CN117993125B - Macroscopic dynamics model of aeroengine rolling bearing spalling fault evolution - Google Patents
Macroscopic dynamics model of aeroengine rolling bearing spalling fault evolution Download PDFInfo
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Abstract
The invention relates to the technical field of aeroengine fault diagnosis, in particular to a macroscopic dynamics model of aeroengine rolling bearing spalling fault evolution, which comprises the following steps: step S1, establishing a complete machine dynamics model of the aero-engine; step S2, deducing the variation of the contact deformation of the bearing caused by faults and the variation of the bearing force caused by the faults according to the geometric shape of the damage; s3, importing a rolling bearing fault macroscopic dynamics model to form an aero-engine complete machine vibration model for coupling the main bearing fault; s4, directly obtaining the vibration response of the whole machine caused by the fault of the rolling bearing by using a numerical integration method, and on the basis, simulating and analyzing the dynamic response rule in the bearing spalling fault evolution process; and S5, obtaining vibration acceleration of the vertical measuring points of the three-fulcrum main bearing seat and the intermediate case through numerical simulation so as to solve the problem that failure evolution behaviors cannot be considered in the prior art.
Description
Technical Field
The invention relates to the technical field of aeroengine fault diagnosis, in particular to a macroscopic dynamics model of the peeling fault evolution of an aeroengine rolling bearing.
Background
The rolling bearing, especially the main shaft bearing, is a very critical component of an aeroengine, has high working speed, high temperature, severe state change, complex time impact load and extremely easy occurrence of faults, and once tiny early cracks appear, the rolling bearing gradually expands into more obvious damage, and the failure of the rolling bearing often leads to the air stopping of the engine or the advanced factory return, so that the establishment of an accurate rolling bearing fault spalling kinetic model has important significance for exploring an accurate, efficient and intelligent rolling bearing early fault diagnosis technology and a residual life prediction technology.
At present, a classical single-point impact and multi-point impact fault dynamics model is established for the rolling bearing at home and abroad, and typical signal characteristics of the model are analyzed, but the classical methods do not consider differences of faults of different sizes, so that the classical methods cannot be used for simulating the evolution process of the bearing faults and cannot be directly used for simulating the evolution of the main bearing faults of the aeroengine.
In order to fully understand the fault evolution behavior of the main bearing under the complex large system of the engine, a new rolling bearing macroscopic dynamics model is urgently required to be developed, the evolution process from small to large of the fault can be considered, and the coupling response rule of the whole engine under the excitation of the main bearing fault can be analyzed on the basis.
Disclosure of Invention
Therefore, the invention provides a macroscopic dynamics model of the peeling fault evolution of the rolling bearing of the aeroengine, which aims to solve the problem that the fault evolution behavior cannot be considered in the prior art.
In order to achieve the purpose, the invention provides a macroscopic dynamics model of the peeling fault evolution of an aeroengine rolling bearing, which comprises the following steps:
Step S1, establishing a complete machine dynamics model of the aero-engine;
S2, dividing the peeling fault of the rolling bearing into two conditions of raceway peeling and rolling body peeling damage, dividing the bearing damage into two damage impact forms of triangle and trapezoid according to the size of the damage in the modeling of the raceway peeling fault of the inner ring and the outer ring, and deducing the change amount of the contact deformation of the bearing caused by the fault and the change amount of the bearing force caused by the damage according to the geometric shape of the damage;
S3, the established rolling bearing fault macroscopic dynamics model is led into an aero-engine complete machine vibration model to form the aero-engine complete machine vibration model coupling the main bearing fault;
s4, directly obtaining the vibration response of the whole machine caused by the fault of the rolling bearing by using a numerical integration method so as to simulate and analyze the dynamic response rule in the bearing spalling fault evolution process;
And S5, obtaining vibration acceleration of the vertical measuring points of the three-fulcrum main bearing seat and the intermediate case through numerical simulation, extracting vibration effective values, kurtosis and wavelet envelope characteristics from the vibration acceleration, and further completing verification of the built model.
Further, the step S1 specifically includes:
S1-1, establishing a 5-degree-of-freedom ball bearing dynamic model, and deducing bearing force and moment expressions under 5-degree-of-freedom complex deformation;
S1-2, deducing acting force of the cylindrical roller bearing under the action of angular deformation factors caused by radial deformation of the bearing, convexity of the cylindrical rotor, bearing clearance and inclination of the bearing by utilizing a slicing method aiming at the cylindrical roller bearing;
S1-3, combining a ball bearing model and a roller bearing model with a rotor with 6 degrees of freedom and a casing finite element beam model, and establishing a complete machine vibration model of the aeroengine with rolling bearing modeling;
step S1-4, adopt Method and an improved/>The method of combining the methods solves the differential equation system, wherein/>, is utilizedSolving a rotor and casing finite element model easy to form a matrix by using the methodThe method solves for the support connection components that do not need to form a matrix.
Further, the improvementThe method is a novel explicit integration method.
Further, the step S2 specifically includes:
step S2-1, setting a damage shape as a rectangular pit, wherein the cross section of the damage shape is a damage surface, setting L D as the diameter of the damage surface, a as the damage depth and r B as the radius of the ball;
step S2-2, for the early stage of damage to the surface of the bearing, at the moment, the damage area is smaller, the rolling bodies do not contact the bottom of the damage pit, the impact formed at the moment is triangular impact, and the transient displacement change amount of the rolling bodies when passing through the damage is as follows:
；
Step S2-3, in order to obtain the impact position and the impact quantity of the rolling bodies on the roller path, the angle position of the damaged element bearing is considered according to different situations, and the angle position of the jth rolling body is set as There isWherein/>The rotation frequency of the retainer is set; z is the number of rolling bodies;
S2-4, determining the gap amount of a key point on the circumference according to the damaged position on the rollaway nest, and then obtaining the gap amount change of the rolling bodies through interpolation among the key points according to the angle position of the rolling bodies on the circumference;
Step S2-5, for the evolution stage of the damage of the bearing surface, the damage area is continuously increased, and when the condition is met When the rolling bodies contact the bottom of the damage pit, the transient displacement change process is in a trapezoid impact form;
under the trapezoidal impact condition, the rolling bodies contact the bottoms of the damage pits, and the depth of the damage pits is equal to the transient displacement change delta generated by the rolling bodies:
；
step S2-6, considering the angular position of the damage on the bearing according to different situations to obtain the impact position and the impact quantity of the rolling body on the raceway, and setting the angular position of the jth rolling body as There is/>Wherein/>The rotation frequency of the retainer is set; z is the number of rolling bodies; t is the accumulated time length calculated by using the formula;
And S2-7, determining the gap amount of a key point on the circumference according to the damaged position on the raceway, and then obtaining the gap amount change of the rolling body by interpolation among the key points according to the angular position of the rolling body on the circumference.
Further, the step S4 specifically includes:
And S4-1, directly obtaining the vibration response of the whole machine caused by the fault of the rolling bearing by using a numerical integration method, and carrying out simulation analysis on the dynamic response rule in the bearing spalling fault evolution process on the basis.
Further, the step S5 specifically includes:
In the step S5-1, the adopted signal analysis method comprises the following steps: performing 5-layer wavelet decomposition by taking db8 wavelet as a substrate to obtain 6 frequency band signals, namely: w d1、Wd2、Wd3、Wd4、Wd5、Wa5; if the signal sampling frequency is f s, the energy of each frequency band is ：fs/4—fs/2、fs/8—fs/4、fs/16—fs/8、fs/32—fs/16、fs/64—fs/32、0—fs/64; respectively, then Hilbert transformation is utilized to obtain envelope signals of each frequency band, and in order to eliminate the interference of random signals, an autocorrelation noise reduction method is adopted to reduce the noise of the envelope signals of the frequency band decomposition signals; finally, a wavelet envelope spectrum is obtained by utilizing FFT, and bearing fault frequency characteristics are extracted from the spectrum; the effective value of the band envelope signal is calculated directly to obtain band envelope energy characteristics FBEE, FBEE2, FBEE3, FBEE4, FBEE5 and FBEE6.
Compared with the prior art, the invention has the beneficial effects that the rolling bearing spalling fault is divided into two conditions of raceway spalling and rolling body spalling damage, in the inner and outer ring raceway spalling fault modeling, bearing damage is divided into two damage impact forms of triangle and trapezoid according to the damage size, wherein early spalling fault mainly causes triangle impact, middle and late period fault causes trapezoid impact, the change quantity of bearing contact deformation caused by fault is deduced according to the geometric shape of damage, the change quantity of bearing force caused by the change quantity is deduced, the whole machine vibration response caused by the rolling bearing fault is directly obtained by utilizing a numerical integration method, and the dynamic response rule in the bearing spalling fault process is simulated and analyzed on the basis; the method can accurately establish a rolling bearing fault evolution dynamic model, can clearly strip out the rolling bearing fault evolution state according to frequency components through a signal analysis method, realizes the identification of the fault evolution state and early weak fault warning of the rolling bearing, and has important significance for effectively implementing the monitoring, fault diagnosis and health management of the rolling bearing state.
Drawings
FIG. 1 is a simplified diagram of the overall engine structure of the present invention;
FIG. 2 is a simplified diagram of a model of the overall engine dynamics of a certain type of dual-rotor aircraft engine of the present invention;
FIG. 3 is a flow chart of a complex rotor-support-case coupling dynamics solution of the present invention;
FIG. 4 is a line graph of measured vibration velocity values of the air inlet casing test points;
FIG. 5 is a graph showing the overall modal calculation at the critical rotational speed according to the present invention;
FIG. 6 is a graph showing the critical rotational speed test results of the intermediate case test points according to the present invention;
FIG. 7 is a simulation result of the whole machine model of the present invention;
FIG. 8 is an expanded view of the bearing race damage of the present invention;
FIG. 9 illustrates the various positions of the racetrack triangle lesions of the present invention;
FIG. 10 is a trapezoid damage pattern generated by the rolling elements of the present invention through the raceway surface damage;
FIG. 11 illustrates various locations of the racetrack trapezoid damage according to the present invention;
FIG. 12 is a fault signature extraction method of the present invention;
FIG. 13 is a characteristic variable trend (bearing seat measuring point) in the process of fault evolution of the outer ring of the rolling bearing;
FIG. 14 is a characteristic variable trend (case point) during the fault evolution of the outer race of the rolling bearing of the present invention;
FIG. 15 is a characteristic variable trend (bearing seat measuring point) in the process of the fault evolution of the inner ring of the rolling bearing;
Fig. 16 shows a characteristic variable trend (case point) in the course of the fault evolution of the inner ring of the rolling bearing according to the present invention.
Detailed Description
The following is a further description of the context of a macroscopic dynamics model of the spalling failure evolution of a novel aero-engine rolling bearing according to the present invention, in combination with the accompanying drawings.
Step S1, establishing a complete machine dynamics model of the aero-engine;
Step S2, dividing the peeling failure of the rolling bearing into two conditions of raceway peeling and rolling body peeling damage, in the modeling of the peeling failure of the inner and outer ring raceway peeling failure, dividing the bearing damage into two damage impact forms of triangle and trapezoid according to the size of the damage, wherein the early peeling failure mainly causes the triangle impact, the middle and late stage failure causes the trapezoid impact, and deducing the change amount of the contact deformation of the bearing caused by the failure and the change amount of the bearing force caused by the damage according to the geometric shape of the damage;
S3, the established rolling bearing fault macroscopic dynamics model is led into an aero-engine complete machine vibration model to form the aero-engine complete machine vibration model coupling the main bearing fault;
S4, directly obtaining the vibration response of the whole machine caused by the fault of the rolling bearing by using a numerical integration method, and on the basis, simulating and analyzing the dynamic response rule in the bearing spalling fault evolution process;
and S5, obtaining vibration acceleration of the vertical measuring points of the three-fulcrum main bearing seat and the intermediate case through numerical simulation, extracting vibration effective values, kurtosis and wavelet envelope characteristics from the vibration acceleration, and further verifying the practicability of the built model.
The step S1 specifically includes:
S1-1, establishing a 5-degree-of-freedom ball bearing dynamic model, and deducing bearing force and moment expressions under 5-degree-of-freedom complex deformation;
S1-2, deducing acting force of the cylindrical roller bearing under the action of angular deformation factors caused by radial deformation of the bearing, convexity of the cylindrical rotor, bearing clearance and inclination of the bearing by utilizing a slicing method aiming at the cylindrical roller bearing;
S1-3, combining a ball bearing model and a roller bearing model with a rotor with 6 degrees of freedom and a casing finite element beam model, and establishing a complete machine vibration model of the aeroengine with rolling bearing modeling;
step S1-4, adopt Method and an improved/>The method of combining the methods solves the differential equation system, wherein/>, is utilizedSolving a rotor and casing finite element model easy to form a matrix by using the methodThe method solves for the support connection components that do not need to form a matrix.
Wherein, the step S1-1 specifically comprises:
Step S1-1-1, a simple structure diagram of a certain type of high thrust-weight ratio double-rotor aeroengine is shown in fig. 1, a rotor-support-casing-installation joint system calculation model is shown in fig. 2, a low-pressure rotor, a high-pressure rotor and a casing of the engine are simulated by beam units, dynamic connection symbols in fig. 2 are shown in table 1, and numerals 1, 3, 6-9, 11, 15-17 and 22 represent node numbers for modeling, wherein a fan casing measuring point is arranged at a node 3, an intermediate casing front measuring point is arranged at a node 7, an intermediate casing rear measuring point is arranged at a node 9, and an external culvert casing measuring point is arranged at a node 16.
TABLE 1 symbolic meaning of various connections defined in the kinetic model
S1-1-2, wherein a certain type of double-rotor aeroengine is provided with 5 fulcrums, two fulcrums and three fulcrums are angular contact ball bearings, and the structural parameters are shown in Table 2; the structural parameters of the cylindrical roller bearing with one fulcrum, four fulcrums and five fulcrums are shown in the table 3; table 4 is the typical simulated rotational speed of the engine, and Table 5 is the axial force at the typical simulated rotational speed of the engine; the main bearing spalling fault modeling and simulation are carried out by taking the three-fulcrum main bearing as a research object, and the fault characteristic frequency of the three-fulcrum main bearing of the engine is shown in table 6.
Table 2 angular contact ball bearing model and parameters
TABLE 3 cylindrical roller bearing model and parameters
Table 4 simulated engine speed
TABLE 5 axial force
Table 6 three pivot point main bearing fault characteristic frequency
Wherein, the step S1-4 specifically comprises:
Step S1-4-1, adopt Method and an improved/>Method of combining the methods (novel explicit integration method-Fangfa) to solve differential equation set, wherein/>, is utilizedSolving a rotor and a casing finite element model which are easy to form a matrix by using a method, and solving a support connecting part which does not need to form the matrix by using a method; the method is characterized in that only a kinetic matrix of a single rotor or a casing part is required to be assembled, a huge matrix of the whole system is not required to be formed, and the solving efficiency is high. The flow chart is shown in fig. 3.
S1-4-2, identifying the pitching mode critical speed of the low-pressure excitation fan and the high-pressure excitation high-pressure compressor mode critical speed below the high-pressure rotor slow-running speed within the working speed range of the low-pressure rotor through test run data analysis and complete machine model simulation by using a response peak method.
FIG. 4 is a line graph of measured vibration speed values of the intake casing test points, showing that the critical rotation speed of the engine is 6000-7000 rpm; FIG. 5 shows the finite element simulation result of the complete machine model, wherein (a) in FIG. 5 is the simulation result of the effective value of the vibration speed of the measuring point of the air inlet casing, and comparing the variation rule of the simulation value of the component of N1 of the vibration speed of the measuring point of the air inlet casing with the variation rule of the component of N1, it can be obviously seen that the pitching of the fan under low-pressure excitation has two-order critical speeds between 6000 rpm and 7000rpm, namely 6083rpm and 6775rpm; fig. 5 (b) shows a low-pressure excitation fan and high-pressure rotor in-phase pitching mode (n1=6083 rpm), fig. 5 (c) shows a low-pressure excitation fan and high-pressure rotor anti-phase pitching mode (n1=6775 rpm), and it can be seen that the vibration mode corresponding to the critical rotation speed 6083rpm is that the fan rotor and the high-pressure rotor swing in-phase; the corresponding mode at critical speed 6775rpm is the fan rotor and high pressure rotor counter-phase oscillation.
FIG. 6 is an actual measurement of the vibration speed of the intermediate case measurement point, showing that the engine has a critical speed at 7618 rpm; fig. 7 (a) is a simulation result of the effective value of the vibration speed of the intermediate case measuring point, and comparing the variation rule of the simulation value of the 1 times of the N2 component of the vibration speed of the intermediate case measuring point with the variation rule of the N2 rotating speed, it can be seen that the pitching of the high-voltage rotor under high-voltage excitation occurs at 7618rpm, and fig. 7 (b) is the vibration mode of the whole machine under the critical rotating speed.
Table 7 shows the comparison result of the critical rotation speed calculation value of the complete machine finite element model and the actual measurement value of the engine; as can be seen by comparison, the calculation and actual measurement errors of the pitching mode critical rotation speed of the low-pressure excitation fan in the working rotation speed range are 6.24% and 4.44%, respectively, and the calculation errors of the high-pressure excitation high-pressure rotor mode critical rotation speed are 3.26% beyond the working rotation speed.
TABLE 7 comparison of calculated and measured critical rotational speeds of complete machine beam unit models
The step S2 specifically includes:
step S2-1, setting a damage shape as a rectangular pit, wherein the cross section of the damage shape is a damage surface, setting L D as the diameter of the damage surface, a as the depth of damage, and r B as the radius of a ball;
step S2-2, for the early stage of damage to the surface of the bearing, at the moment, the damage area is smaller, the rolling bodies do not contact the bottom of the damage pit, the impact formed at the moment is triangular impact, and the transient displacement change amount of the rolling bodies when passing through the damage is as follows:
；
Step S2-3, in order to obtain the impact position and the impact quantity of the rolling bodies on the roller path, the angle position of the damaged element bearing is considered according to different situations, and the angle position of the jth rolling body is set as There isWherein/>The rotation frequency of the retainer is set; z is the number of rolling bodies;
S2-4, determining the gap amount of a key point on the circumference according to the damaged position on the rollaway nest, and then obtaining the gap amount change of the rolling bodies through interpolation among the key points according to the angle position of the rolling bodies on the circumference;
Step S2-5, for the evolution stage of the damage of the bearing surface, the damage area is continuously increased, and when the condition is met When the rolling bodies contact the bottom of the damage pit, the transient displacement change process is in a trapezoid impact form;
under the trapezoidal impact condition, the rolling bodies contact the bottoms of the damage pits, and the depth of the damage pits is equal to the transient displacement change delta generated by the rolling bodies:
；
step S2-6, in order to obtain the impact position and the impact quantity of the rolling bodies on the roller path, considering the angular position of the damage on the bearing according to different situations, setting the angular position of the jth rolling body as There isWherein/>The rotation frequency of the retainer is set; z is the number of rolling bodies; t is the accumulated time length calculated by using the formula;
And S2-7, determining the gap amount of a key point on the circumference according to the damaged position on the raceway, and then obtaining the gap amount change of the rolling body by interpolation among the key points according to the angular position of the rolling body on the circumference.
Wherein, the step S2-1 specifically comprises:
Step S2-1-1, wherein FIG. 8 is an expanded view of bearing raceway damage; in fig. 8, the damage is a pit, which is a rectangular pit in shape, the cross section of which is the damage surface, L D is the diameter of the damage surface, a is the depth of the damage, and r B is the radius of the ball.
Wherein, the step S2-2 specifically comprises:
S2-2-1, for the early stage of bearing surface damage, the damage area is smaller, the rolling bodies do not contact the bottom of the damage pit, and the impact formed at the moment is triangular impact; when the condition is satisfied During the process of rolling the rolling body through the damage of the rolling surface, the mass center will undergo A, B, C, D, E changes, and the damage displacement change amount is shown in table 8; as can be seen from fig. 8, the displacement transient at this time can be approximately considered as a triangular impact form.
Table 8 transient changes during centroid rolling over bearing surface damage
Wherein, the step S2-4 specifically comprises:
Determining the gap amount of a key point on the circumference according to the damaged position on the raceway, and then obtaining the gap amount change of the rolling body through interpolation among the key points according to the angle position of the rolling body on the circumference; FIG. 9 illustrates the various positions of the racetrack triangle lesions; setting theta 1 as the angular position of the damage center point, and converting the angular position into an angle value between 0 and 2 p; θ 2 is the half of the angle of the lesion.
If the damage is on the outer ring, then
，
If the damage is at the inner ring, then
。
Table 9 shows the gap variation values of the key points on the circumference of different cases, in which the angles of 5 key points on one circumference of 0 to 2p are sequentially increased.
TABLE 9 values of gap variation for key points on circumference for different conditions of raceway triangle damage
Wherein, the step S2-5 specifically comprises:
Step S2-5-1, for the evolution stage of the damage of the bearing surface, the damage area is continuously increased at the moment, and when the condition is met When the rolling bodies contact the bottom of the damage pit, the transient displacement change process can be approximately considered as a trapezoid impact form;
in the case of a trapezoidal impact, the rolling elements will contact the bottom of the damaged pit, the transient displacement produced by the rolling elements changes to the depth of the damaged pit, and in fig. 10, the distance between point C1 and point C2 is:
。
table 10 transient conditions during centroid rolling over bearing surface damage
Wherein, the step S2-7 specifically comprises:
The gap amount of key points on the circumference is determined according to the damaged position on the rollaway nest, and then the gap amount change of the rolling bodies is obtained through interpolation among the key points according to the angular position of the rolling bodies on the circumference. FIG. 11 shows the situation of different positions of the trapezoid damage of the track, wherein, let θ 1 be the angular position of the damage center point, and the angular position needs to be converted into an angular value between 0 and 2 p; θ 2 is half of the included angle of the top edge of the trapezoid damage; θ 3 is half of the bevel angle of the trapezoid damage;
(1) If the damage is on the outer ring, then
，
；
(2) If the damage is at the inner ring, then
，
。
Table 11 shows the values of the gap variation of the key points on the circumference of the different cases; wherein the angles of 6 key points on one circumference of 0 to 2p are sequentially increased.
TABLE 11 values of gap variation at key points on circumference for different conditions of racetrack trapezoidal damage
The step S5 specifically includes:
In the step S5-1, the adopted signal analysis method mainly comprises the following steps: performing 5-layer wavelet decomposition by taking db8 wavelet as a substrate to obtain 6 frequency band signals, namely: w d1、Wd2、Wd3、Wd4、Wd5、Wa5; if the signal sampling frequency is f s, the energy of each frequency band is ：fs/4—fs/2、fs/8—fs/4、fs/16—fs/8、fs/32—fs/16、fs/64—fs/32、0—fs/64; respectively, then Hilbert transformation is utilized to obtain envelope signals of each frequency band, and in order to eliminate the interference of random signals, an autocorrelation noise reduction method is adopted to reduce the noise of the envelope signals of the frequency band decomposition signals; finally, on one hand, a wavelet envelope spectrum is obtained by utilizing FFT, and bearing fault frequency characteristics are extracted from the spectrum; on the other hand, the effective value of the band envelope signal is directly calculated to obtain band envelope energy characteristics FBEE, FBEE2, FBEE3, FBEE4, FBEE5 and FBEE6;
S5-2, three-pivot fault evolution simulation analysis of the aero-engine; the results show that as the lesion size increases. The effective value of the bearing seat measuring point gradually increases, when the damage reaches 2mm, the effective value reaches the maximum value, and the effective value is reduced to some extent along with the further increase of the damage, and the effective value of the casing measuring point does not have the trend of increasing in the whole damage evolution process, so that the vibration effective value of the casing measuring point cannot be used as a monitoring value of bearing fault evolution; the dimensionless value of the failure frequency increases rapidly with further increases in the size of the flaking damage, which is maximized when the damage size reaches 0.2mm, and then the magnitude of this value is substantially unchanged with further increases in the size of the damage, but a degree of fluctuation occurs; along with the further increase of the peeling damage size, the envelope energy characteristic values of different frequency bands show rising trends of different degrees, which shows that the envelope energy characteristic values have stronger monitoring capability on bearing fault evolution.
The step S5-1 specifically comprises the following steps:
s5-1-1, in the wavelet envelope spectrum, characteristic spectrum peaks exist near the outer ring fault characteristic frequency f o and frequency multiplication of each step thereof, For the layer l wavelet envelope spectrum values, l=1, 2,3,4,5,6; if the number of spectral lines of the envelope spectrum in the frequency range of 10 Hz-2 f 0 is N e, the average value of the envelope spectrum is:
；
step S5-1-2, then searching the maximum value of spectral lines at the fault characteristic frequency in the envelope spectrum, and setting the tolerance range of the characteristic frequency as Envelope spectrum interval is/>The number of frequency points within the tolerance range is: /(I)The maximum value of the fault frequency in the first layer wavelet envelope spectrum is,
；
Step S5-1-3, constructing a dimensionless feature quantity:
；
Step S5-1-4, calculating dimensionless characteristic values of detail signals of each layer After that, the characteristic values of the detail signals still need to be compared, and the maximum value is taken as the final characteristic value, namely
。
In order to study the change trend of the monitoring characteristic quantity of the rolling bearing in the evolution process, the size of the peeling fault of the outer ring of the bearing is set to be continuously expanded along with the time change, and the rotating speed is N1=8880 rpm and N2= 14675rpm as shown in a table 12; obtaining vibration acceleration of vertical measuring points of the main bearing seat of the fulcrum 3 and the intermediate case through numerical simulation, and extracting vibration effective values, kurtosis and wavelet envelope characteristics from the vibration acceleration, wherein the vibration effective values, kurtosis and wavelet envelope characteristics are respectively shown in fig. 13 and 14; as can be seen from the figure: 1) As the lesion size increases; for the bearing seat measuring point, the effective value gradually increases, and reaches the maximum value when the damage reaches 2mm, and the effective value is reduced instead along with the further increase of the damage; for the case measuring point, the effective value does not have a trend of increasing in the whole damage evolution process, which indicates that the vibration effective value of the case measuring point cannot be used as a monitoring value of bearing fault evolution, and the case measuring point can be used; 2) The kurtosis value gradually increases with increasing lesion size, but is less than 3; 3) The dimensionless value of the failure frequency of the outer ring increases rapidly with further increase of the peeling damage size of the outer ring, the characteristic value reaches the maximum when the damage size reaches 0.2mm, and then the value is basically unchanged with the further increase of the damage size, but a certain degree of fluctuation occurs; since the inner ring and the rolling bodies have no faults, the values thereof are always small; 4) Along with the further increase of the peeling damage size of the outer ring, the envelope energy characteristic values of different frequency bands show rising trends of different degrees, wherein FBEE, FBEE2, FBEE4 and FBEE are most obvious; the frequency band envelope energy characteristics are shown to have stronger monitoring capability for bearing fault evolution.
Table 12 evolution history of bearing damage
In order to study the change trend of the monitoring characteristic quantity of the rolling bearing in the evolution process, the size of the peeling fault of the outer ring of the bearing is set to be continuously expanded along with the time change, and the rotating speed is N1=8880 rpm and N2= 14675rpm as shown in a table 12; vibration acceleration of vertical measuring points of the three-fulcrum main bearing seat and the intermediate case is obtained after numerical simulation, and the vibration effective value, kurtosis and each detail signal envelope energy characteristic obtained after wavelet decomposition and reconstruction are extracted from the vibration acceleration, as shown in fig. 15 and 16 respectively; as can be seen from the figure: 1) As the lesion size increases; for the bearing seat measuring point, the effective value gradually increases, and reaches the maximum value when the damage reaches 2mm, and the effective value is reduced instead along with the further increase of the damage; for the case measuring point, the effective value does not have a trend of increasing in the whole damage evolution process, which indicates that the vibration effective value of the case measuring point cannot be used as a monitoring value of bearing fault evolution, and the case measuring point can be used; 2) The kurtosis value gradually increases with increasing lesion size, but is less than 3; 3) The dimensionless value of the failure frequency of the inner ring increases rapidly with further increase of the damage size of the inner ring, the characteristic value reaches the maximum when the damage size reaches 0.2mm, and then the value is basically unchanged with further increase of the damage size, but a certain degree of fluctuation occurs; since the outer ring and the rolling bodies have no faults, the values of the outer ring and the rolling bodies are always small; 4) Along with the further increase of the peeling damage size of the inner ring, the envelope energy characteristic values of different frequency bands show different degrees of rising trend, wherein FBEE, FBEE2, FBEE4 and FBEE are most obvious; the frequency band envelope energy characteristics are shown to have stronger monitoring capability for bearing fault evolution.
Thus far, the technical solution of the present invention has been described in connection with the preferred embodiments shown in the drawings, but it is easily understood by those skilled in the art that the scope of protection of the present invention is not limited to these specific embodiments. Equivalent modifications and substitutions for related technical features may be made by those skilled in the art without departing from the principles of the present invention, and such modifications and substitutions will be within the scope of the present invention.
The foregoing description is only of the preferred embodiments of the invention and is not intended to limit the invention; various modifications and variations of the present invention will be apparent to those skilled in the art. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.
Claims (4)
1. A method of establishing a macroscopic kinetic model of the spalling failure evolution of an aero-engine rolling bearing, comprising the steps of:
Step S1, establishing a complete machine dynamics model of the aero-engine;
S2, dividing the peeling fault of the rolling bearing into two conditions of raceway peeling and rolling body peeling damage, dividing the bearing damage into two damage impact forms of triangle and trapezoid according to the size of the damage in the modeling of the raceway peeling fault of the inner ring and the outer ring, and deducing the change amount of the contact deformation of the bearing caused by the fault and the change amount of the bearing force caused by the damage according to the geometric shape of the damage;
S3, the established rolling bearing fault macroscopic dynamics model is led into an aero-engine complete machine vibration model to form the aero-engine complete machine vibration model coupling the main bearing fault;
s4, directly obtaining the vibration response of the whole machine caused by the fault of the rolling bearing by using a numerical integration method so as to simulate and analyze the dynamic response rule in the bearing spalling fault evolution process;
S5, obtaining vibration acceleration of vertical measuring points of the three-fulcrum main bearing seat and the intermediate case through numerical simulation, extracting vibration effective values, kurtosis and wavelet envelope characteristics from the vibration acceleration, and further completing verification of a built model;
The step S1 specifically includes:
S1-1, establishing a 5-degree-of-freedom ball bearing dynamic model, and deducing bearing force and moment expressions under 5-degree-of-freedom complex deformation;
S1-2, deducing acting force of the cylindrical roller bearing under the action of angular deformation factors caused by radial deformation of the bearing, convexity of the cylindrical rotor, bearing clearance and inclination of the bearing by utilizing a slicing method aiming at the cylindrical roller bearing;
S1-3, combining a ball bearing model and a roller bearing model with a rotor with 6 degrees of freedom and a casing finite element beam model, and establishing a complete machine vibration model of the aeroengine with rolling bearing modeling;
step S1-4, adopt Method and an improved/>The method of combining the methods solves the differential equation system, wherein/>, is utilizedSolving a rotor and casing finite element model easy to form a matrix by using the methodSolving the supporting connection parts which do not need to form a matrix;
the step S2 specifically includes:
step S2-1, setting a damage shape as a rectangular pit, wherein the cross section of the damage shape is a damage surface, setting L D as the diameter of the damage surface, a as the damage depth and r B as the radius of the ball;
step S2-2, for the early stage of damage to the surface of the bearing, at the moment, the damage area is smaller, the rolling bodies do not contact the bottom of the damage pit, the impact formed at the moment is triangular impact, and the transient displacement change amount of the rolling bodies when passing through the damage is as follows:
，
Step S2-3, in order to obtain the impact position and the impact quantity of the rolling bodies on the roller path, the angle position of the damaged element bearing is considered according to different situations, and the angle position of the jth rolling body is set as There isWherein/>The rotation frequency of the retainer is set; z is the number of rolling bodies;
S2-4, determining the gap amount of a key point on the circumference according to the damaged position on the rollaway nest, and then obtaining the gap amount change of the rolling bodies through interpolation among the key points according to the angle position of the rolling bodies on the circumference;
Step S2-5, for the evolution stage of the damage of the bearing surface, the damage area is continuously increased, and when the condition is met When the rolling bodies contact the bottom of the damage pit, the transient displacement change process is in a trapezoid impact form;
under the trapezoidal impact condition, the rolling bodies contact the bottoms of the damage pits, and the depth of the damage pits is equal to the transient displacement change delta generated by the rolling bodies:
，
step S2-6, considering the angular position of the damage on the bearing according to different situations to obtain the impact position and the impact quantity of the rolling body on the raceway, and setting the angular position of the jth rolling body as There is/>Wherein/>The rotation frequency of the retainer is set; z is the number of rolling bodies; t is the accumulated time length calculated by using the formula;
And S2-7, determining the gap amount of a key point on the circumference according to the damaged position on the raceway, and then obtaining the gap amount change of the rolling body by interpolation among the key points according to the angular position of the rolling body on the circumference.
2. The method of modeling the macroscopic dynamics of the spalling failure evolution of an aero-engine rolling bearing according to claim 1, wherein the improvementThe method is a novel explicit integration method.
3. The method for modeling the macroscopic dynamics of the spalling failure evolution of an aero-engine rolling bearing according to claim 1, wherein said step S4 comprises in particular:
And S4-1, directly obtaining the vibration response of the whole machine caused by the fault of the rolling bearing by using a numerical integration method, and carrying out simulation analysis on the dynamic response rule in the bearing spalling fault evolution process on the basis.
4. The method for modeling the macroscopic dynamics of the spalling failure evolution of an aero-engine rolling bearing according to claim 1, wherein said step S5 comprises in particular:
In the step S5-1, the adopted signal analysis method comprises the following steps: performing 5-layer wavelet decomposition by taking db8 wavelet as a substrate to obtain 6 frequency band signals, namely: w d1、Wd2、Wd3、Wd4、Wd5、Wa5; if the signal sampling frequency is f s, the energy of each frequency band is ：fs/4—fs/2、fs/8—fs/4、fs/16—fs/8、fs/32—fs/16、fs/64—fs/32、0—fs/64; respectively, then Hilbert transformation is utilized to obtain envelope signals of each frequency band, and in order to eliminate the interference of random signals, an autocorrelation noise reduction method is adopted to reduce the noise of the envelope signals of the frequency band decomposition signals; finally, a wavelet envelope spectrum is obtained by utilizing FFT, and bearing fault frequency characteristics are extracted from the spectrum; the effective value of the band envelope signal is calculated directly to obtain band envelope energy characteristics FBEE, FBEE2, FBEE3, FBEE4, FBEE5 and FBEE6.
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