CN115935535B - Large bypass ratio aero-engine low-pressure rotor fulcrum static load calculation method - Google Patents
Large bypass ratio aero-engine low-pressure rotor fulcrum static load calculation method Download PDFInfo
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Abstract
The application belongs to the field of aeroengine measuring force, and discloses a method for calculating the static load of a low-pressure rotor fulcrum of a large bypass ratio aeroengine.
Description
Technical Field
The application belongs to the field of aeroengine measuring force, and particularly relates to a high bypass ratio aeroengine low-pressure rotor fulcrum static load calculation method.
Background
The aeroengine intermediate casing is subjected to loads generated by the stator components and loads transmitted to the casing by the rotor components through the supporting points of the supporting system. The load of each fulcrum of the supporting system directly influences the stress condition of the intermediate casing, thereby influencing the reliability of the intermediate casing. At present, a high bypass ratio turbofan engine low-pressure rotor generally adopts a hyperstatic supporting system of 1-1-1. For the fulcrum static load of the supporting system, the magnitude directly influences the strength analysis and design of the intermediate casing of the engine, so that the calculation method is very important. 1-1-1, and the stress condition is complex.
At present, for the static load of the supporting system pivot of the large bypass ratio engine 1-1-1, the adopted calculation method is to split the statically indeterminate structure into two statically indeterminate rigid structures, and the load values of the middle pivot are overlapped after calculation respectively to obtain a final calculation result. According to the calculation method, the structural rigidity of the rotor and the load transmission and distribution between the two shafts are not considered, the deviation between a calculation model and an actual structure is large, and the calculation error is large.
Therefore, how to accurately and efficiently calculate the fulcrum dead load of the supporting system of the large bypass ratio engine 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 an aeroengine with a large bypass ratio, which aims to solve the problems that 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 in the prior art, and the accuracy is low.
The technical scheme of the application is as follows: a method for calculating the dead load of a low-pressure rotor fulcrum of an aeroengine with a large bypass ratio comprises the following steps:
splitting the low pressure rotor component into different assemblies;
respectively extracting the minimum inner diameter and the maximum outer diameter of each component;
determining the material properties of the largest volume part in each component;
establishing a beam unit model taking the section of each component as a circular ring;
determining collective mass and centroid coordinates of the fan rotor component and the low pressure turbine rotor component;
establishing a mass unit at the centroid position, 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 parameters of the spring unit according to the connection form and the structure;
determining the bearing direction of each fulcrum according to the bearing type of each fulcrum;
adding constraint conditions at the positions of all 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 blade disc, a fan rear shaft, a low pressure turbine front shaft, low pressure turbine blades and a low pressure turbine rear shaft.
Preferably, the rear shaft of the fan is connected with the front shaft of the low-pressure turbine by adopting sleeve teeth, and the structural rigidity of the sleeve teeth is 0.5.
Preferably, when the fulcrum is a ball bearing, constraint in three directions of x, y and z is performed; when the fulcrum is a roller bearing, the restriction in the y and z directions is carried out.
According to the high bypass ratio aeroengine low-pressure rotor fulcrum static load calculation method, the low-pressure rotor components are split, the calculation result is more accurate through the influence analysis of structural parameters and material properties of each component on the hyperstatic structure load distribution, in the calculation process, the connection forms and structures at different positions of the fan shaft and the low-pressure turbine shaft are designed respectively, the supporting modes at different supporting points are designed, the finite element models of the connection forms and the supporting modes are optimized, the load transmission of the hyperstatic supporting structure is solved, the accuracy of load distribution is improved, and in the calculation of supporting point counter force, more accurate results can be obtained.
Drawings
In order to more clearly illustrate the technical solution provided by the present application, the following description will briefly refer to the accompanying drawings. It will be apparent that the figures described below are merely some embodiments of the application.
FIG. 1 is a schematic diagram of the overall flow of the present application;
FIG. 2 is a graph showing 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 impeller; 6. low pressure turbine aft shaft.
Detailed Description
In order to make the objects, technical solutions and advantages of the present application become more apparent, the technical solutions in the embodiments of the present application will be described in more detail below with reference to the accompanying drawings in the embodiments of the present application.
A method for calculating the dead load of a low-pressure rotor fulcrum of an aeroengine with a large bypass ratio is shown in fig. 1, and comprises the following steps:
step S100, splitting the low-pressure rotor component into different assemblies;
the components of the low-pressure rotor of the engine are respectively as follows: a front fan shaft 1, a fan blade disc 2, a rear fan shaft 3, a front low-pressure turbine shaft 4, a low-pressure turbine blade disc 5 and a rear low-pressure turbine shaft 6. The fan blade disc 2 is 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 inside and outside diameter dimensions of each assembly of the low pressure rotor component are shown in Table 1:
table 1 inner and outer diameter sizes (calculation example) of each component
The minimum inner diameter and the maximum outer diameter of each component are extracted to prepare for the subsequent finite element model. Because the minimum inner diameter and the maximum outer diameter of different components are respectively considered, a model which is more close to the actual structure can be designed.
Step S300, determining the material properties of the parts with the largest volume in each assembly;
in one specific example, the material properties of the largest volume part in the low pressure rotor component are shown in Table 2:
TABLE 2 Main part Material data (calculation example)
| Component name | Material brand | Poisson's ratio | Elastic modulus (GPa) |
| Front axle of fan | C1 | 0.3 | 110 |
| Fan blade disc | C2 | 0.3 | 120 |
| Rear axle of fan | C4 | 0.3 | 140 |
| Low pressure turbine front axle | C5 | 0.3 | 150 |
| Low-pressure turbine blade disc | C7 | 0.3 | 170 |
| Low pressure turbine rear axle | 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 actual conditions, so that an actual low-pressure rotor can be simulated more accurately, and the mass center and rigidity of the low-pressure rotor can be simulated more accurately.
Step S400, a beam unit model taking 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, namely, the beam unit model of each component simultaneously contains materials and dimension attributes, and the concentrated mass and the barycentric coordinates under the same dimension are also different due to different unit masses of different materials and different Poisson ratios.
Step S500, determining concentrated mass and centroid coordinates of the fan rotor component and the low pressure turbine rotor component;
the fan rotor assembly comprises a fan front shaft 1, a fan blade disc 2 and a fan rear shaft 3. The low pressure turbine rotor component includes a low pressure turbine forward shaft 4, a low pressure turbine blisk 5, and a low pressure turbine aft shaft 6. The concentrated mass and centroid coordinates in the fan rotor component and the low pressure turbine rotor component can be more accurately obtained with knowledge of the different component material properties.
Step S600, a mass unit is established at the mass center position, and the mass unit is associated with the beam unit model;
compared with the application, the mass center positions of the mass units are different, and the established mass units are different, and the design of the application is more fit and practical, so that the connection design of the mass units and the beam unit model in the application can be more close to the practical situation.
Step S700, determining connection form and structure between the fan shaft and the low-pressure turbine shaft;
for example, the rear fan shaft 3 and the front low-pressure turbine shaft 4 are connected by adopting a sleeve tooth, and the structural rigidity of the sleeve tooth is 0.5.
Step S800, a spring unit is established between the fan shaft and the low-pressure turbine shaft, and parameters of the spring unit are determined according to the connection form and the structure;
a plurality of different spring units need to be established between the fan shaft and the low-pressure turbine shaft, the connection forms and structures of the different spring units are different, and the actual conditions of the positions 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 one embodiment, the first fulcrum is a ball bearing, the second fulcrum is a roller bearing, the third fulcrum is a roller bearing, and the bearing directions of the fulcrums are different due to different bearing types.
Step S1000, constraint conditions are added to the positions of all fulcrums in the model;
the constraint direction is determined according to the bearing type of each fulcrum position. For example. The first fulcrum constrains three directions of x, y and z, and the second fulcrum and the third fulcrum constrain two directions of y and z.
The effect of the completed model is shown in fig. 2.
Step S1100, applying an external load at the centroid position;
an external force, which may be a force or a moment, is applied at both centroid positions.
And step 1200, carrying out force solving, inputting the established model into finite element analysis software, adding constraint, and then automatically solving the counter force of each fulcrum by applying external acting force on the centroid position.
Finite element analysis software such as ansys, and the like.
In one embodiment, the calculation results of the fulcrum reaction forces under an external load are shown in table 3:
TABLE 3 calculation results (calculation examples) under a certain external load
| F1x | F1y | F1z | F2y | F2z | F3y | F3z |
| 0 | -687 | 0 | -1080 | 0 | -2666 | 0 |
According to the application, when the static load of the low-pressure rotor fulcrum of the aeroengine is calculated, the low-pressure rotor component is split, the calculation result is more accurate by respectively increasing the structural parameters and the material properties of each component to analyze the influence of the load distribution of the hyperstatic structure, in the calculation process, the connection form and the structure of different positions of the fan shaft and the low-pressure turbine shaft are respectively designed, the supporting modes of different fulcrums are designed, the finite element model of the connection form and the supporting modes is optimized, the load transmission of the hyperstatic supporting structure is solved, the accuracy of the load distribution is improved, and more accurate results can be obtained in the calculation of the fulcrum counter force.
The foregoing is merely illustrative of the present application, and the present application is not limited thereto, and any changes or substitutions easily contemplated by those skilled in the art within the scope of the present application should be included in 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 the dead load of a low-pressure rotor fulcrum of an aeroengine with a large bypass ratio is characterized by comprising the following steps:
splitting the low pressure rotor component into different assemblies;
respectively extracting the minimum inner diameter and the maximum outer diameter of each component;
determining the material properties of the largest volume part in each component;
establishing a beam unit model taking the section of each component as a circular ring;
determining collective mass and centroid coordinates of the fan rotor component and the low pressure turbine rotor component;
establishing a mass unit at the centroid position, 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 parameters of the spring unit according to the connection form and the structure;
determining the bearing direction of each fulcrum according to the bearing type of each fulcrum;
adding constraint conditions at the positions of all 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 high bypass ratio aircraft engine low pressure rotor fulcrum static load calculation method of claim 1, wherein the engine low pressure rotor components are split into: 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 high bypass ratio aircraft engine low pressure rotor fulcrum dead load calculation method of claim 2, wherein: the rear shaft (3) of the fan is connected with the front shaft (4) of the low-pressure turbine by sleeve teeth, and the structural rigidity of the sleeve teeth is 0.5.
4. The high bypass ratio aircraft engine low pressure rotor fulcrum dead load calculation method of claim 1, wherein: when the fulcrum is a ball bearing, the constraint in the x, y and z directions is carried out; when the fulcrum is a roller bearing, the restriction in the y and z directions is carried out.
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| 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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| Publication number | Priority date | Publication date | Assignee | Title |
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| GB2360069B (en) * | 2000-03-11 | 2003-11-26 | Rolls Royce Plc | Ducted fan gas turbine engine |
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Patent Citations (3)
| Publication number | Priority date | Publication date | Assignee | Title |
|---|---|---|---|---|
| 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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