CN115935535A - Method for calculating static load of low-pressure rotor pivot of large-bypass-ratio aircraft engine - Google Patents
Method for calculating static load of low-pressure rotor pivot of large-bypass-ratio aircraft engine Download PDFInfo
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Abstract
The utility model belongs to the field of aeroengine measuring force, for a big bypass ratio aeroengine low pressure rotor fulcrum dead load calculation method, through splitting low pressure rotor part earlier, influence analysis to hyperstatic structure load distribution through the structure parameter and the material attribute that increase each subassembly respectively, make the computational result more accurate, and in the calculation process, through designing the connection form and the structure of fan shaft and the different positions department of low pressure turbine shaft respectively, the supporting mode of different fulcrums is designed, the finite element model of connection form and supporting mode has been optimized, the load transmission of hyperstatic supporting structure has been solved, the accuracy of load distribution has been improved, in the calculation of carrying out the fulcrum counter-force, can acquire more accurate result.
Description
Technical Field
The application belongs to the field of aero-engine measuring force, and particularly relates to a method for calculating static load of a low-pressure rotor fulcrum of a large-bypass-ratio aero-engine.
Background
The intermediate casing of the aircraft engine bears the load generated by the stator component and also bears the load transmitted to the casing by the rotor component through the fulcrum of the supporting system. The load of each pivot point of the supporting system directly influences the stress condition of the intermediate casing, and further influences the reliability of the intermediate casing. At present, the low-pressure rotor of the turbofan engine with a large bypass ratio generally adopts a 1-1-1 statically indeterminate bearing system. For the fulcrum static load of the supporting system, the magnitude of the fulcrum static load directly influences the strength analysis and design of the intermediate casing of the engine, so the calculation method is very important. The hyperstatic supporting system of 1-1-1 has complex stress condition.
At present, for the static load of a supporting system pivot point in the form of a large bypass ratio engine 1-1-1, a calculation method is used, namely a statically indeterminate structure is split into two statically indeterminate rigid structures, and load values of middle pivot points are superposed after respective calculation to obtain a final calculation result. The calculation method does not consider the structural rigidity of the rotor and the load transmission and distribution between the two shafts, the deviation of a calculation model and an actual structure is large, and the calculation error is large.
Therefore, how to accurately and efficiently calculate the fulcrum static load of the supporting system of the engine with large bypass ratio is a problem to be solved.
Disclosure of Invention
The application aims to provide a method for calculating the static load of a low-pressure rotor fulcrum of a large-bypass-ratio aircraft engine, so as to solve the problems that in the prior art, the influence of structural rigidity and connectivity on a calculation result is not considered when a supporting system calculates the static load of the fulcrum, and the accuracy is low.
The technical scheme of the application is as follows: a method for calculating static load of a low-pressure rotor fulcrum of a large bypass ratio aircraft engine comprises the following steps:
splitting the low-pressure rotor component into different components;
respectively extracting the minimum inner diameter and the maximum outer diameter of each component;
determining the material property of the part with the largest volume in each assembly;
establishing a beam unit model taking the section of each assembly as a circular ring;
determining the collective mass and centroid coordinates of the fan rotor component and the low pressure turbine rotor component;
establishing a mass unit at the position of the mass center, and associating the mass unit with a beam unit model;
determining the connection form and structure between the fan shaft and the low-pressure turbine shaft;
establishing a spring unit between a fan shaft and a low-pressure turbine shaft, and determining the parameters of the spring unit according to the connection form and structure;
determining the bearing direction of each fulcrum according to the bearing type of each fulcrum;
adding constraint conditions to the positions of all the fulcrums in the model;
applying an external load at the centroid location;
and solving the force to obtain the counter force of each fulcrum.
Preferably, the low pressure rotor component of the engine is split into: a fan front shaft, a fan blisk, a fan rear shaft, a low pressure turbine front shaft, low pressure turbine blades, and a low pressure turbine rear shaft.
Preferably, the fan rear shaft and the low-pressure turbine front shaft are connected through a set of teeth, and the structural rigidity of the set of teeth is 0.5.
Preferably, when the fulcrum is a ball bearing, the constraint in the three directions of x, y and z is performed; when the pivot is a rolling rod bearing, the constraint in the y direction and the z direction is carried out.
The utility model provides a big bypass ratio aeroengine low pressure rotor fulcrum dead load calculation method, through splitting low pressure rotor part earlier, through the influence analysis of the structural parameter and the material attribute that increase each subassembly to statically indeterminate structure load distribution respectively, make the computational result more accurate, and in the calculation process, through designing the connection form and the structure of fan shaft and low pressure turbine shaft different positions department respectively, the supporting mode of different fulcrums department designs, the finite element model of connection form and supporting mode has been optimized, the load transmission of statically indeterminate supporting structure has been solved, the accuracy of load distribution has been improved, in the calculation of carrying out the fulcrum counter-force, can acquire more accurate result.
Drawings
In order to more clearly illustrate the technical solutions provided by the present application, the following briefly introduces the accompanying drawings. It is to be expressly understood that the drawings described below are only illustrative of some embodiments of the invention.
FIG. 1 is a schematic overall flow diagram of the present application;
FIG. 2 is a diagram of the effect of the calculation model of the present application.
1. A fan front shaft; 2. a fan blade disc; 3. a fan rear shaft; 4. a low pressure turbine front shaft; 5. a low pressure turbine disk; 6. a low pressure turbine rear shaft.
Detailed Description
In order to make the implementation objects, technical solutions and advantages of the present application clearer, the technical solutions in the embodiments of the present application will be described in more detail below with reference to the drawings in the embodiments of the present application.
A method for calculating the static load of a low-pressure rotor fulcrum of a large bypass ratio aeroengine is shown in figure 1 and comprises the following steps:
step S100, splitting the low-pressure rotor component into different components;
the components of the low-pressure rotor of the engine are respectively as follows: the fan comprises a fan front shaft 1, a fan blade disc 2, a fan rear shaft 3, a low-pressure turbine front shaft 4, a low-pressure turbine blade disc 5 and a low-pressure turbine rear shaft 6. The fan discs 2 are located between the fan front shaft 1 and the fan rear shaft 3, and the low pressure turbine blades are located between the low pressure turbine front shaft 4 and the low pressure turbine rear shaft 6.
Step S200, respectively extracting the minimum inner diameter and the maximum outer diameter of each component;
in one embodiment, the inner and outer diameter dimensions of the various components of the low pressure rotor assembly are as shown in table 1:
TABLE 1 inner and outer diameter of each component (calculation example)
And preparing for subsequent finite element models by extracting the minimum inner diameter and the maximum outer diameter of each component. Because the minimum inner diameter and the maximum outer diameter of different components are respectively considered, a model which is closer to the actual structure can be designed.
Step S300, determining the material attribute of the part with the largest volume in each assembly;
in one specific example, the material properties of the largest volume component in the low pressure rotor component are shown in table 2:
TABLE 2 Main Components Material data (examples)
| Component name | Material brand | Poisson ratio | Modulus of elasticity (GPa) |
| Fan front axle | C1 | 0.3 | 110 |
| Fan blade disc | C2 | 0.3 | 120 |
| Fan rear axle | C4 | 0.3 | 140 |
| Low-pressure turbine front shaft | C5 | 0.3 | 150 |
| Low-pressure turbine blade disc | C7 | 0.3 | 170 |
| Low-pressure turbine rear shaft | C11 | 0.3 | 210 |
In a specific low-pressure rotor structure, C1 is TC4, C2 is Ti60 and the like, different materials are respectively adopted for different components by considering the actual situation, the actual low-pressure rotor can be simulated more accurately, and the simulation of the mass center and the rigidity of the low-pressure rotor is more accurate.
Step S400, a beam unit model with the cross section of each component as a circular ring is established, and unit parameters are defined according to the data in the above tables 1 and 2, that is, the beam unit model of each component simultaneously includes material and dimensional attributes, and the concentrated mass and the barycentric coordinate under the same dimension are different due to different unit masses and different poisson ratios of different materials.
Step S500, determining the concentrated mass and the centroid coordinates of the fan rotor component and the low pressure turbine rotor component;
the fan rotor components comprise a fan front shaft 1, a fan blisk 2 and a fan rear shaft 3. The low pressure turbine rotor components include a low pressure turbine front shaft 4, a low pressure turbine blisk 5 and a low pressure turbine rear shaft 6. On the premise of knowing the material properties of different components, the concentrated mass and the coordinates of the center of mass in the fan rotor component and the low pressure turbine rotor component can be obtained more accurately.
Step S600, establishing a mass unit at the position of the mass center, and associating the mass unit with a beam unit model;
because prior art does not consider the material, compares with this application, and barycenter position between them has some differences, and the quality unit of establishing also can produce differently, because the design of this application is laminated reality more, consequently the actual conditions can be pressed close to more with the design of being connected of roof beam unit model in this application to the quality unit.
Step S700, determining a connection form and a connection structure between a fan shaft and a low-pressure turbine shaft;
for example, the fan rear shaft 3 and the low-pressure turbine front shaft 4 are connected by using a set gear, and the structural rigidity of the set gear is 0.5.
Step S800, establishing a spring unit between a fan shaft and a low-pressure turbine shaft, and determining the parameters of the spring unit according to the connection form and structure;
a plurality of different spring units are required to be established between the fan shaft and the low-pressure turbine shaft, the connection forms and the structures of the different spring units are different, and the actual conditions can be simulated more accurately by respectively and independently designing the different spring units.
Step S900, determining the bearing direction of each fulcrum according to the bearing type of each fulcrum;
in a specific embodiment, the first fulcrum adopts a ball bearing, the second fulcrum adopts a rolling rod bearing, the third fulcrum adopts a rolling rod bearing, and the bearing directions of all the fulcrums are different due to different bearing types.
Step S1000, adding constraint conditions to positions of all supporting points in the model;
and determining the constraint direction according to the bearing type of each pivot point position. For example. The first pivot constrains x, y and z directions, and the second pivot and the third pivot constrain y and z directions.
The effect of the completed model is shown in fig. 2.
Step S1100, applying an external load at the position of the mass center;
the external force, which may be a force or a moment, is applied at the two centroid positions.
And step S1200, solving force, inputting the established model into finite element analysis software, adding constraints, and automatically solving the counter force of each pivot by the software by applying external acting force to the position of the mass center.
Finite element analysis software such as ansys, etc.
In one embodiment, the calculation results of the fulcrum reaction forces under a certain external load are shown in table 3:
TABLE 3 calculation results under certain external load (examples)
| F1x | F1y | F1z | F2y | F2z | F3y | F3z |
| 0 | -687 | 0 | -1080 | 0 | -2666 | 0 |
This application is when carrying out the calculation of aeroengine low pressure rotor fulcrum dead load, through splitting low pressure rotor part earlier, through the structural parameter and the influence analysis of material attribute to hyperstatic structure load distribution that increase each subassembly respectively, make the computational result more accurate, and in the calculation process, through designing the connection form and the structure of fan shaft and the different positions department of low pressure turbine shaft respectively, the supporting mode of different fulcrums department designs, the finite element model of connection form and supporting mode has been optimized, the load transmission of hyperstatic supporting structure has been solved, the accuracy of load distribution has been improved, in the calculation of carrying out the fulcrum counter-force, can acquire more accurate result.
The above description is only for the specific embodiments of the present application, but the scope of the present application is not limited thereto, and any changes or substitutions that can be easily conceived by those skilled in the art within the technical scope of the present application should be covered within the scope of the present application. Therefore, the protection scope of the present application shall be subject to the protection scope of the claims.
Claims (4)
1. A method for calculating static load of a low-pressure rotor fulcrum of a large bypass ratio aircraft engine is characterized by comprising the following steps:
splitting the low-pressure rotor component into different components;
respectively extracting the minimum inner diameter and the maximum outer diameter of each component;
determining the material attribute of the part with the largest volume in each assembly;
establishing a beam unit model taking the section of each assembly as a circular ring;
determining the collective mass and centroid coordinates of the fan rotor component and the low pressure turbine rotor component;
establishing a mass unit at the position of the mass center, and associating the mass unit with the beam unit model;
determining the connection form and structure between the fan shaft and the low-pressure turbine shaft;
establishing a spring unit between the fan shaft and the low-pressure turbine shaft, and determining the parameters of the spring unit according to the connection form and structure;
determining the bearing direction of each fulcrum according to the bearing type of each fulcrum;
adding constraint conditions to the positions of all the fulcrums in the model;
applying an external load at the centroid location;
and solving the force to obtain the counter force of each fulcrum.
2. The method for calculating the static load of the fulcrum of the low-pressure rotor of the high-bypass-ratio aircraft engine according to claim 1, wherein the low-pressure rotor part of the engine is split into: the fan comprises a fan front shaft (1), a fan blade disc (2), a fan rear shaft (3), a low-pressure turbine front shaft (4), low-pressure turbine blades and a low-pressure turbine rear shaft (6).
3. The method for calculating the static load of the low-pressure rotor fulcrum of the high-bypass-ratio aircraft engine according to claim 2, wherein the method comprises the following steps: the fan rear shaft (3) is connected with the low-pressure turbine front shaft (4) through a set of teeth, and the structural rigidity of the set of teeth is 0.5.
4. The method for calculating the static load of the low-pressure rotor fulcrum of the high-bypass-ratio aircraft engine according to claim 1, is characterized in that: when the fulcrum is a ball bearing, constraint in the x direction, the y direction and the z direction is carried out; when the pivot is a rolling rod bearing, the constraint in the y direction and the z direction is carried out.
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|---|---|---|---|---|
| US20010020361A1 (en) * | 2000-03-11 | 2001-09-13 | Udall Kenneth F. | Ducted fan gas turbine engine |
| CN102500996A (en) * | 2011-09-30 | 2012-06-20 | 沈阳黎明航空发动机(集团)有限责任公司 | Assembling method for three-fulcrum bearing of aircraft engine |
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| CN115238389A (en) * | 2022-07-27 | 2022-10-25 | 中国航发沈阳发动机研究所 | Engine case maneuvering load analysis method of one-dimensional model of aero-engine |
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| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| US20010020361A1 (en) * | 2000-03-11 | 2001-09-13 | Udall Kenneth F. | Ducted fan gas turbine engine |
| CN102500996A (en) * | 2011-09-30 | 2012-06-20 | 沈阳黎明航空发动机(集团)有限责任公司 | Assembling method for three-fulcrum bearing of aircraft engine |
| CN114692309A (en) * | 2022-04-08 | 2022-07-01 | 中国航发沈阳发动机研究所 | Real-time calculation method for axial force of low-pressure turbine rotor of aviation turbofan engine |
| CN115238389A (en) * | 2022-07-27 | 2022-10-25 | 中国航发沈阳发动机研究所 | Engine case maneuvering load analysis method of one-dimensional model of aero-engine |
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