machined, and repeated design modification of product drawings with material objects is reduced.
The invention is realized by the following technical scheme.
The invention provides an engine stress simulation method, which comprises the following steps:
(1) establishing an equation: establishing a motion differential equation by taking the complete engine as a research object:
Figure BDA0003237564520000021
in the formula, [ M ] is a system mass matrix, [ G ] is a system gyro matrix, [ C ] is a system damping matrix, [ K ] is a system stiffness matrix, { F } is a system generalized exciting force, and { X } is a system generalized displacement;
(2) establishing a prototype: establishing an engine case model prototype or a digital prototype;
(3) finite element analysis: establishing a finite element model of an engine case model prototype or a digital prototype, and then analyzing the vibration transfer characteristics of the whole engine based on a motion differential equation to obtain a vibration transfer matrix TR of the whole engine;
(4) acquiring vibration data: carrying out vibration measurement on the whole engine of the engine to obtain vibration measurement data of the whole engine;
(5) factors of separation imbalance: separating the vibration influence of rotor misalignment, rotor decentration, pneumatics and gear transmission from the complete machine vibration transmission matrix TR;
(6) and (3) correction: correcting the finite element model of the digital prototype and the complete machine vibration transmission matrix TR by using the complete machine vibration measurement data;
(7) extracting a transmission path: extracting a whole machine vibration transfer matrix TR based on the vibration transfer path to obtain a transfer path extraction matrix;
(8) load extraction: selecting a vibration value of a proper confidence interval as a transmission load based on a statistic value of the whole machine vibration measurement data of a plurality of complete machines of the engine;
(9) load spectrum extraction: based on the results of the step (7) and the step (8), calculating a load spectrum excited by unbalance of the rotor, misalignment of the rotor, non-concentricity of the rotor, pneumatics and gear transmission;
spectrum analysis in red: and carrying out spectrum analysis based on the load spectrum to obtain a stress analysis result.
The spectrum analysis adopts the following steps:
A. adding displacement or elastic support constraint to the finite element model of the digital sample machine to obtain a conduit and accessory model;
B. simplifying the model of the catheter and the accessory;
C. applying vibration excitation by using a complete machine vibration transfer matrix TR;
D. selecting load spectrum data at a plurality of rotating speeds;
E. spectral analysis is performed based on the catheter and accessory models and the load spectrum data.
The generalized excitation force of the system is as follows:
{F}＝uω 2 exp(jωt)
wherein u is the unbalance amount and omega is the rotating speed of the engine rotor.
The generalized displacement of the system is as follows:
{X}＝rexp(iωt)
where r is the rotor imbalance vibration response.
The whole machine vibration transmission matrix TR is as follows:
TR＝ω 2 ([K]-ω 2 [M]+i([G]+[C])ω) -1
where ω engine rotor speed.
The engine case model prototype or the digital prototype comprises a fan case, an intermediate case, an outer duct case, a turbine supporting case, an exhaust device, a gas compressor case of a core engine, a combustion chamber outer case and a turbine outer case.
The correction of the whole machine vibration transfer matrix TR is performed by correcting [ M ], [ G ], [ C ] and [ K ].
And (3) in the step (2), establishing by adopting three-dimensional model software.
The invention has the beneficial effects that: the dynamic frequency dynamic stress measurement test can be simulated in a simulation mode, scheme modification is carried out before the material object is machined, repeated modification of product drawings with the material object is reduced, the design and test iteration period is shortened, and the test cost is reduced.
Detailed Description
The technical solution of the present invention is further described below, but the scope of the claimed invention is not limited to the described.
Example 1
The invention provides an engine stress simulation method, which comprises the following steps:
(1) establishing an equation: establishing a motion differential equation by taking the whole engine as a research object:
Figure BDA0003237564520000041
in the formula, [ M ] is a system mass matrix, [ G ] is a system gyro matrix, [ C ] is a system damping matrix, [ K ] is a system stiffness matrix, { F } is a system generalized exciting force, and { X } is a system generalized displacement;
(2) establishing a prototype: establishing an engine case model prototype or a digital prototype;
(3) finite element analysis: establishing a finite element model of an engine case model prototype or a digital prototype, and then analyzing the vibration transfer characteristics of the whole engine based on a motion differential equation to obtain a vibration transfer matrix TR of the whole engine;
(4) acquiring vibration data: carrying out vibration measurement on the whole engine of the engine to obtain vibration measurement data of the whole engine;
(5) factors of separation imbalance: separating the vibration influence of rotor misalignment, rotor decentration, pneumatics and gear transmission from the complete machine vibration transmission matrix TR;
(6) and (3) correction: correcting the finite element model of the digital prototype and the complete machine vibration transfer matrix TR by using the complete machine vibration measurement data;
(7) extracting a transmission path: extracting a whole machine vibration transfer matrix TR based on the vibration transfer path to obtain a transfer path extraction matrix;
(8) load extraction: selecting a vibration value of a proper confidence interval as a transmission load based on a statistic value of whole machine vibration measurement data of a plurality of complete machines of the engine;
(9) load spectrum extraction: calculating a load spectrum excited by rotor unbalance, rotor misalignment, pneumatics and gear transmission based on the results of the step (7) and the step (8);
analysis of the spectrum in R: and carrying out spectrum analysis based on the load spectrum to obtain a stress analysis result.
Example 2
Based on example 1, the spectral analysis, the following procedure was used:
A. adding displacement or elastic support constraint to the finite element model of the digital sample machine to obtain a conduit and accessory model;
B. simplifying the model of the catheter and the accessory;
C. applying vibration excitation by using a complete machine vibration transfer matrix TR;
D. selecting load spectrum data at a plurality of rotating speeds;
E. spectral analysis is performed based on the catheter and accessory models and the load spectral data.
Example 3
Based on example 1, the system generalized excitation force is:
{F}＝uω 2 exp(jωt)
wherein u is the unbalance amount and omega is the rotating speed of the engine rotor.
Example 4
Based on example 1, the generalized displacement of the system is:
{X}＝rexp(iωt)
where r is the rotor imbalance vibration response.
Example 5
Based on the embodiment 1, the whole machine vibration transfer matrix TR is:
TR＝ω 2 ([K]-ω 2 [M]+i([G]+[C])ω) -1
where ω engine rotor speed.
Example 6
Based on the embodiment 1, the engine casing model prototype or the digital prototype comprises a fan casing, an intermediate casing, an outer duct casing, a turbine supporting casing, an exhaust device, a compressor casing of a core engine, a combustion chamber casing and a turbine outer casing.
Example 7
In example 1, the entire machine vibration transmission matrix TR is corrected by correcting [ M ], [ G ], [ C ], and [ K ].
Example 8
Based on the embodiment 1, in the step (2), three-dimensional model software is adopted for establishment.
Example 9
Based on the above-described embodiments, it is, in particular,
s1: the method comprises the following steps of establishing a motion differential equation by taking an aircraft engine complete machine as a research object:
Figure BDA0003237564520000061
in the formula, M is a system mass matrix, G is a system gyro matrix, C is a system damping matrix, K is a system rigidity matrix, F is a system generalized exciting force, and X is a system generalized displacement.
When the supporting position of the rotor of the engine is acted by generalized excitation force { F } of the rotor, the force transmission system of the engine is forced to vibrate, the excitation force is transmitted to the positions of all casings of the engine through the intermediate casing and the turbine support with the rotor supporting structure, and the vibration from the rotor is transmitted to a conduit, a bracket and accessories arranged on all the casings of the engine through the forced vibration of the casings. Without assuming that the generalized excitation force of the system is mainly caused by imbalance, let
{F}＝uω 2 exp(jωt) (2)
Wherein u is the unbalance amount and omega is the rotating speed of the engine rotor. At the same time, the steady state response of the forced vibration of the whole engine system is made as
{X}＝rexp(iωt) (3)
Where r is the rotor imbalance vibration response. Substituting equations (2) and (3) into the differential equation (1) of the overall motion of the aircraft engine to obtain
([K]-ω 2 [M]+i([G]+[C])ω)·r＝uω 2 (4)
Order to
TR＝ω 2 ([K]-ω 2 [M]+i([G]+[C])ω) -1 (5)
Then
r＝TRu (6)
TR is called a transfer matrix of the whole aircraft engine system, the number of rows and columns of TR depends on the number of elements of the finite element model, and once the structural parameters are determined, the TR is only changed along with omega as can be seen from equation (5).
S2: the method comprises the steps of establishing an engine casing model prototype or a digital prototype according to the nominal size of a design drawing, wherein the established digital prototype comprises a fan casing, an intermediate casing, an outer duct casing, a turbine supporting casing, an exhaust device, a compressor casing of a core engine, a combustion chamber outer casing and a turbine outer casing of the engine, and a rotor fulcrum structure arranged at the intermediate casing and the turbine supporting part needs to be included. The software for establishing the prototype can be but is not limited to UG, PRO/E, CATIA and other three-dimensional software.
S3: and after the digital prototype is established, establishing a digital prototype finite element model by adopting finite element software, and analyzing the vibration transmission characteristics of the whole aircraft engine on the finite element model by combining the basic theory of vibration, so as to initially obtain a vibration transmission matrix TR of the whole engine.
When the vibration transmission characteristic analysis of the whole machine is carried out, load excitation is applied to the supporting position of the rotor, preferably the load excitation is sinusoidal force loads which change along with frequency in different directions, load excitation response data are picked up on an intermediary casing, a turbine support and other casings, and the position of the picked-up load excitation data is required to be consistent with or close to the position of the vibration sensor for facilitating the vibration transmission matrix correction work in the following.
S4: and acquiring vibration data of the whole machine. The whole machine vibration measurement data is important data for obtaining a whole machine vibration transmission matrix of the engine, the whole machine vibration measurement data can reflect the real rotor vibration condition, and meanwhile, the whole machine vibration measurement data is less influenced by other factors such as pneumatics, gear transmission and the like, so that the selection of the whole machine vibration measurement position is very important. Besides the installation positions of the vibration sensors at the conventional supporting casing and the turbine supporting position, the vibration sensors are required to be installed at the positions of the fan casing, the bypass casing or the exhaust device in order to obtain the correction coefficient of the complex casing structure for transmitting vibration.
S5: decoupling non-rotor imbalance factors. The complete machine vibration transmission matrix TR is caused by rotor unbalance, the vibration of the rotor misalignment, the pneumatics and the gear transmission is not contained in the complete machine vibration transmission matrix TR, the vibration excitation energy of the support and the guide pipe caused by the pneumatics and the gear transmission is relatively small, and the influence of the vibration excitation energy can be considered in the stress simulation calculation. The vibration value independent of the rotor fundamental frequency can be searched according to the vibration frequency of the section of each casing, and vibration components which are multiples of the number of rotor blades and the number of gear teeth are in vibration data, namely vibration caused by pneumatic transmission and gear transmission. In order to accurately separate loads with non-centered rotors and non-centered rotors, the loads need to be separated by combining multiples of rotor frequency and phase information. The load of the rotor which is not centered and the load of the rotor which is not centered can be corrected according to the correction method introduced by the patent, and the vibration value of any position on the engine can be obtained.
S6: the finite element model of the digital prototype and the complete machine vibration transmission matrix are corrected (namely the correction of [ M ], [ G ], [ C ] and [ K ]) by using the complete machine vibration measurement data, the structural complexity of the aero-engine is considered, and the influence of nonlinear factors (the rigidity and the damping of a main connecting interface) is considered when the model and the transmission matrix are corrected.
S7: after an engine complete machine vibration transmission matrix TR is accurately obtained, taking the node numbers of finite elements where the measuring points are located as rows, taking the nodes of the finite elements where the simulated conduits and the supports are located as columns to extract the TR, so that the transmission relation from the measuring points to any point can be obtained, and the vibration conditions of all nodes including main shaft bearing supporting points of the engine are obtained by combining the complete machine vibration measurement result and fitting. After the main transmission path is selected, vibration excitation can be applied to the guide pipe and the support at any position on the engine casing by utilizing the extraction matrix of the whole aircraft engine vibration transmission matrix TR.
S8: and respectively carrying out load extraction and correction on the pneumatic vibration and the gear transmission vibration. The vibration load caused by pneumatics and gear transmission is separated by the method described above by separating the vibration component by a multiple of the number of rotor blades and the vibration component by a multiple of the number of gear teeth. Based on the vibration statistic values of the engines of the multiple parts, the vibration value of the proper confidence interval is selected by combining data statistic knowledge to serve as pneumatic and gear transmission load for later calculation.
S9: based on the method, the load spectrum excited by unbalanced rotor, non-centering rotor, pneumatics and gear transmission can be obtained. The determination of the vibration excitation load spectrum can be determined by sampling and combining main excitation sources such as unbalanced rotor, non-centered rotor, non-concentric rotor, pneumatic instability, pulse excitation of pump parts and the like of an engine according to requirements except that the load is applied independently.
Obtaining the vibration excitation load based on the method, and performing spectrum analysis according to the following method:
a: and (4) adding a conduit, a bracket and an accessory to be simulated based on the finite element model of the digital prototype obtained in the step (S3). And corresponding displacement or elastic support constraint is exerted on the connecting positions of the mounting hole and the bracket, the bracket and the accessory, the bracket and the conduit and the like on the model.
B: during simulation, the model of the conduit and the accessory can be simplified. The complex pipe joint is replaced by a simplified joint with equal mass and equal rigidity. The accessory can be simplified into an equal-mass and equal-volume model consistent with the original accessory, or the accessory can be simplified into a concentrated mass consistent with the mass and the rotational inertia of the accessory on the mounting hole of the bracket.
C: and (4) applying vibration excitation to the guide pipe, the bracket and the accessory on the whole engine or the casing at any position by using the vibration transmission matrix TR of the whole aircraft engine obtained in the step (S9).
D: the vibration data is a vibration component which is measured and processed by a signal. The load spectrum data under each rotating speed can be selected according to the variable quantity of 1% change of the rotating speed of the engine or according to the requirement.
E: the spectral analysis was performed using finite element analysis software and the load input was the previously obtained load spectrum. When the stress analysis of the whole machine conduit and the bracket is carried out, the load spectrum loading position is a bearing fulcrum or a force transmission casing such as an intermediate casing and a turbine support; when the stress analysis of the guide pipe and the bracket on the local casing is carried out, the loading position of the load spectrum is the position of the casing where the guide pipe and the bracket are fixed. The load spectrum may be a velocity spectrum, an acceleration spectrum, or a displacement spectrum as a function of frequency. Because the rotating speed is changed by 1%, the load spectrum at every 1% rotating speed from the slow vehicle to the maximum state needs to be calculated, and primary spectrum analysis is carried out on the basis of the obtained load spectrum at every rotating speed, so that the maximum vibration stress of the rotating speed corresponding to the load spectrum is obtained. The stress values of all the nodes obtained by each spectral analysis and calculation are exported, the maximum stress value of each node is found by utilizing the maximum value search function of software, the maximum stress value of each node is exported to a general format which can be identified by simulation software, the maximum stress value data is imported by utilizing finite element simulation software, and the stress distribution condition can be visually seen in the finite element software so as to be convenient for adjusting the catheter and the bracket with larger stress.
The above-mentioned variation per 1% of the rotation speed is only an example of a specific value for convenience of description, and other values are possible, and other values of the rotation speed interval are also within the scope of the present patent.
F: and analyzing the stress result obtained by the load spectrum analysis, finding a guide pipe with the stress exceeding a limited stress value, optimizing the guide pipe, and increasing a duplex suspension clamp or a fixed clamp fixed on a bracket on the section of an accessory or a casing or changing the pipe shape of the guide pipe according to the position determination of the guide pipe by an optimization method.

Claims (8)

1. An engine stress simulation method is characterized in that: the method comprises the following steps:
(1) establishing an equation: establishing a motion differential equation by taking the whole engine as a research object:
Figure FDA0003237564510000011
in the formula, [ M ] is a system mass matrix, [ G ] is a system gyro matrix, [ C ] is a system damping matrix, [ K ] is a system rigidity matrix, { F } is a system generalized exciting force, and { X } is system generalized displacement;
(2) establishing a prototype: establishing an engine case model prototype or a digital prototype;
(3) finite element analysis: establishing a finite element model of an engine case model prototype or a digital prototype, and then analyzing the vibration transfer characteristics of the whole engine based on a motion differential equation to obtain a vibration transfer matrix TR of the whole engine;
(4) acquiring vibration data: carrying out vibration measurement on the whole engine of the engine to obtain vibration measurement data of the whole engine;
(5) factors of separation imbalance: separating the vibration influence of rotor misalignment, rotor decentration, pneumatics and gear transmission from the complete machine vibration transmission matrix TR;
(6) and (3) correction: correcting the finite element model of the digital prototype and the complete machine vibration transmission matrix TR by using the complete machine vibration measurement data;
(7) extracting a transmission path: extracting a whole machine vibration transfer matrix TR based on the vibration transfer path to obtain a transfer path extraction matrix;
(8) load extraction: selecting a vibration value of a proper confidence interval as a transmission load based on a statistic value of the whole machine vibration measurement data of a plurality of complete machines of the engine;
(9) load spectrum extraction: calculating a load spectrum excited by rotor unbalance, rotor misalignment, pneumatics and gear transmission based on the results of the step (7) and the step (8);
analysis of the spectrum in R: and carrying out spectrum analysis based on the load spectrum to obtain a stress analysis result.
2. The engine stress simulation method of claim 1, wherein: the spectral analysis adopts the following steps:
A. adding displacement or elastic support constraint to the finite element model of the digital sample machine to obtain a conduit and accessory model;
B. simplifying the model of the catheter and the accessory;
C. applying vibration excitation by using a complete machine vibration transfer matrix TR;
D. selecting load spectrum data at a plurality of rotation speeds;
E. spectral analysis is performed based on the catheter and accessory models and the load spectral data.
3. The engine stress simulation method according to claim 1, characterized in that: the generalized exciting force of the system is as follows:
{F}＝uω 2 exp(jωt)
wherein u is the unbalance amount, ω engine rotor speed.
4. The engine stress simulation method according to claim 1, characterized in that: the system generalized displacement is:
{X}＝rexp(iωt)
where r is the rotor imbalance vibration response.
5. The engine stress simulation method according to claim 1, characterized in that: the whole machine vibration transmission matrix TR is as follows:
TR＝ω 2 ([K]-ω 2 [M]+i([G]+[C])ω) -1
where ω engine rotor speed.
6. The engine stress simulation method according to claim 1, characterized in that: the engine case model prototype or the digital prototype comprises a fan case, an intermediate case, an outer duct case, a turbine supporting case, an exhaust device, a gas compressor case of a core engine, a combustion chamber outer case and a turbine outer case.
7. The engine stress simulation method of claim 1, wherein: the correction of the whole machine vibration transmission matrix TR is to correct [ M ], [ G ], [ C ] and [ K ].
8. The engine stress simulation method of claim 1, wherein: in the step (2), three-dimensional model software is adopted for establishment.
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