CN115680902B - Method for adjusting axial force of aero-engine rotor - Google Patents
Method for adjusting axial force of aero-engine rotor Download PDFInfo
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- CN115680902B CN115680902B CN202211256133.6A CN202211256133A CN115680902B CN 115680902 B CN115680902 B CN 115680902B CN 202211256133 A CN202211256133 A CN 202211256133A CN 115680902 B CN115680902 B CN 115680902B
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- 238000000034 method Methods 0.000 title claims abstract description 31
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- 238000004458 analytical method Methods 0.000 claims abstract description 5
- 238000010206 sensitivity analysis Methods 0.000 claims abstract description 4
- 238000004146 energy storage Methods 0.000 claims description 24
- 239000000463 material Substances 0.000 claims description 7
- 238000005086 pumping Methods 0.000 claims description 6
- 238000007599 discharging Methods 0.000 claims 1
- 238000011161 development Methods 0.000 abstract description 7
- 238000012360 testing method Methods 0.000 abstract description 6
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Abstract
The invention provides an aero-engine rotor axial force adjusting method, which comprises the following steps of S1, acquiring a component affecting the axial force of an engine rotor; s2, designing an axial force adjusting measure of an engine rotor, wherein the axial force adjusting measure comprises passive clearance throttling and depressurization adjustment, disc surface pressure extraction adjustment and power compensation adjustment; s3, according to the engine configuration, adopting an axial force analysis model to perform axial force sensitivity analysis, and judging the axial force of the engine rotor and the axial force threshold value; and S4, selecting one or more axial force adjustment measures in S2 based on the judgment result in S3, and performing axial force adjustment. The axial force adjusting method designed by the invention can meet the axial force adjustment and pressure balance design of aero-engines of different models, provide guidance for the adjustment of the axial force in the development process of the aero-engines, effectively reduce the development risk of the aero-engines and improve the test safety and reliability of the engines.
Description
Technical Field
The invention belongs to the field of aero-engines, relates to an engine load calculation and pressure balance design technology, and particularly relates to an aero-engine rotor axial force adjustment method which can meet the requirements of different types of aero-engines on axial force adjustment and pressure balance design.
Background
The pressure balance design of the aero-engine plays an important role in development, wherein the axial force design is a key link, and the axial force of the engine needs to be kept at a reasonable working level so as to ensure the condition that light load and reversing cannot be carried out in working, and when the axial force design is abnormal, the working reliability and the integrity of the aero-engine are affected.
At present, no system adjustment method for the axial force of the domestic aero-engine exists, and after the whole machine test is carried out abroad, the local adjustment is carried out according to the test result, and as the axial force adjustment is a systematic problem in the pressure balance design of the aero-engine, the local adjustment mode cannot achieve the expected purpose once, multiple times of adjustment are needed, and the test safety and reliability are affected unpredictably.
Disclosure of Invention
The invention aims to design an axial force adjusting method for an aero-engine rotor, which can meet the axial force adjustment and pressure balance design of aero-engines of different models, provide guidance for the adjustment of the axial force in the development process of the aero-engine, effectively reduce the development risk of the aero-engine and improve the test safety and reliability of the engine.
The technical scheme for realizing the aim of the invention is as follows: an aeroengine rotor axial force adjustment method comprises the following steps:
S1, acquiring a component affecting the axial force of a rotor of an engine;
S2, designing an axial force adjusting measure of an engine rotor, wherein the axial force adjusting measure comprises passive clearance throttling and depressurization adjustment, disc surface pressure extraction adjustment and power compensation adjustment;
S3, according to the engine configuration, adopting an axial force analysis model to perform axial force sensitivity analysis, and judging the axial force of the engine rotor and the axial force threshold value;
and S4, selecting one or more axial force adjustment measures in S2 based on the judgment result in S3, and performing axial force adjustment.
Further, the passive gap throttling and depressurization adjusting method comprises the following steps: the thermal expansion coefficient of the stator material of the engine is smaller than that of the rotor material of the engine, so that the clearance value between the rotor and the stator of the engine in operation is reduced, and the axial force of the rotor is adjusted by the partial disc cavity pressure.
Further, the disc surface pumping and pressing adjusting method comprises the following steps: the isolating structure is arranged at the position close to the surface of the engine turntable, the turntable cavity is divided into 2 independent cavities, each independent cavity is used for independently exhausting air, and the position close to the engine turntable is locally pumped down for depressurization, so that the local pressure of the surface of the turntable cavity is reduced, and the axial force of the turntable cavity at the position is reduced.
Further, the power compensation adjustment method comprises the following steps:
designing an energy storage device, wherein one end of the energy storage device is connected with an aeroengine, and the other end of the energy storage device is connected with an aircraft accessory or an engine accessory;
when the axial force of the engine rotor meets the design requirement, the engine rotor stores the input power of the energy storage device through power extraction;
When the axial force of the engine rotor is smaller than the minimum threshold value of the axial force, and simultaneously, when the meshing force is in the same direction as the axial force, the energy storage device increases the meshing force by inputting work to the gear so as to increase the axial force; or when the meshing force is opposite to the axial force, the energy storage device outputs power to the aircraft as an accessory, and the engine is not used for extracting power to increase the axial force;
when the axial force of the engine rotor is larger than the maximum threshold value of the axial force, and simultaneously, when the meshing force and the axial force are in the same direction, the energy storage device outputs power to the aircraft accessory, and at the moment, the engine does not extract power to reduce the axial force; or when the meshing force is opposite to the axial force, the energy storage device inputs work to the gear, and the meshing force is increased to reduce the axial force.
In an improved embodiment of the method for adjusting axial force of rotor of aero-engine, in the step S2, the axial force adjusting measure further includes one or more of increasing the area of the comb teeth, adjusting the mechanically adjustable area, adding a bleed-air pressurization flow path, releasing the exhaust air, changing the throttle unit, and adjusting the direction of the engaging force.
Further, the method for adjusting the axial force of the rotor of the aero-engine further comprises step S5, namely verifying and evaluating the axial force of the engine after adjustment.
Compared with the prior art, the invention has the beneficial effects that: the axial force adjusting method of the aero-engine rotor designed by the invention can meet the axial force adjustment and pressure balance design of aero-engines of different models, provide guidance for the adjustment of the axial force in the development process of the aero-engine, effectively reduce the development risk of the aero-engine and improve the test safety and reliability of the engine.
Drawings
In order to more clearly illustrate the technical solution of the embodiments of the present invention, the drawings that are needed in the description of the embodiments will be briefly described. It is apparent that the drawings in the following description are only for the purpose of more clearly illustrating the embodiments of the present invention or the technical solutions in the prior art, and that other drawings can be obtained according to these drawings without inventive effort for a person of ordinary skill in the art.
FIG. 1 is a flow chart of a method of adjusting axial force of a rotor of an aircraft engine according to the present invention;
FIG. 2 is a block diagram of an engine rotor axial force adjustment strategy in an embodiment;
FIG. 3 is a schematic diagram of power compensation adjustment in an engine rotor axial force adjustment approach in an embodiment.
Detailed Description
The invention will be further described with reference to specific embodiments, and advantages and features of the invention will become apparent from the description. These examples are merely exemplary and do not limit the scope of the invention in any way. It will be understood by those skilled in the art that various changes and substitutions of details and forms of the technical solution of the present invention may be made without departing from the spirit and scope of the present invention, but these changes and substitutions fall within the scope of the present invention.
In the description of the present embodiment, it should be understood that the terms "center", "longitudinal", "lateral", "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", etc. indicate orientations or positional relationships based on the drawings, are merely for convenience in describing the present invention and simplify the description, and do not indicate or imply that the devices or elements referred to must have a specific orientation, be configured and operated in a specific orientation, and thus should not be construed as limiting the present invention.
Furthermore, the terms "first," "second," "third," and the like are used for descriptive purposes only and are not to be construed as indicating or implying a relative importance or implicitly indicating the number of technical features indicated. Thus, a feature defining "a first", "a second", etc. may explicitly or implicitly include one or more such feature. In the description of the invention, unless otherwise indicated, the meaning of "a plurality" is two or more.
The specific embodiment provides an aero-engine rotor axial force adjusting method, which is shown in fig. 1 and comprises the following steps:
S1, acquiring a component influencing the axial force of the rotor of the engine.
The method for determining the component influencing the axial force of the rotor of the engine comprises the following steps: the system for influencing the axial force is analyzed and screened by establishing an engine rotor axial force analysis model, and the rotor axial force of the aeroengine is analyzed to mainly comprise disc cavity axial force, runner axial force and gear meshing force.
Wherein the disc cavity axial force comprises a compressor/fan disc cavity axial force and a high/low vortex disc cavity axial force, wherein the compressor/fan disc cavity axial force is generated by a front bearing cavity, a compressor/fan disc front cavity, a compressor/fan disc rear cavity and a drum shaft; the high/low scroll chamber axial force is created by the high/low scroll front chamber, the high/low scroll rear chamber, and the rear bearing chamber.
Wherein the engagement force is generated by aircraft/engine accessory power extraction.
S2, designing an axial force adjusting measure of the engine rotor, wherein the axial force adjusting measure comprises passive clearance throttling and depressurization adjustment, disc surface pressure extraction adjustment and power compensation adjustment.
Generally, the axial force of the engine can be adjusted from three directions of area, pressure and meshing force, and different adjustment directions have different adjustment measures, for example, as shown in fig. 2, the area adjustment direction comprises adjustment of the area of the comb teeth, adjustment of the mechanically adjustable area, and the like; the pressure adjusting direction comprises the steps of adjusting an air-entraining pressurizing flow path, adjusting air-entraining pressurizing, throttling and depressurizing a passive gap, exhausting and depressurizing, sucking and pressurizing a disc surface, and a variable throttling unit; the engaging force adjusting direction comprises adjusting of engaging force direction, power compensation and the like.
The above-mentioned area adjustment direction is a conventional general method, and will not be described in detail here.
In the aspect of meshing force adjustment, the meshing force direction adjustment measure is an existing general method, which is not described in detail herein, and in the step, the power compensation adjustment method is mainly designed to adjust the axial force of the engine.
Specifically, referring to fig. 3, one method of power compensation adjustment is:
designing an energy storage device, wherein one end of the energy storage device is connected with an aeroengine, and the other end of the energy storage device is connected with an aircraft accessory or an engine accessory;
when the axial force of the engine rotor meets the design requirement, the engine rotor stores the input power of the energy storage device through power extraction;
When the axial force of the engine rotor is smaller than the minimum threshold value of the axial force, and simultaneously, when the meshing force is in the same direction as the axial force, the energy storage device increases the meshing force by inputting work to the gear so as to increase the axial force; or when the meshing force is opposite to the axial force, the energy storage device outputs power to the aircraft as an accessory, and the engine is not used for extracting power to increase the axial force;
when the axial force of the engine rotor is larger than the maximum threshold value of the axial force, and simultaneously, when the meshing force and the axial force are in the same direction, the energy storage device outputs power to the aircraft accessory, and at the moment, the engine does not extract power to reduce the axial force; or when the meshing force is opposite to the axial force, the energy storage device inputs work to the gear, and the meshing force is increased to reduce the axial force.
In the measures of adjusting the bleed-air pressurizing flow path, the adjustable bleed-air pressurizing flow path, the passive gap throttling and depressurization, the exhaust pressure relief, the disc surface pumping and pressure relief, the variable throttling unit and the like in the pressure adjusting direction, the bleed-air pressurizing flow path, the adjustable bleed-air pressurizing flow path, the exhaust pressure relief, the variable throttling unit and the like are all conventional general methods, and are not described in detail herein, and in the specific embodiment, the two measures of the disc surface pumping and the passive gap throttling and depressurization are mainly designed.
Specifically, the passive gap throttling and depressurization adjusting method comprises the following steps: the thermal expansion coefficient of the stator material of the engine is smaller than that of the rotor material of the engine, so that the clearance value between the rotor and the stator of the engine in operation is reduced, and the axial force of the rotor is adjusted by the partial disc cavity pressure. In order to meet the design requirement of an air system of an aeroengine, a comb tooth-honeycomb structure is widely adopted among rotors and stators, and as the rotor has larger thermal inertia than the stator structure, the disc cavity pressure change is easy to deviate from the design expectation to cause the occurrence of the conditions of larger axial force change range, overload or reversing along with the change of the working state of the engine. In order to solve the problem, the rotor and stator are matched with materials with different thermal expansion coefficients, so that the thermal deformation of the honeycomb structure is relatively small, the effect that the low-state clearance of the engine is large and the high-state clearance is relatively small is achieved, and the expectation that the pressure change of the disc cavity is controllable is realized.
Specifically, the disc surface pumping and pressing adjusting method comprises the following steps: the isolating structure is arranged at the position close to the surface of the engine turntable, the turntable cavity is divided into 2 independent cavities, each independent cavity is used for independently exhausting air, the position close to the engine turntable is locally pumped down for depressurization, the local pressure of the surface of the turntable cavity is reduced, and the axial force of the turntable cavity at the position is reduced.
S3, according to the engine configuration, axial force sensitivity analysis is carried out by adopting an axial force analysis model, and the axial force of the engine rotor and the axial force threshold value are judged.
When the axial force of the engine rotor is greater than the minimum threshold value of the axial force, the axial force of the engine rotor needs to be reduced;
When the engine rotor axial force < the axial force maximum threshold, the engine rotor axial force needs to be increased.
And S4, selecting one or more axial force adjustment measures in S2 based on the judgment result in S3, and performing axial force adjustment.
In the step, according to the requirement of increasing or reducing the axial force of the engine rotor, the corresponding increasing or reducing measure in the step S2 is selected for adjustment.
In another example of this embodiment, after the axial force adjustment is performed in steps S1 to S4, as shown in fig. 1, it is also necessary to verify and evaluate the adjusted axial force of the engine in step S5.
The foregoing description of the preferred embodiments of the invention is not intended to be limiting, but rather is intended to cover all modifications, equivalents, alternatives, and improvements that fall within the spirit and scope of the invention.
Furthermore, while the present disclosure describes embodiments in terms of embodiments, not every embodiment is provided with a separate embodiment, and the description is provided for clarity only, and those skilled in the art should recognize that the embodiments described herein may be combined in any suitable manner to provide other embodiments that will be apparent to those of skill in the art.
Claims (5)
1. The method for adjusting the axial force of the rotor of the aero-engine is characterized by comprising the following steps of:
S1, acquiring a component affecting the axial force of a rotor of an engine;
S2, designing an axial force adjusting measure of an engine rotor, wherein the axial force adjusting measure comprises passive clearance throttling and depressurization adjustment, disc surface pressure pumping adjustment and power compensation adjustment, and the power compensation adjustment comprises the following steps: designing an energy storage device, wherein one end of the energy storage device is connected with an aeroengine, and the other end of the energy storage device is connected with an aircraft accessory or an engine accessory; when the axial force of the engine rotor meets the design requirement, the engine rotor stores the input power of the energy storage device through power extraction; when the axial force of the engine rotor is smaller than the minimum threshold value of the axial force, and simultaneously, when the meshing force is in the same direction as the axial force, the energy storage device increases the meshing force by inputting work to the gear so as to increase the axial force; or when the meshing force is opposite to the axial force, the energy storage device outputs power to the aircraft as an accessory, and the engine is not used for extracting power to increase the axial force; when the axial force of the engine rotor is larger than the maximum threshold value of the axial force, and simultaneously, when the meshing force and the axial force are in the same direction, the energy storage device outputs power to the aircraft accessory, and at the moment, the engine does not extract power to reduce the axial force; or when the meshing force is opposite to the axial force, the energy storage device inputs work to the gear, and the meshing force is increased to reduce the axial force;
S3, according to the engine configuration, adopting an axial force analysis model to perform axial force sensitivity analysis, and judging the axial force of the engine rotor and the axial force threshold value;
and S4, selecting one or more axial force adjustment measures in S2 based on the judgment result in S3, and performing axial force adjustment.
2. The method for adjusting axial force of a rotor of an aircraft engine according to claim 1, wherein the method for adjusting the throttle and the pressure reduction of a passive clearance is as follows:
the thermal expansion coefficient of the stator material of the engine is smaller than that of the rotor material of the engine, so that the clearance value between the rotor and the stator of the engine in operation is reduced, and the axial force of the rotor is adjusted by the partial disc cavity pressure.
3. The method for adjusting axial force of rotor of aeroengine according to claim 1, wherein the method for adjusting disk surface pumping pressure comprises:
The isolating structure is arranged at the position close to the surface of the engine turntable, the turntable cavity is divided into 2 independent cavities, each independent cavity is used for independently exhausting air, and the position close to the engine turntable is locally pumped down for depressurization, so that the local pressure of the surface of the turntable cavity is reduced, and the axial force of the turntable cavity at the position is reduced.
4. The method for adjusting axial force of rotor of aircraft engine according to any one of claims 1 to 3, wherein in step S2, the axial force adjusting means further comprises one or more of increasing the area of the comb teeth, adjusting the mechanically adjustable area, adding bleed-air pressurization flow path, discharging and pressure relief, variable throttle unit, and adjusting the direction of engaging force.
5. The method for adjusting axial force of a rotor of an aircraft engine according to claim 4, further comprising step S5 of verifying and evaluating the adjusted axial force of the engine.
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| CN202211256133.6A CN115680902B (en) | 2022-10-13 | 2022-10-13 | Method for adjusting axial force of aero-engine rotor |
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