CN115853645A

CN115853645A - Aeroengine bearing support structure, aeroengine bearing and aeroengine

Info

Publication number: CN115853645A
Application number: CN202111139747.1A
Authority: CN
Inventors: 占锐; 岳腾; 李昱瑶; 章焕章
Original assignee: AECC Commercial Aircraft Engine Co Ltd
Current assignee: AECC Commercial Aircraft Engine Co Ltd
Priority date: 2021-09-27
Filing date: 2021-09-27
Publication date: 2023-03-28

Abstract

The invention relates to an aircraft engine bearing support structure, an aircraft engine bearing and an aircraft engine, wherein the bearing support structure comprises an annular support, the support comprises a connecting section (40), a first support section (50) and a second support section (60), the first support section (50) is provided with a plurality of first through holes (51) arranged along the circumferential direction, a first cage bar (52) extending along the axial direction of the support is formed between every two adjacent first through holes (51), the second support section (60) is provided with a plurality of second through holes (61) arranged along the circumferential direction, a second cage bar (62) extending along the axial direction of the support is formed between every two adjacent second through holes (61), the first support section (50) is positioned between the connecting section (40) and the second support section (60) in the axial direction of the support, and the first cage bar (52) and the second cage bar (62) are staggered with each other in the circumferential direction of the support.

Description

Aeroengine bearing support structure, aeroengine bearing and aeroengine

Technical Field

The invention relates to the technical field of aero-engines, in particular to an aero-engine bearing support structure, an aero-engine bearing and an aero-engine.

Background

The turbofan aircraft engine mainly comprises a fan, a compressor, a combustion chamber, a turbine and other components, and a core part of the turbofan aircraft engine is positioned at the downstream of the fan. A gas turbine engine core includes a compressor, a combustor, a turbine, and an exhaust section, and is located within a rotary type case. In the case of a twin-rotor aircraft engine, the compressor section of which comprises a fan booster stage and a high-pressure compressor, and the turbine section of which comprises a high-pressure turbine coaxial with the high-pressure compressor and a low-pressure turbine coaxial with the fan, the shaft connecting the high-pressure compressor and the high-pressure turbine is generally referred to as the high-pressure shaft, and the shaft connecting the fan and the low-pressure turbine is generally referred to as the low-pressure shaft.

Generally, at least a part of air on the fan enters the inner duct, and the part of air is compressed step by the fan pressurizing stage and the high-pressure compressor until the part of air reaches the combustion chamber. Fuel is mixed and combusted with the compressed air in the combustion chamber, and hot combustion gases pass from the combustion chamber into and through the high pressure turbine to drive the high and low pressure turbines into rotation, which in turn drive the high pressure compressor and fan, respectively, via the high and low pressure shafts. Finally, the combusted gas is discharged through a tail nozzle.

During normal operation of an aircraft engine, the high-pressure rotor and the low-pressure rotor are both supported by rolling bearings, and in order to adjust the critical rotation speed of the rotor to avoid the resonance region and reduce the vibration amplitude, the outer ring of the bearing is often connected with an elastic bearing, has low rigidity, and is used in combination with a squeeze film damper. Especially the cartridge bearings used to support the high pressure rotor thrust bearings need to carry several tons or even tens of tons of axial force.

The fulcrum structure of the aircraft engine generally comprises a squirrel-cage elastic support, a main shaft bearing and an extruded oil film damper. The squirrel-cage elastic support can directly influence the support stiffness of the rotor, the squeeze film damper provides certain damping for a fulcrum, and the appropriate support stiffness and damping parameters are selected, so that the critical rotating speed of the rotor can be effectively adjusted, the amplitude of the rotor is obviously reduced, and the strain energy of the rotor is reduced; thereby ensuring the long-time stable operation of the rotor of the aircraft engine.

The main bearing of the aero-engine supports the high-speed operation of an engine rotor, and simultaneously transmits the axial force and the radial force of gas, and is a key component related to the safety of the engine. The axial force refers to a load in the axial direction of the engine, which is received by the main shaft bearing of the engine, and the radial force refers to a load in the radial direction, which is received by the main shaft bearing of the engine.

The main bearing is generally arranged on an elastic supporting structure, and as the rotating speed of an engine rotor is high and the working condition is complex, the ball bearing in the main shaft bearing of the engine mainly bears the fulcrum load, on one hand, the axial load is overlarge, so that the contact stress of the bearing is larger than an allowable value, and the service life of the bearing is reduced; on the other hand, the axial force is too small, and the radial load is too large, so that the contact angle difference between the inner ring and the outer ring of the rolling body of the ball bearing is large in the working process, the rolling ratio of the rolling body is increased, the ball drift amount is increased, and even three-point contact is generated. The high-speed main bearing operates for a long time under the working conditions, the service life of the bearing is rapidly reduced, and the requirement of the service life of a main shaft bearing of a civil aviation engine for tens of thousands of hours is difficult to meet.

The axial load and the radial load of a rotor fulcrum of an engine of an aircraft engine directly influence the service life and the strength reliability of a rotor support bearing and other related bearing parts, so that the fulcrum load needs to be accurately measured in each working state of the engine, and design basis and input conditions of strength and service life are provided for the design of parts such as the bearing. At present, methods for measuring fulcrum loads in the related art are complex and have large errors.

It is noted that the information disclosed in this background section is only for enhancement of understanding of the general background of the invention and should not be taken as an acknowledgement or any form of suggestion that this information constitutes prior art already known to a person skilled in the art.

Disclosure of Invention

The embodiment of the invention provides an aeroengine bearing support structure, an aeroengine bearing and an aeroengine, which can be used for conveniently measuring the load borne by the bearing and are beneficial to improving the measurement accuracy.

According to a first aspect of the present invention, there is provided an aircraft engine bearing support structure comprising an annular support member comprising:

a connection section;

the first supporting section is provided with a plurality of first through holes arranged along the circumferential direction, and a first cage bar extending along the axial direction of the supporting piece is formed between every two adjacent first through holes; and

the second supporting section is provided with a plurality of second through holes which are arranged along the circumferential direction, and a second cage bar which extends along the axial direction of the supporting piece is formed between every two adjacent second through holes;

wherein, first support section is located between linkage segment and the second support section in support piece's axis direction, and staggers each other with the second cage strip in support piece's circumferential direction.

In some embodiments, the second cage bar is arranged between two first cage bars, and two first cage bars are arranged between two second cage bars.

In some embodiments, the first through hole is square, and a corner of a side of the first through hole adjacent to the second support section includes a rounded corner.

In some embodiments, the second through hole is elongated, the length direction of the second through hole is the circumferential direction of the support ring, and two ends of the second through hole along the circumferential direction respectively include an arc transition area.

In some embodiments, the aircraft engine bearing support structure further comprises a first strain gage disposed on the first cage bar, the first strain gage configured to detect a radial load experienced by the bearing.

In some embodiments, the first strain gauge is disposed at an end of the first cage bar proximate to the connecting section and on an outside surface of the first cage bar distal from a center of the support.

In some embodiments, the aeroengine bearing support structure further comprises a second strain gage configured to detect an axial load experienced by the bearing.

In some embodiments, the second strain gauge is disposed on a sidewall of the second through hole close to the first support section at a middle position of the second through hole in a circumferential direction of the support ring; or the second strain gauge is arranged on the side wall, close to the second support section, of the first through hole and is positioned in the middle of the first through hole along the circumferential direction of the support ring.

In some embodiments, the cross-sectional area of the first cage bar in the radial direction of the support ring varies in the axial direction of the support ring; and/or the cross-sectional area of the second cage bar in the radial direction of the support ring is varied in the axial direction of the support ring.

In some embodiments, the first cage bar comprises a first section adjacent to the connecting section, a second section adjacent to the second support section, and a third section connected between the first section and the second section, the cross-sectional area of the first section in the radial direction of the support ring and the cross-sectional area of the second section in the radial direction of the support ring being larger than the cross-sectional area of the third section in the radial direction of the support ring.

In some embodiments, the cross-sectional area of the first cage bar in the radial direction of the support ring is first gradually decreasing and then gradually increasing from the connecting section to the second support section in the axial direction of the support ring.

According to a second aspect of the invention, there is provided an aircraft engine bearing comprising a bearing body and an aircraft engine bearing support structure as described above, the bearing support structure being connected to the bearing body.

In some embodiments, the bearing support structure is integrally formed with the bearing body.

According to a third aspect of the invention there is provided an aircraft engine comprising an aircraft engine bearing support structure as described above or an aircraft engine bearing as described above.

Based on the technical scheme, the bearing supporting structure provided by the embodiment of the invention comprises two supporting sections, each supporting section is provided with a through hole and forms a cage bar, a structural basis is provided for measuring the fulcrum load, the axial load and the radial load can be conveniently measured at the same time, and the measuring point can be arranged on the bearing supporting structure without adding a new supporting structure, so that the gap of an engine rotor cannot be influenced, and the measuring accuracy is improved.

Drawings

The accompanying drawings, which are included to provide a further understanding of the invention and are incorporated in and constitute a part of this specification, illustrate embodiments of the invention and together with the description serve to explain the invention and not to limit the invention. In the drawings:

FIG. 1 is a schematic structural diagram of an aircraft engine according to an embodiment of the invention.

Fig. 2 is a partial schematic structural view of an aircraft engine according to an embodiment of the invention.

Fig. 3 is a schematic structural view of a bearing load measurement in the related art.

Fig. 4 is a schematic structural diagram of a force measuring ring in the related art.

FIG. 5 is a schematic structural view of an embodiment of an aircraft engine bearing support structure of the present invention.

FIG. 6 is an internal cross-sectional view of one embodiment of an aircraft engine bearing support structure of the present invention.

FIG. 7 is a side view of one embodiment of an aircraft engine bearing support structure of the present invention.

Fig. 8 is an enlarged view of a portion indicated by reference numeral P in fig. 7.

FIG. 9 is a schematic partial structural view of an embodiment of an aircraft engine bearing support structure of the present invention.

FIG. 10 is a schematic structural diagram of an embodiment of the bearing support structure of the aeroengine of the invention when measuring the load borne by the bearing.

FIG. 11 is a schematic diagram of equal bending moments that can be achieved during an axial force test according to an embodiment of the support structure for an aircraft engine bearing of the present invention.

FIG. 12 is a schematic diagram of a calibration curve of an embodiment of the bearing support structure of the aeroengine during a load test.

FIG. 13 is a schematic structural view of an embodiment of an aircraft engine bearing of the present invention.

In the figure:

1. a fan; 2. a low pressure compressor; 3. an intermediary case; 4. a first fulcrum; 5. a second fulcrum; 6. a third fulcrum; 7. a combustion chamber; 8. a fourth fulcrum; 9. a fifth fulcrum; 10. a rear case; 11. a low-pressure rotor shaft; 12. a low pressure turbine; 13. a high pressure turbine; 14. a high-pressure rotor shaft; 15. a high pressure compressor; 16. a transmission system; 17. installing edges; 18. a support plate; 19a, a support structure; 19. a first support structure; 20. a second support structure; 21. a seal ring; 22. a roller bearing; 23. a bearing outer ring; 24. a rolling body; 25. a cage; 26. a bearing inner ring; 271. a bearing right half inner ring; 272. a bearing left half inner ring; 28. a rolling body; 29. a cage; 30. a ball bearing; 31. a rotating shaft; 32. a bearing outer ring; 33. a compression nut; 34. a bolt; 35. a force measuring ring; 350. a force ring body; 351. a first boss; 352. a second boss; 353. an anti-rotation groove;

40. a connection section; 50. a first support section; 51. a first through hole; 52. a first cage bar; 53. round corners; 60. a second support section; 61. a second through hole; 62. a second cage bar; 63. a circular arc transition zone; 70. a first strain gauge; 80. a second strain gauge; 90. an elastic section;

101. an axial end face; 102. a shoulder; 103. a threaded hole; 104. an accommodating section;

111. a bearing inner ring; 112. a rolling body; 113. a cage; 114. a bearing outer ring;

121. a cable; 122. and a thermocouple.

Detailed Description

The technical solutions in the embodiments will be clearly and completely described below with reference to the drawings in the embodiments of the present invention. It should be apparent that the described embodiments are only some of the embodiments of the present invention, and not all of the embodiments. All other embodiments, which can be derived by a person skilled in the art from the embodiments of the present invention without making any creative effort, shall fall within the protection scope of the present invention.

In the description of the present invention, it is to be understood that the terms "central," "lateral," "longitudinal," "front," "rear," "left," "right," "upper," "lower," "vertical," "horizontal," "top," "bottom," "inner," "outer," and the like are used in the orientation or positional relationship indicated in the drawings for convenience in describing the invention and for simplicity in description, and are not intended to indicate or imply that the referenced device or element must have a particular orientation, be constructed and operated in a particular orientation, and are therefore not to be considered limiting of the scope of the invention.

The inventor finds that, at present, in the related art, the axial load of the fulcrum of the aero-engine can be tested by measuring the cavity pressure of each cavity of the engine and calculating by using a pneumatic calculation formula. According to past experience, the method for calculating the axial load of the rotor through the pneumatic parameters is influenced by various uncertain factors, the method often has larger deviation with the actual load, and particularly under the condition of axial force reversing or small axial force, the method has larger error, and can not avoid bearing slipping and bearing damage caused by frequent reversing.

In addition, as shown in fig. 3 and 4, the force measuring ring 35 is disposed between the bearing outer ring and the supporting structure 19a, the force measuring ring 35 includes a force measuring ring body 350, a first boss 351 and a second boss 352 respectively disposed on two end faces of the force measuring ring body 350 and arranged in a staggered manner, and an anti-rotation groove 353 is disposed on a side surface of the force measuring ring body 350. The axial force is transmitted in such a way that one end of the force ring 35 abuts against the end face of the bearing outer ring and the other end presses against a stop shoulder of the support structure 19 a. In the testing method, in order to avoid that the bearing outer ring directly transmits the axial force to the supporting structure 19a through friction force, the force measuring ring 35 is usually required to be installed on the outer ring of the testing bearing through the compression nut 33, and the axial nut compression mode can enable the force measuring ring to generate initial pre-tightening force and reduce the measurement precision of the axial force, and particularly, a larger testing error can be generated under the condition of smaller axial force. Furthermore, by providing the force ring 35, a large gap is created between the bearing outer ring and the support structure 19a, which gap is detrimental to the stability of the rotor, possibly leading to excessive rotor vibration or rotor-stator rub. In addition, the gap between the bearing outer ring and the supporting structure 19a can also cause fretting wear on the surface of the bearing outer ring, and the lubricating oil spectrum is easy to exceed the standard in a long-time test, so that the test cannot be carried out. In addition, in order to ensure that the actual use state of the supporting structure 19a is consistent with the calibration state in the use process, the compression nut 33 connected with the bearing outer ring is required to have smaller pretightening force, in addition, the end surfaces of the two sides of the force measuring ring 35 are not parallel, the bearing outer ring is easy to deflect, the guide surface of the retainer is abraded or the contact trace of the bearing is unstable, the change of the contact angle of the bearing is too large, and the service life of the bearing is shortened. In addition, when the force measuring ring is used for testing the axial force, in order to test the axial force in two directions, the force measuring ring must be arranged on each of two sides of the bearing, so that the structural complexity is greatly increased, and an additional axial space needs to be added. Moreover, the force measuring ring is only suitable for ground testing due to the limitation, and cannot meet the reliability requirement of the flight testing of the aero-engine.

Based on the above studies, the inventors have made improvements to a support structure supported between a casing and a bearing.

As shown in fig. 5, in some embodiments of the bearing support structure of the aircraft engine provided by the present invention, the bearing support structure includes an annular support member, the support member includes a connecting section 40, a first support section 50 and a second support section 60, the first support section 50 is located between the connecting section 40 and the second support section 60 in the axial direction of the support member, the first support section 50 is provided with a plurality of first through holes 51 arranged along the circumferential direction, a first cage bar 52 extending along the axial direction of the support member is formed between two adjacent first through holes 51, the second support section 60 is provided with a plurality of second through holes 61 arranged along the circumferential direction, a second cage bar 62 extending along the axial direction of the support member is formed between two adjacent second through holes 61, and the first cage bar 52 and the second cage bar 62 are mutually staggered in the circumferential direction of the support member.

In the embodiment of the bearing support structure provided by the invention, the support structure comprises two support sections, each support section is provided with the through hole and forms the cage bar, a structural basis is provided for measuring the fulcrum load, the axial load and the radial load can be conveniently measured at the same time, and the measuring point can be arranged on the bearing support structure without adding a new support structure, so that the gap of an engine rotor cannot be influenced, and the measuring accuracy is improved.

And in the verification stage of the aircraft engine, the axial force of the rotor is adjusted, and the accurate axial load and radial load of the bearing are obtained, so that the method has important significance for monitoring the bearing load and provides key data support for the service life test of the main bearing.

In some embodiments, the plurality of first cage bars 52 are evenly arranged along the circumferential direction of the support and the plurality of second cage bars 62 are evenly arranged along the circumferential direction of the support.

In some embodiments, the ratio of the number of first cage bars 52 to the number of second cage bars 62 may be 1.

In some embodiments, the second cage bar 62 is disposed between two first cage bars 52, and two first cage bars 52 are disposed between two second cage bars 62. The arrangement mode can effectively ensure that the supporting structure has good supporting effect and is convenient for measuring the fulcrum load.

In some embodiments, the first through hole 51 has a square shape, and a corner of a side of the first through hole 51 adjacent to the second support section 60 includes a rounded corner 53. Through setting up fillet 53, can reduce the stress concentration of first support section 50, optimize support piece's atress condition, be favorable to improving support piece's stability can.

In some embodiments, the second through hole 61 is elongated, the length direction of the second through hole 61 is the circumferential direction of the support ring, and both ends of the second through hole 61 in the circumferential direction respectively include circular arc transition areas 63.

Through setting up circular arc transition zone 63, can avoid second support section 60 stress concentration to appear, optimize support piece's the atress condition, improve support piece's stability.

In some embodiments, the aircraft engine bearing support structure further comprises a first strain gage 70 disposed on the first cage bar 52, the first strain gage 70 configured to detect a radial load experienced by the bearing.

In some embodiments, the first strain gage 70 is disposed on an end of the first cage bar 52 proximate the connecting segment 40 and on an outside surface of the first cage bar 52 distal from a center of the support.

The end of the first cage bar 52 near the connecting section 40 has the largest radial strain, and the first strain gauge 70 is arranged at the position, so that the radial load can be measured more accurately, and the measurement accuracy is improved.

In some embodiments, the aero-engine bearing support structure further comprises a second strain gage 80 disposed on a sidewall of the second through hole 61, the second strain gage 80 configured to detect an axial load experienced by the bearing.

In some embodiments, the second strain gauge 80 is disposed on the sidewall of the second through hole 61 near the first support section 50, at an intermediate position of the second through hole 61 in the circumferential direction of the support ring; or the second strain gauge 80 is disposed on the sidewall of the first through hole 51 near the second support section 60 at an intermediate position of the first through hole 51 in the circumferential direction of the support ring.

An annular supporting strip is formed between the first through hole 51 and the second through hole 61, and the axial strain of the supporting strip is the largest, so that the second strain gauges 80 are arranged on two side surfaces of the supporting strip, and higher measurement accuracy can be obtained.

In some embodiments, the cross-sectional area of the first cage bar 52 in the radial direction of the support ring varies along the axial direction of the support ring; and/or the cross-sectional area of the second cage bars 62 in the radial direction of the support ring is varied in the axial direction of the support ring. The cross-sectional area of the first cage bar 52 or the second cage bar 62 is set to be variable, so that the purpose that the axial force and the radial force applied to the first cage bar are different in size at different positions can be realized, the position convenient for measurement can be selected according to the measurement requirement, the increase of the measurement error caused by too small stress is avoided, and the measurement accuracy is effectively improved.

In some embodiments, the first cage bar 52 comprises a first section adjacent to the connecting section 40, a second section adjacent to the second support section 60 and a third section connected between the first section and the second section, the cross-sectional area of the first section in the radial direction of the support ring and the cross-sectional area of the second section in the radial direction of the support ring being larger than the cross-sectional area of the third section in the radial direction of the support ring.

In some embodiments, the cross-sectional area of the first cage bar 52 in the radial direction of the support ring is first gradually decreasing and then gradually increasing in the axial direction of the support ring from the connecting section 40 to the second support section 60.

The bearing support structure embodiment of the aeroengine provided by the invention can be arranged between a casing and a bearing.

The invention also provides an aero-engine bearing, which comprises a bearing body and the aero-engine bearing support structure, wherein the bearing support structure is connected with the bearing body.

As shown in fig. 13, the bearing support structure is integrally formed with the bearing body. The bearing body includes a bearing inner ring 111, a bearing outer ring 114, a cage 113 installed between the bearing inner ring 111 and the bearing outer ring 114, and rolling bodies 112 installed on the cage 113. The bearing body is connected to the side of the second support section 60 remote from the first support section 50 in the axial direction of the bearing support structure. The structure which integrally manufactures and forms the bearing supporting structure and the bearing body is beneficial to simplifying the installation steps and improving the installation efficiency.

The invention also provides an aircraft engine which comprises the aircraft engine bearing support structure or the aircraft engine bearing.

The structure of an embodiment of the support structure for an aircraft engine bearing according to the invention is described below with reference to the accompanying drawings 1 to 13:

as shown in fig. 1, a schematic cross-sectional view of the major components of an aircraft engine provides a typical environment in which one would expect to find an exemplary embodiment of the present disclosure. More specifically, for the embodiment of fig. 1, the aircraft engine is a gas turbine engine, specifically referred to as a turbofan engine, and its main thrust is derived from a fan 1, and generally includes a low-pressure compressor 2, an intermediate casing 3 and a rear casing 10, where the low-pressure compressor 2 is downstream a high-pressure compressor 15, the high-pressure compressor outlet is a combustion chamber 7, the combustion chamber 7 is downstream a high-pressure turbine 13, the high-pressure turbine 13 is followed by a low-pressure turbine 12, a shaft connecting the high-pressure compressor 15 and the high-pressure turbine 13 is a high-pressure rotor shaft 14, and a shaft connecting the low-pressure compressor 2 and the low-pressure turbine 12 is a low-pressure rotor shaft 11. The intermediate housing 3 is connected to a transmission system 16. A first fulcrum 4, a second fulcrum 5, a third fulcrum 6, a fourth fulcrum 8 and a fifth fulcrum 9 are arranged between the rotor shaft and the casing.

It should be appreciated that the exemplary turbofan engine illustrated in FIG. 1 is by way of example only, and that in other exemplary embodiments, the turbofan engine may have any other suitable configuration. For example, in other exemplary embodiments, the fan 1 may be supported in any other suitable manner, e.g., as a fixed pitch fan configuration, and also using any other suitable fan frame configuration. Further, it should also be appreciated that, in other exemplary embodiments, any other suitable high pressure compressor 15 and high pressure turbine 13 configuration may be used. It should also be appreciated that, in other exemplary embodiments, aspects of the present disclosure may be incorporated into any other suitable gas turbine engine. For example, in other exemplary embodiments, aspects of the present disclosure may be incorporated into turboshaft engines, turboprop engines, turbine core engines, turbojet engines, and the like, as well as turbine engines for other vehicular or stationary applications, for example.

Fig. 2 presents an exploded schematic cross-sectional view of the component labeled P1 in fig. 1. The front bearing casing of the high-pressure compressor 15 is connected with the outer casing and the inner casing through a support plate 18 of the intermediate casing, and the inner casing extends inwards to form a mounting edge 17 for supporting the rotor. The first support structure 19 and the second support structure 20 are fixed to the mounting edge 17 by means of bolts 34 and pins, respectively. Both the first support structure 19 and the second support structure 20 may employ the bearing support structure provided by the present invention. The ball bearing 30 includes a bearing outer ring 32, rolling elements 28, a cage 29, a bearing left-half inner ring 272, and a bearing right-half inner ring 271. The bearing left-half inner ring 272 and the bearing right-half inner ring 271 are separable and non-rotatably connected to the rotating shaft 31. The roller bearing 22 includes a bearing outer ring 23, a cage 25, and a rolling element 24 heat exchange bearing inner ring 26. Ball bearings 30 are mounted at the inner bore of the first support structure 19 and the bearing outer race 23 of the roller bearing 22 is integral with the second support structure 20. A sealing ring 21 is arranged between the second support structure 20 and the casing.

As shown in fig. 3 and 4, a schematic diagram of measuring the axial load of a bearing by using a force-measuring ring 35 in the related art is shown. Through the analysis, the measurement mode has the problems that the error is increased due to the generation of the initial pretightening force, the stability of the rotor is reduced due to the generation of a gap between the bearing outer ring and the supporting structure, the surface of the bearing outer ring is abraded, the bearing outer ring is easy to deflect, the structural complexity is increased, and the like.

As shown in fig. 5, the bearing support structure includes an annular support member, the support member includes a connecting section 40, a first support section 50, and a second support section 60, the first support section 50 is located between the connecting section 40 and the second support section 60 in an axial direction of the support member, the first support section 50 is provided with a plurality of first through holes 51 arranged in a circumferential direction, a first cage bar 52 extending in the axial direction of the support member is formed between two adjacent first through holes 51, the second support section 60 is provided with a plurality of second through holes 61 arranged in the circumferential direction, a second cage bar 62 extending in the axial direction of the support member is formed between two adjacent second through holes 61, and the first cage bar 52 and the second cage bar 62 are staggered from each other in the circumferential direction of the support member.

The connecting segment 40 is shaped like a connecting flange, the connecting segment 40 extending radially outward from the first support segment 50. The connecting section 40 is provided with a plurality of connecting holes arranged along the circumferential direction.

The solid portion between the first through hole 51 and the second through hole 61 forms a support bar in a ring shape.

The first through hole 51 has a rectangular shape, and the length of the first through hole 51 is slightly greater than the width of the first through hole 51. The second through hole 61 is in the form of an elongated strip. The opening area of the first through-hole 51 is larger than that of the second through-hole 61.

The end face of the second support section 60 at the end remote from the first support section 50 forms an axial end face 101.

As shown in fig. 6, the first support section 50 and the second support section 60 are assembled to form a resilient section 90. The bearing support structure further comprises a connecting portion connected with the second support section 60 and a mounting portion connected with the connecting portion, the connecting portion extending radially inward from the second support section 60, the mounting portion extending axially from the connecting portion in a direction towards the connecting section 40. The connection is located radially inward of the resilient section 90. The mounting portion includes a threaded hole 103 remote from the connection portion and an accommodation section 104 proximate to the connection portion. The bearing support structure may be connected to the outer ring of the bearing by bolts passing through threaded holes 103. The body of the bearing is received within the receiving section 104. The connection of the connecting portion to the mounting portion is provided with a shoulder 102 extending radially inwardly from the connecting portion, and by providing the shoulder 102, the bearing disposed inside the receiving section 104 is restricted from moving axially outwardly.

As shown in fig. 7 and 8, the four corners of the first through-hole 51 are rounded 53. The short side of the second through hole 61 is connected with the long sides of the two sides to form an arc shape, forming an arc transition area 63.

In order to reduce the local stress concentration, the cross-sections of the first cage bar 52 and the second cage bar 62 are not limited to the equal-area rectangles, but may be in the form of variable cross-sections. As shown in fig. 9, the cross-sectional area of the first cage bar 52 in the radial direction of the support ring is first gradually reduced and then gradually increased from the connecting section 40 to the second support section 60 in the axial direction of the support ring. The second cage bar 62 is of constant cross-sectional design.

As can also be seen from fig. 9, the connecting section 40, the first support section 50, the second support section 60, the connecting portion and the mounting portion of the bearing support structure are connected to form a U-shaped structure. The whole bearing support structure is a thin-wall barrel-shaped structure.

The embodiment of the bearing support structure provided by the invention has the function of reducing the radial rigidity by arranging the first cage bar 52. The thickness of the supporting strips extending along the circumferential direction can be increased, and the axial thickness and the radial thickness of the supporting strips can be adjusted according to the size of the force to be measured. The cross section of the first cage bar 52 and the cross section of the second cage bar 62 are set to be variable sections, and the structure is beneficial to reducing stress and improving load testing accuracy.

Referring to fig. 5, the first cage bar 52 is provided with a first strain gauge 70 on the radially outer surface thereof, and the first strain gauge 70 is adhered to the root portion of the first cage bar 52 near the connecting section 40. The second through hole 61 is provided with a second strain gauge 80 at a middle position near the side wall of the first support section 50. Therefore, larger response can be obtained, and the test precision is improved.

Referring to fig. 10, a plurality of strain gauges are connected to the testing equipment through cables 121, and four strain gauges form a group of bridges, so that in order to improve the testing accuracy, multiple groups of bridges are usually required. In order to control the temperature drift caused by the temperature change, a thermocouple 122 needs to be attached near the strain gauge. The strain gauge is attached to the surface of the cage bar with relatively large strain, and is not limited to the position of the patch in the figure, and other patches and test methods based on the bearing support structure are all protected by the invention.

In the embodiment shown in fig. 5, the number ratio of the first cage bars 52 to the second cage bars 62 is 2, and each of the first cage bars 52 and the second cage bars 62 is uniformly distributed along the circumferential direction, and the first cage bars 52 are located in pairs in the middle of the second cage bars 62 and have the same interval, and the distribution mode has the effective benefit of forming an equal bending moment area on the first cage bars 52, as shown in fig. 11, so that a plurality of strain gauges can be pasted in the position interval, and the precision requirement of the strain gauge pasting operation is reduced.

When the test bearing bears the axial force, the support bar formed between the first through hole 51 and the second through hole 61 generates a small deformation, and the second strain gauges 80 adhered on the support bar form a bridge access data acquisition system. The strain-axial force calibration is carried out before the use, and in the working process, the strain is monitored and converted into resistance change delta R, and the bridge supply voltage U of a strain data acquisition system ₀ The resistance change is converted into a voltage change Δ U. For a strain gauge with a sensitivity coefficient K, the relation between the input and the output of a single set of full bridges is as follows:

ε ₁ ＝ΔU/K ₁ U ₀

in obtaining the strain epsilon ₁ Then, the load with a linear relationship of ε can be obtained, as shown in FIG. 12.

When the test bearing bears radial force, a small deformation is generated at the root of the first cage bar 52, and a plurality of first strain gauges 70 are adhered at the position to form a bridge access data acquisition system. The strain-axial force calibration is carried out before the use, the strain is monitored and converted into resistance change delta R in the working process, and the bridge supply voltage U of a strain data acquisition system is used ₀ The resistance change is converted into a voltage change DeltaU. For the strain gauge adopting the sensitivity coefficient K, the single group of full-bridge input and outputThe relationship between them is:

ε ₂ ＝ΔU/K ₂ U ₀

in obtaining the strain epsilon ₂ Then, the load with the linear relation of epsilon can be obtained, as shown in fig. 12.

According to the embodiment of the invention, during design, the thickness and the width of the annular supporting strip are changed, so that the bearing supporting structure has different measuring ranges, the area has larger deformation as much as possible within an allowable elastic deformation range according to the magnitude of the axial force, and the epsilon value can be increased, thereby improving the testing precision of the axial force.

As shown in fig. 13, the bearing is a bearing formed by integrally forming a bearing body and a bearing support structure, and when the bearing measures axial load and radial load, the bonding manner and calibration method of the strain gauge are the same as those of the embodiment in which the bearing body and the bearing support structure are relatively independent, and detailed description thereof is omitted.

According to the embodiment of the invention, the distribution mode of the squirrel cage bars on the first supporting section 50 and the second supporting section 60 is changed, the traditional cage bars with smaller radial rigidity are changed into the elastic sections with stronger radial rigidity and weaker axial rigidity, so that the cage bars have certain deformation under the action of axial force, the strain is converted into electric signals through the strain gauge, and the magnitudes of the axial force and the radial force corresponding to different strains are finally determined through the strain-stress calibration mode.

The bearing supporting structure provided by the invention can be used for measuring the axial load and the radial load of the bearing simultaneously, and can also be used for measuring the axial load or the radial load of the bearing independently.

Through the description of the multiple embodiments of the bearing support structure, the bearing support structure embodiment of the invention can be seen to comprise a connecting section and two sections of support sections, wherein the two sections of support sections are respectively provided with a first through hole and a second through hole and form a first cage bar and a second cage bar, and when the axial force is tested, the strain gauges can be adhered to two sides of the circumferential support bar formed between the first through hole and the second through hole; the strain gage may be affixed to the root of the first cage bar while testing for radial forces. Compared with the traditional axial force testing method in the form of a force measuring ring, the supporting structure provided by the invention does not need an independent elastic ring, does not change the radial clearance of the fulcrum in the using process, and can meet the requirement of the elastic support fatigue life of an engine; the radial clearance and the axial clearance of the rotor of the engine are not influenced, and the engine rotor can be used for engine endurance tests and flight tests. The bearing support structure provided by the invention can realize the matching of the outer ring of the bearing and the consistency of the pressing force and the final product, and eliminates the influence on the positioning precision and the support rigidity of the rotor due to the modification of the traditional force measuring ring. The embodiment of the invention can meet the requirement of infinite fatigue life by reducing stress, has higher reliability, is suitable for long-time ground test and flight test, and can be directly used in the product stage of an aeroengine.

The bearing supporting structure for the aircraft engine provided by the invention can be used for accurately testing the axial load and the radial load of the bearing under the condition of keeping the matching of the engine bearing and the clearance of the rotor and the stator unchanged, and the supporting structure is simple in process and low in manufacturing cost. Accurate testing of the bearing load is achieved without changing the supporting rigidity of the rotor and taking up less axial space.

The positive technical effects of the aeroengine bearing support structure in the above embodiments are also applicable to aeroengine bearings and aeroengines, and are not described herein again.

Finally, it should be noted that: the above examples are only intended to illustrate the technical solution of the present invention and not to limit it; although the present invention has been described in detail with reference to preferred embodiments, those skilled in the art will understand that: modifications to the specific embodiments of the invention or equivalent substitutions for parts of the technical features may be made without departing from the principles of the invention, and these modifications and equivalents are intended to be included within the scope of the claims.

Claims

1. An aircraft engine bearing support structure comprising an annular support, the support comprising:

a connecting section (40);

the support device comprises a first support section (50) provided with a plurality of first through holes (51) arranged along the circumferential direction, wherein a first cage bar (52) extending along the axial direction of the support is formed between every two adjacent first through holes (51); and

the second supporting section (60) is provided with a plurality of second through holes (61) arranged along the circumferential direction, and a second cage bar (62) extending along the axial direction of the supporting piece is formed between every two adjacent second through holes (61);

wherein the first support section (50) is located between the connecting section (40) and the second support section (60) in the axial direction of the support and the first cage bar (52) and the second cage bar (62) are offset from each other in the circumferential direction of the support.

2. The aircraft engine bearing support structure of claim 1, wherein said second cage bar (62) is disposed between two of said first cage bars (52), and two of said first cage bars (52) are disposed between two of said second cage bars (62).

3. The aeroengine bearing support structure of claim 1, wherein the first through-hole (51) is square, a corner of a side of the first through-hole (51) proximate the second support section (60) comprising a rounded corner (53).

4. The aircraft engine bearing support structure of claim 1, characterized in that the second through hole (61) is elongated, the length direction of the second through hole (61) is the circumferential direction of the support ring, and both ends of the second through hole (61) along the circumferential direction respectively comprise circular arc transition areas (63).

5. The aircraft engine bearing support structure of claim 1, further comprising a first strain gage (70) disposed to the first cage bar (52), the first strain gage (70) configured to detect a radial load experienced by the bearing.

6. The aeroengine bearing support structure of claim 5, wherein said first strain gage (70) is disposed at an end of said first cage bar (52) proximate to said connecting section (40) and on an outside surface of said first cage bar (52) distal from a center of said support.

7. The aero engine bearing support structure of claim 1 further comprising a second strain gage (80), the second strain gage (80) configured to detect an axial load experienced by the bearing.

8. The aircraft engine bearing support structure according to claim 7, characterized in that the second strain gauge (80) is provided on a side wall of the second through hole (61) near the first support section (50) at an intermediate position of the second through hole (61) in a circumferential direction of the support ring; or the second strain gauge (80) is arranged on the side wall of the first through hole (51) close to the second support section (60) and is positioned at the middle position of the first through hole (51) along the circumferential direction of the support ring.

9. The aeroengine bearing support structure of claim 1, wherein a cross-sectional area of said first cage bar (52) in a radial direction of said support ring varies along an axial direction of said support ring; and/or the cross-sectional area of the second cage bars (62) in the radial direction of the support ring varies in the axial direction of the support ring.

10. The aircraft engine bearing support structure of claim 1, characterized in that the first cage bar (52) comprises a first section adjacent to the connecting section (40), a second section adjacent to the second support section (60), and a third section connected between the first section and the second section, the cross-sectional area of the first section in the radial direction of the support ring and the cross-sectional area of the second section in the radial direction of the support ring being larger than the cross-sectional area of the third section in the radial direction of the support ring.

11. The aeroengine bearing support structure of claim 1, wherein a cross-sectional area of the first cage bar (52) in a radial direction of the support ring is first gradually reduced and then gradually increased from the connecting section (40) to the second support section (60) in an axial direction of the support ring.

12. An aeroengine bearing comprising a bearing body and an aeroengine bearing support structure according to any one of claims 1 to 11, wherein the bearing support structure is coupled to the bearing body.

13. The aircraft engine bearing of claim 12 wherein said bearing support structure is integrally formed with said bearing body.

14. An aircraft engine comprising an aircraft engine bearing support structure according to any of claims 1 to 11 or an aircraft engine bearing according to claim 12 or 13.