RU2677435C2 - Bearing assembly (versions) - Google Patents

Abstract

FIELD: machine engineering.SUBSTANCE: unit includes radial and axial ribbon bearings, a preload control device for adjusting the bearing rigidity during operation, an electromagnetic unloading system for reducing the amplitude of the rotor oscillations, and a discharge element that increases the bearing load without damaging the corrugated ribbons. Foil journal bearing contains the insert (6), to compensate for the misalignment of the bearing relative pins (2) elastic element in the form of a elastodeformed block to increase damping, consisting of corrugated (20) and two smooth bands (16, 22). The corrugated ribbons in the bearing have different heights and alternate in the axial direction to reduce wear at start and stop. Top ribbon (4) of the bearing is held in slots of the keys (70, 80) without welding. The axial bearing has corrugated ribbons with ridges arranged in the circumferential direction for bearing operation in the sealing mode. The upper ribbons of the bearing are made with slots in the circumferential direction to reduce the temperature deformation.EFFECT: increased damping, carrying ability and feasibility of manufacturing of the ribbon bearing, reduced wear of the top ribbon of the radial ribbon bearing during start and stop of the rotor, and simplified its securing, reduced speed of rotor emersion in the ribbon bearing, rigidity control of the ribbon bearing with rotating rotor and simplified bearing assemblage.16 cl, 107 dwg

Description

Technical field

The invention relates to mechanical engineering, in particular to bearings with gas lubrication used in the bearings of the rotors of high-speed turbomachines.

State of the art

Gas-dynamic tape bearings are gas-lubricated plain bearings. One of the sliding surfaces of the tape bearing is one or more thin tapes made of metal or other suitable material, hereinafter the upper tapes located between the part of the rotor and the bearing housing, which receives the load on the bearing from the rotor, usually carried out separately from the turbomachine housing and fixed relative to turbomachine bodies. The upper tape forms a sliding surface on the rotor side, which is usually coated with an antifriction coating to reduce wear. Another sliding surface is usually the surface of rotation of the part of the rotor that is part of the bearing, having a cylindrical, flat or conical shape. When the upper tape is displaced by the rotor from the side of the tape, a bearing reaction force arises opposite to the displacement of the tape. This force can usually be created due to deformation of the uppermost tape, or due to an elastic element located between the upper tape and the bearing housing and transferring the load from the side of the upper tape to the bearing housing. The elastic element can usually be a part of the adjacent upper tape, a special pleated corrugated tape, or, for example, a sheet of elastic material, such as rubber.

The rotating element for a radial bearing is a journal, which usually has a cylindrical sliding surface. The radial bearing accepts a load directed in the radial direction, i.e. perpendicular to the axis of the rotor. A rotating element for an axial bearing is a thrust disk having a generally flat sliding surface. The axial bearing accepts a load directed in the direction of the axis of the rotor.

With a non-rotating rotor, there is contact and contact pressure between the sliding surface of the rotor and the upper tape. When the rotor rotates between the upper belt and the rotor, a lubricating layer forms with excess pressure and the contact pressure decreases. After reaching a certain speed, called the ascent rate, the overpressure completely squeezes the upper tape from the surface of the rotor and the contact between the rotor and the upper tape disappears.

The bearing has a bearing capacity, while the rotor surface in the bearing is completely separated from the upper tape by a lubricating layer and there is no contact between them. The bearing reaches its ultimate bearing capacity when a further increase in load on the bearing leads to contact between the sliding surfaces in the bearing. When the bearing capacity is exceeded, contact occurs between the rotor and the upper belt.

For a conventional bearing with one or more corrugated tapes, there is a certain damaging load on the corrugated tape equal to the bearing load at which plastic deformation of one or more corrugated tapes begins. Typically, the damaging load is much greater than the bearing capacity of the bearing. However, under certain loads, such as shock, the bearing load may exceed the damaging load. If the load on the bearing for a rotating or non-rotating rotor equal to the load on the corrugated tapes exceeds the damaging load, after removing the load on the bearing, the corrugated tape does not take its original shape and the bearing changes its characteristics. The extent of this change and deterioration in bearing performance depends on the degree to which the damaging load is exceeded.

Usually, excess pressure in the lubricating layer of the tape bearing is created by creating a profile of the lubricating layer in the form of a wedge, converging in the direction of rotation of the rotor.

In some tape bearings, excess pressure is created due to the shallow grooves of the order of tens of micrometers made on the upper tape or arising on it under the influence of the pressure of the lubricating layer. The grooves are not perpendicular, or at an angle to the direction of movement of the surface of the rotor part of the bearing, like grooves in bearings with hard surfaces to generate excess pressure in the lubricating layer. To increase the pressure in the lubricating layer in the presence of grooves, a lubricating layer in the form of a converging wedge is not required.

In US Pat. No. 4,415,280, in order to increase damping, the corrugated tape is fastened with one edge along the crest of the corrugated tape with the top tape, while the other end of the corrugated tape remains free. In US Pat. No. 6,726,365 to increase damping, the corrugated tape is fixed at one edge along the crest of the corrugated tape with the bearing housing, while the other end of the corrugated tape remains free. In US Pat. No. 5,902,049, to enhance damping, the corrugated tape is fixed at one edge along the crest of the corrugated tape with a support tape located between the corrugated tape and the housing, while the other end of the corrugated tape remains free. These design options increase damping, but there is a need to further increase the damping of tape bearings.

For tape bearings, a relatively low stiffness with a low load on the bearing is desirable, since this allows you to distribute the load from the journal over a larger area of the tape and reduce wear. With increasing load on the bearing, the stiffness should increase. The term stiffness hereinafter means the ratio of the increment of the load on the bearing to the displacement of the rotating element of the bearing in the direction of application of this load.

One way to reduce bearing stiffness with low eccentricity is proposed in U.S. Patent No. 5902049, where the corrugated tape has alternating creases at different heights in the circumferential direction, so that only waves, or creases having a greater height and a greater pitch between protruding parts of the corrugation. However, an increase in pitch leads to a decrease in the ratio of the height and length of the arched part of the corrugation, a decrease in the sliding path between the rubbing parts, and a decrease in friction damping. In addition, this method can be used only for corrugated tapes of a special design having flat parts and arched parts protruding to one side of the flat parts. For an ordinary wave-like ribbon, this method is not suitable.

The effect of increasing the pressure in the lubricating layer due to grooves is used in an axial band bearing shown in US Pat. No. 4,116,503. The grooves are etched on the upper tape, a thin pliable membrane. To increase the wear resistance of the bearing during start-up and shutdown, it is necessary to apply an antifriction coating to the protruding part of the bearing surface with grooves. Applying a hard wear-resistant coating to a compliant membrane is quite difficult, since there are problems with the durable connection of the coating with the membrane. Hard wear-resistant antifriction coatings are practically not used in conventional tape bearings. When using a soft coating, which is usually used in tape bearings, there is a problem of manufacturing grooves in a soft coating and the stability of their shape during operation of the bearing.

The effect of increasing the pressure in the lubricant layer due to grooves is used in a radial ribbon bearing shown in US Pat. joints are arranged in Christmas tree order. However, in such a bearing it is difficult to ensure approximation to the optimal parameters of the bearing with grooves, since it is desirable that the number of grooves be more than ten, and this leads to a decrease in the length of the corrugated tapes and a decrease in their damping.

Using the well-known version with grooves on the surface of the rotor for a tape bearing with a top tape having a soft anti-friction coating will lead to a sharp increase in wear of the anti-friction coating during starts, stops and contacts at possible short-term shock and other large random loads exceeding the bearing capacity of the bearing. The cause of this wear is the deformation of the ductile upper bearing tape during dry friction between this tape and the rotor. In this case, a part of the tape located opposite the groove on the surface of the rotor bulges out and enters the space of the groove, and the ledge formed by the transition from the bottom of the groove to the protruding part between the grooves of the thrust disc intensively cuts the soft antifriction coating.

An increase in the damping of the tape bearing can also be achieved by increasing the damping of the lubricating layer, which occurs when the average thickness of the lubricating layer is reduced. However, as the trunnion rotational speed increases in a compliant belt bearing, the average thickness of the lubricant layer increases due to an increase in pressure in the lubricant layer. In this case, the damping of the lubricant layer decreases.

To increase the stiffness of the tape bearing, increase its damping due to increased friction damping and damping of the lubricating layer, many designs of tape bearings use a passive preload, independent of the operating mode of the bearing. Passive preload is achieved, for example, due to the fact that the upper bearing tapes without a journal have such a shape that they protrude into the space that occupies the axle in the assembled bearing, and during assembly the axle forces the upper tapes in the radial direction. Such a design is presented, for example, in US patent No. 5427455, where the upper tape is flat in an undeformed state. However, the passive preload has a limitation, since an increase in the preload increases the contact pressure of the upper flaps on the trunnion and increases wear when starting and stopping the rotor when there is dry friction between the trunnion and the upper flaps.

US Pat. No. 4,445,792 uses a tape bearing without corrugated tapes with a preload control device. The bearing contains upper tapes, each of which is fixed on one side in a key that has a drive that synchronously turns all the keys so that the upper tapes can turn to press against the pin and increase the preload or turn in the other direction and reduce the preload. During start-up and shutdown, the drive creates a small preload to reduce wear, and in operating mode, an increased preload to increase the stiffness of the bearing. This design has limited potential for increasing the preload, since the upper ribbons have low bending stiffness. Damping of the bearing lubricant layer with an increase in the preload increases slightly, since the thickness of the lubricant layer between each upper tape and the journal decreases in a narrow zone opposite to the fastening of the upper tape into the key.

In US Pat. No. 6,953,383, a non-corrugated tape bearing with a preload preload control device comprises a plurality of upper tapes against which movable rods abut against the housing side. When accelerating and stopping the rotor, the rods are moved away from the trunnion and the upper tapes are pressed against the trunnion with low force, which reduces wear during start-up and shutdown. At a high speed, the rods move towards the axle and push the upper belts, increasing the preload and the stiffness of the bearing. However, the damping of the lubricating layer of the bearing increases slightly, since the thickness of the lubricating layer between each upper tape and the journal decreases in a narrow zone opposite the contact of the rod with the upper tape. The use of such push rods in bearings with corrugated tape will also not lead to an increase in damping and degrade the bearing characteristics, since the upper tape in these bearings is thin and will bulge in the contact zone with the push rods, reducing the bearing capacity of the bearing.

In US Pat. No. 6,024,491, corrugated tapes are supported by air chambers into which compressed air is supplied to compensate for radial mixing of the rotor. However, a sufficiently large volume of air chambers excessively reduces the stiffness and damping of such a bearing.

US Pat. No. 5,911,511 shows a radial tape bearing with an insert containing self-aligning parts abutting against a bearing housing, containing upper tapes and corrugated tapes between the upper tape with an insert, to compensate for misalignment of the bearing relative to the journal. However, the design of such a bearing does not allow preload control during operation and thereby limits the ability to increase the stiffness and damping of the bearing.

US Pat. No. 7,614,792 shows a radial tape bearing-seal with a liner containing parts made as separate segments. One of the objectives of this invention is to facilitate the assembly of the bearing in cases where it is difficult to install the bearing shell into the housing of the turbomachine at the same time and it is easier to assemble it in parts of the turbomachine. However, in a tape bearing with an insert, it is also necessary to install corrugated tapes and upper tapes in the insert. This is usually more convenient to do before installing the liner in the turbomachine housing, after which the liner, together with the corrugated and upper ribbons assembled into it, can be installed in the turbomachine housing or the intermediate bearing housing. Bearing designs with a liner, shown in US patent No. 5911511 and 7614792, parts of which have the possibility of relative displacement, do not allow such a separate assembly.

US Pat. Nos. 7,614,792 and 5,915,841 show devices for fixing the upper tapes of a tape bearing using T-shaped protrusions in a bearing housing. The upper tape is inserted with its front and rear edges between two such T-shaped protrusions. The advantage of this method of fixation is the lack of fastening of the upper tape by welding to the bearing housing or special parts that are fixed in the bearing housing, for example, a key. The disadvantage of this method of fixation is the need to remove the front and rear parts of the tape from the journal, which reduces the useful length of the upper tape, as well as the need for a complex, in the form of a cam, shape of the inner surface of the bearing housing.

Another option for securing the upper tape in the radial bearing is to install a specially profiled mounting front or rear of the upper tape in the groove in the bearing housing. The disadvantage of this method of fixation is the low rigidity of the fastening part in the circumferential direction due to a sufficiently large radial distance between the place of direct fixation of the tape and the line of tangential force pulling or pushing the tape when starting and braking the rotor in the dry friction mode in the bearing or during emergency situations where the force of gravity can be so large that there is a deformation of the upper tape at the attachment point.

Known bearings with corrugated tapes have the following disadvantage: at high loads on the rotor of the turbomachine, significantly exceeding the bearing capacity of the bearing, the bearing may be damaged due to plastic deformation of the corrugated tape. Such large loads can occur, for example, under shock loads, with surge in a centrifugal compressor. Such damage leads to an increase in the mounting clearance and to a decrease in the stiffness and damping of the bearing; it can cause oscillations of the axle with a large amplitude, grazing of parts of the rotating rotor and a decrease in the service life of the turbomachine.

In US Pat. No. 4,394,091, an axial ball bearing is disposed adjacent to the axial direction of the ball bearing, having a diametrical clearance between the inner ring and the journal less than the static eccentricity of the tape bearing. This limitation of the eccentricity of the trunnion makes it possible to reduce the friction moment of the trunnion in the tape bearing during start-up. However, at the operating speed of rotation, external rotor loads arising, for example, during vibrations of the turbomachine housing, can often lead to an eccentricity of a journal in tape bearings larger than a static eccentricity, which causes the rotating journal to touch the inner ring of the bearing. Such frequent contact with a large axial peripheral speed of tens of meters per second can lead to damage to the contact surfaces and reduce the life of the bearing assembly.

In Japanese application JP 2008-232289, A, a rolling bearing is disposed between two radial tape bearings forming a double bearing, having a radial clearance between the inner ring of the bearing and the journal less than the thickness of the lubricating layer in the tape bearing at a high rotor speed. The disadvantage of this bearing is that, taking into account the flexibility of the upper tape of the tape bearing, the contact of the journal with the inner ring of the rolling bearing and the wear of the contacting surfaces occurs at a significantly lower load than the bearing capacity of the tape bearing.

When the trunnion rotates in the tape bearing, heat is generated due to friction losses in the lubricating layer. This heat enters the upper tape, trunnion and is partially removed from the lubricating layer together with the outgoing air. The heat dissipation power increases with increasing speed and load on the bearing. With a high speed and load on the bearing, the temperature of the bearing becomes quite high and there is a need for forced cooling of the tape bearing. Typically, for a tape radial bearing, a difference in ambient air pressures is created at the ends of the bearing, and air moves in the direction of the bearing axis along all the cavities between the journal and the bearing housing. However, the passage area of the space of the lubricating layer where friction heat is released is significantly less than the passage area of the space between the upper tape and the bearing housing where the corrugated tape is located. Therefore, a significant part of the cooling air passing between the upper tape and the bearing housing is heated slightly and is used inefficiently.

In US Pat. US No. 5902049 proposes to increase the cooling efficiency of the bearing due to the perforated thin sheet located between the upper and corrugated tape. However, the possibilities of such a solution to increase the cooling efficiency are limited.

Promising at present for use in high-speed turbomachines, tape and active magnetic bearings have advantages and disadvantages, which are largely able to compensate for the disadvantages of some and take advantage of other bearings when used together in one combined bearing.

With a large long-term load acting on the side of the flow parts on the axial belt bearing, the heat generated in the lubricating layer is quite large and there are problems of bearing cooling. On the other hand, the losses in axial magnetic bearings are much less than with tape bearings and there are no problems with overheating.

With an increase in the power of the turbomachine, exciting forces in the flow parts of the turbomachines and seals increase, which can cause self-excited oscillations of the rotor with tape bearings throughout the entire working period. Such vibrations are accompanied by dry friction between the tape elements of the bearing. With an increase in the amplitude of oscillations, wear in the rubbing elements can become significant and shorten the life of the turbomachine. Additional installation of magnetic bearings with adjustable characteristics can significantly reduce the amplitude of oscillation of the rotor and increase the service life of tape bearings.

The joint operation of tape and magnetic bearings when surge occurs in a turbocompressor reduces the load on each bearing and reduces the likelihood of possible damage to the tape bearing.

Belt bearings have low bearing capacity at a low speed of rotation and an increase in the weight of the rotor leads to significant wear of the bearings during starts and stops. The bearing capacity of magnetic bearings does not decrease at low rotational speeds, which can virtually eliminate wear in the tape bearing during start-up and shutdown.

Magnetic bearings, on the other hand, have safety bearings to prevent accidents during a power outage or a malfunction in the control system. Safety bearings have a small resource for emergency stops. The joint work of magnetic bearings with tape bearings can completely eliminate the problem of safety bearings, as in the event of a malfunction of the magnetic bearings, a quiet run-out of the rotor occurs with minimal wear on the tape bearings.

Magnetic bearings are poorly adapted to shock loads and high-frequency vibrations, while tape bearings are well adapted to such conditions.

Despite the above advantages of a hybrid bearing containing a tape and magnetic bearings, this design has a serious drawback - high complexity and price. Magnetic bearings are significantly more expensive than tape bearings due to a very complex control system and expensive electronic components. The high complexity and price of the control system of magnetic bearings is associated with the high speed and complexity of processing information about the position of the rotor for transmitting a control action to the magnetic bearings in order to compensate for the forces acting on the rotor with a high frequency and to prevent instability leading to rotor oscillations in the magnetic bearing.

US Pat. Nos. 6,353,273, 6,770,993, and 6,965,181 show design options for a hybrid tape and magnetic bearing and methods for controlling a magnetic bearing to eliminate problems of controlling magnetic bearings when working together with tape bearings. However, in these hybrid bearings, almost the entire complex structure of the magnetic bearing control system is used without taking into account the factor that tape bearings work well under the action of forces acting on the rotor with a high frequency.

US Pat. No. 5,911,511 shows an axial belt bearing with a liner containing self-aligning parts, which can reduce the loss of bearing capacity of the bearing when it is skewed relative to the thrust disc. However, such a bearing gives a uniform load distribution only within one self-aligning part of the insert, since the load on the part of the insert as close as possible to the thrust disk will be greater than on the part of the insert located on the opposite side of the disk, as far as possible from the disk. The difference in these loads will be proportional to the amount of skew. Thus, the axial bearing disclosed in patent 5911511 does not evenly distribute the load on the liner in the circumferential direction.

Typically, the crests of the corrugated tape tops in the tape bearings are located in a direction transverse to the velocity of the rotor surface. For radial bearings, this is the direction along the bearing axis; for axial bearings, this is the radial direction. This arrangement is more technological.

The location of the crests of the corrugated tapes in a direction perpendicular to the specified, i.e. in the district direction, is very rare. An example of the location of the ridges of corrugated tapes of radial bearings and axial bearings in the circumferential direction is presented in US Pat. US No. 4296976. The purpose of this invention is to improve the manufacturability and quality of the production of tape bearings. In the radial and axial bearings, the corrugated tapes are arranged in two layers, which are located in a direction perpendicular to the sliding surface of the rotor, and the crests of the tapes in one layer are directed in the circumferential direction and in the other layer in the transverse direction. The said patent does not say anything about the possibility of reducing the flow of gas through the bearing due to the location of the crests of the corrugated tapes.

In the Russian patent No. 2449184, the task of which is to increase the reliability and increase the bearing capacity of the bearing, an axial tape bearing is shown. The figures show that in the radial section the waves of the corrugated tape are located in the radial direction, however, the description does not mention the direction of the crests of the corrugated tapes, and the technical result of the present invention does not depend on the direction of these crests. The said patent does not say anything about the possibility of reducing the flow of gas through the bearing due to the location of the crests of the corrugated tapes. From the location of the corrugated tapes shown in the figures, it follows that the distance between the edges of the ridges of the corrugated tapes located opposite each other is about one third of the circumferential length of the upper tape and is significantly greater than the wavelength of the corrugated tape. Such a mutual arrangement of corrugated tapes, the ridges of which are located in the circumferential direction, does not provide a significant reduction in gas leakage through the bearing when used as a seal.

US Pat. No. 6,505,837 shows a radial and axial ribbon bearing, a seal. The bearings comprise a trunnion (thrust disk), a housing, an upper tape, and a corrugated tape located between the upper tape and the corrugated tape. The sealing part of both bearings from gas flows through the bearing in the space between the upper tape and the housing is the flanged part of the upper tape, which has the form of a flat ring for a radial bearing and the shape of an axial tubular ring for the bearing. In a radial bearing - seal only corrugated tapes are used, the ridges of which are located in the normal, axial direction. In the shown radial section of the axial bearing - seal, it is shown that the waves of the corrugated tape are located in the radial direction, however, this is not commented on in any way and nothing is said about the possibility of reducing the gas flow through the bearing - seal due to the location of the crests of the corrugated tapes. The disadvantage of this bearing - sealing is that due to the presence of a sealing tubular part of the upper tape, the pressure between the upper tape and the elastic element practically does not change in the radial direction and is equal to the gas pressure near the inner diameter of the upper tape. At the same time, the pressure of the lubricating layer between the upper belt and the thrust disc changes gradually in the radial direction. Such a pressure distribution requires an increase in the bending stiffness of the upper bearing tape, which significantly reduces the advantages that a flexible upper tape has to achieve a minimum clearance and reduce gas leakage.

Corrugated tapes used as an elastic element in tape bearings have the disadvantage for some applications - excessively high rigidity at a short wavelength of the corrugated tape. This can occur, for example, with small sizes of the tape bearing. Even with an extremely thin used corrugated tape with a thickness of about 0.07 mm, the wavelength of this tape with acceptable stiffness is more than 3 millimeters. For axial tape bearings, for example, with a diameter of 20 millimeters or less, such a wavelength does not allow a sufficient number of waves to be placed between the upper tape and the bearing housing to form the optimal profile of the lubricating layer.

Typically, the radial belt bearings of stationary turbomachines do not experience relatively long, high loads in one direction. Short-term (tenths of a second or less) large loads on bearings can occur, for example, during surging or from short-term vibration or shock loads. However, the radial bearings of turbomachines mounted on transport installations can experience large loads for a fairly long time (of the order of several seconds), for example, due to the gyroscopic moment acting on the rotor that occurs during vehicle evolution in space. Large loads and rotational speeds, a low coefficient of thermal conductivity and a high coefficient of linear expansion of the nickel alloy from which the upper bearing tapes are made can lead, as shown by studies [1], to local heating of the upper bearing tape, its warpage due to uneven stresses rupture of the lubricating layer and destruction of the bearing.

¹ DellaCorte, S., and Bruckner, RJ: ʺ Remaining Technical Challenges and Future Plans for Oil-Free Turbomachinery, ʺ Proceedings of 2010 ASME-IGTI Turbo Expo, Glasgow, UK, GT2010-22086, June 2010

Disclosure of invention

An object of the present invention is to increase the damping of a tape bearing. This technical result is achieved due to the fact that the strip gas-dynamic bearing comprises a housing and a trunnion, an upper tape and an elastic-damper block providing damping that is superior to the damping of a conventional corrugated tape fixed along one edge, for example, on the bearing housing and having a free second edge. The upper tape is located between the body and the pin. Elastic damper block is located between the upper tape and the housing. The elastic damper unit includes a corrugated tape, a support tape and an intermediate tape. The corrugated tape is fixed along its first edge along the ridge on the support tape.

In this case, the intermediate tape is located between the corrugated tape and the supporting tape and is fixed along the edge of the corrugated tape opposite the first edge.

Another objective of the present invention is to reduce wear of the upper tape of a radial tape bearing during starts and stops of the rotor. This technical result is achieved due to the fact that the tape bearing contains a housing and a trunnion, upper tape and corrugated tape. The upper tape is located between the body and the pin. Corrugated tapes are located in the circumferential direction between the upper tape and the bearing housing. Some corrugated tapes have a lower height.

At the same time, corrugated tapes of different heights alternate in the direction of the bearing axis, providing a large contact area of the upper tape and journal during dry friction during acceleration of the rotor due to low rigidity under weight load.

Another objective of the present invention is to increase the bearing capacity of the bearing. This technical result is achieved due to the fact that the tape bearing contains a housing and a trunnion, upper tape and corrugated tape. The upper tape is located between the body and the pin. Corrugated tapes are located between the upper tape and the housing in the axial direction.

In this case, the individual corrugated tapes have alternating narrow and wide ridges, which provides variable stiffness in the circumferential direction. Corrugated tapes are located in relation to each other so that their narrow ridges are inclined to the midline of the bearing, forming a Christmas tree structure. Under the pressure of the lubricating layer, the upper tape is pressed more along narrow ridges, where the stiffness of the corrugated tape is less. This leads to the formation of grooves with a Christmas tree structure on the upper ribbon and an increase in the bearing capacity of the bearing.

The same technical result, increasing the bearing capacity of the bearing, is achieved due to the fact that the tape bearing contains a housing and a pin, an upper tape, an elastic element and an intermediate sheet. The upper tape is located between the body and the pin. An elastic element is located between the upper tape and the housing. An intermediate sheet is located between the upper tape and the elastic element.

In this case, the intermediate sheet has grooves on the side facing the upper tape. Grooves start from the lateral edges of the intermediate sheet and are directed towards the midline of the bearing, forming a Christmas tree structure. Under the pressure of the lubricating layer, the upper tape is pressed more along the grooves on the intermediate sheet. This leads to the formation of grooves with a Christmas tree structure on the upper ribbon and an increase in the bearing capacity of the bearing.

Another objective of the present invention is to reduce the ascent rate of the rotor in the tape bearing. This technical result is achieved due to the fact that the tape bearing comprises a housing and a trunnion, an upper tape and an elastic element. The upper tape is located between the body and the pin. An elastic element is located between the upper tape and the housing.

On the surface of the rotor opposite the upper tape in the circumferential direction there are many grooves forming their Christmas tree structure to generate excess pressure in the lubricating layer.

Moreover, the transition between the protruding part and the bottom of the groove has a rounding, the minimum radius of which significantly exceeds the depth of the groove. This rounding prevents the wear of the upper tape during acceleration of the rotor, while ensuring a decrease in the ascent rate of the rotor in the tape bearing.

Another objective of the present invention is to control the stiffness of a tape bearing with a rotating rotor. This technical result is achieved due to the fact that the tape bearing contains a housing, a pin, an upper tape, an elastic element, an insert. The upper tape is located between the body and the pin. The insert is located between the top of the tape and the body. The elastic element is located between the upper tape and the liner.

Parts of the liner have the ability to move relative to each other in a radial direction. The bearing comprises a preload control device mounted on the housing.

The parts of the liner abut against the movable parts of the preload control device. These moving parts shift the liner parts in the radial direction during the rotation of the rotor, providing a change in the preload and a change in the stiffness of the bearing.

Another objective of the present invention is to simplify the assembly process of the bearing. This technical result is achieved due to the fact that the tape bearing comprises a housing, a pin, an upper tape, an elastic element, an annular insert. The upper tape is located between the body and the pin. The insert is located between the top of the tape and the body. The elastic element is located between the upper tape and the liner.

In this case, the insert contains three or more parts connected by thin jumpers with the ability to change the position of these parts relative to each other in the direction of the pin under the action of an external force or moment. Parts of the liner rest on the housing with the possibility of rotation of these parts along an axis parallel to the axis of the liner.

Another objective of the present invention is to increase the bearing capacity of a tape radial bearing by compensating for distortions while maintaining resistance to conical vibrations of the bearing housing. This technical result is achieved due to the fact that the tape bearing comprises a bearing housing, a journal, an upper tape, an elastic element.

The bearing housing is fixed relative to the housing of the turbomachine by means of a ring. The inner part of the ring has low bending stiffness and high radial stiffness relative to the outer part of the ring. The ring is fixed on the outside of the bearing housing in its middle part with its inner part. The ring is fixed with its outer part relative to the inner side of the turbomachine body.

At the same time, between the outer side of the bearing housing and the inner side of the turbomachine housing there is a corrugated tape for damping possible conical vibrations of the bearing housing.

Another objective of the present invention is to simplify the fixation of the upper tape and increase the manufacturability of the manufacture of a tape bearing. This technical result is achieved due to the fact that the tape bearing contains a housing, a pin, an upper tape. The upper tape is located between the bearing housing and the pin. The pin has rotation from the rear edge of the upper tape to the front edge of the latter.

The upper tape is fixed relative to the keys, partially protruding from the housing and installed in the groove of the housing along the axis of the bearing with the possibility of free movement of the keys in the radial direction.

At the same time, in the part of the key protruding from the housing, there is a gap extending along the key. In this gap is the front edge of the upper tape. The slot in the key is located so that when the key is shifted in the direction of rotation, one of the contacting surfaces of the key and the upper tape is located transverse to the direction of rotation of the journal. Near the front edge of the upper ribbon there is a part of the latter protruding towards the journal, which is closer to the surface of the journal than the upper part of the key, with the front edge of the upper ribbon against the key in the direction away from the journal.

Another objective of the present invention is to increase the maximum load on the tape bearing without damaging the corrugated tapes. This technical result is achieved due to the fact that the tape bearing comprises a housing and a trunnion, an upper tape and a corrugated tape. The upper tape is located between the body and the pin. Corrugated tape is located between the upper tape and the housing in the circumferential direction.

In the housing concentrically to its axis, a ring is installed with an inner surface having antifriction properties, located adjacent in the axial direction with the upper bearing tape.

In this case, the radial clearance between the inner surface of the ring and the surface of the rotor is set so that when the load on the bearing exceeds the load damaging the corrugated tape, part of the load on the bearing is perceived by the ring, as a result of which the deformation of the corrugated tape is not greater than the value that causes damage to the latter not less than the value corresponding to the ultimate bearing capacity of the bearing.

The same technical result, an increase in the maximum load on the tape bearing without damaging the corrugated bearing tapes, is achieved due to the fact that the tape bearing comprises a housing and a pin, an upper tape and a corrugated tape. The upper tape is located between the body and the pin. Corrugated tape is located between the upper tape and the housing in the circumferential direction.

Inside the annular space bounded by peaks located on one and the other side of the corrugated tape, there are unloading elements - tapes located in the direction of the crests of the corrugated tape.

At the same time, the height of the unloading elements is such that at a maximum bearing load exceeding the damaging corrugated tape load, the deformation of the corrugated tape is not greater than the value leading to its damage and not less than the value corresponding to the ultimate bearing capacity of the bearing.

Another objective of the present invention is the cooling of the journal of the tape bearing. This technical result is achieved due to the fact that the tape bearing comprises a housing, a trunnion, an upper tape and an elastic element.

Inside the rotor, under the trunnion surface, there are ducts for cooling the trunnion, having entrances from the surrounding space on one side of the bearing and exits from the rotor to the surrounding space on the other side of the bearing.

At the same time, radial channels are formed at the channel exits from the rotor to the surrounding space to increase the flow rate of cooling gas passing through the channels due to the centrifugal effect.

Another objective of the present invention is to reduce the amplitude of oscillation of the rotor in a tape bearing. This technical result is achieved due to the fact that the tape bearing comprises a housing, a trunnion, an upper tape and an elastic element. The bearing also includes an electromagnetic unloading device to reduce the amplitude of oscillation of the rotor in the tape bearing. The device contains a series-connected load sensor on the bearing or rotor displacement sensor, amplifier, differential controller, driver, power amplifier and electromagnet with the ability to attract the rotor. The device may contain a speed sensor instead of a force or displacement sensor, in which case a proportional controller is used instead of a differential controller.

At the same time, a high-pass filter is located in the circuit between the amplifier and the differential controller, which removes a frequency exceeding the frequency somewhat higher than the critical frequency of the rotor oscillations.

Another objective of the present invention is to unload a tape bearing from slowly changing forces. This technical result is achieved due to the fact that the tape bearing comprises a housing, a trunnion, an upper tape and an elastic element. The bearing also includes a tape bearing unloading device from slowly changing forces. The device contains a series-connected load sensor on the bearing or rotor displacement sensor, an amplifier, an integral regulator, a driver, a power amplifier and an electromagnet with the ability to attract the rotor.

At the same time, a medium and high frequency filter is located in the circuit between the amplifier and the integral regulator, which removes a frequency that exceeds the frequency slightly higher than the frequency of possible surging oscillations in the flow part of the turbomachine.

Another objective of the present invention is to reduce the wear of the upper tape of the radial tape bearing during starts and stops of the heavy rotor.

This technical result is achieved due to the fact that the tape bearing comprises a housing, a trunnion, an upper tape and an elastic element. The bearing also includes a tape bearing unloading device from the weight of the rotor during start-up and shutdown. The device comprises series-connected rotor speed sensor, controller, power amplifier and an electromagnet located above the rotor with the ability to attract the rotor in the vertical direction.

Another objective of the present invention is to adapt to skews to increase the bearing capacity of the axial tape bearing. This technical result is achieved due to the fact that the tape bearing contains a housing, a thrust disk, an upper tape, an elastic element. The upper tape is located between the stop disc and the housing. An elastic element is located between the upper tape and the housing. Between the resilient member and the housing, a first disc-shaped insert is located.

In this case, between the first insert and the housing, the second insert is located. The first liner contacts the second liner through thrust elements located between the liners on opposite sides of the bearing axis in the diametrical direction. The second liner contacts the housing through thrust elements located between the second liner and the housing element on opposite sides of the bearing axis in a diametrical direction transverse to the direction of the contacts between the first and second liners.

Another objective of the present invention is to reduce the flow of gas through the tape bearing.

This technical result is achieved due to the fact that the tape bearing contains a housing, a thrust disk, an upper tape, an elastic element. The upper tape is located between the stop disc and the housing. An elastic element is located between the upper tape and the housing. The elastic element consists of one or more layers of corrugated tapes. In each layer in the circumferential direction there are several corrugated tapes. In each layer, crests of corrugated tapes are located in a circumferential direction. At the same time, the edges of the crests of the corrugated tapes located opposite to each other are located at a distance less than the wavelength of the corrugated tape from each other.

Another objective of the present invention is to reduce the stiffness of an elastic element of a tape bearing containing corrugated tapes at a sufficiently short wavelength of the corrugated tape or to maintain constant stiffness of the elastic element while reducing the wavelength of the latter.

This technical result is achieved due to the fact that the tape bearing contains a housing, a thrust disk, an upper tape, an elastic element. The upper tape is located between the stop disc and the housing. The elastic element is located between the upper tape and the housing and contains a pair of corrugated tapes located in the direction normal to the surface of the thrust disk and having ridges located in one direction. Corrugated tapes of this pair are fixed relative to each other through elastic means with the possibility of creating an elastic reaction with a relative displacement of these tapes in the direction transverse to the location of their ridges, when sliding between the tapes of this pair occurs under the action of the load from the side of the upper tape.

Another objective of the present invention is to increase the reliability of the tape bearing during long-term heavy load.

This technical result is achieved due to the fact that the upper tape located between the journal of the rotor and the housing has a rear and front edge located relative to each other in the direction of rotation of the journal. The upper tape contains two or more parts facing each other with lateral edges, having a rear and front edge, belonging respectively to the rear and front edges of the upper tape and located relative to each other across the circumferential direction. The lateral edges of the parts of the upper tape are located with a small gap or close to each other.

Brief Description of the Drawings

Figure 1 shows a cross section of a radial tape gas-dynamic bearing.

Figure 2 and 3 shows enlarged parts of figure 1 with the fastening of the tape elements of the bearing.

In Fig.4 shows a longitudinal radial and axial tape gas-dynamic bearing, shown in Fig.1, a load device for controlling the preload of a radial tape bearing, electromagnets for unloading a radial and axial bearing and limiters of radial and axial displacement of the rotor.

Figure 5 shows the rotated part of figure 1 with an elastic damper unit.

6 ... 12 show cross-sections of various variants of an elastic damper block.

On Fig shows a plan view of the deployed support tape 16, shown in figure 1, with corrugated tapes mounted on it.

FIG. 14 is a plan view of another embodiment of the corrugated tapes shown in FIG. 13.

FIG. 15 is a plan view of another embodiment of the corrugated tapes shown in FIG. 13.

On Fig shows a plan view of the tape elements of another variant of the radial bearing shown in figure 1.

On Fig shows a cross section shown in Fig.16 view along the plane AA.

On Fig shows a plan view of another variant of the intermediate sheet 385 shown in Fig.

On Fig shows another variant of the intermediate sheet 385 shown in Fig.16.

On Fig shows a cross section of the groove 402 on the pin 2 plane AA shown in figure 4, with the adjacent upper tape 4.

On Fig shows a variant of the groove, 402, shown in Fig.20.

On Fig shows another variant of the location of the grooves on the trunnion of the rotor compared with figure 4.

23 shows a longitudinal section through a bearing with another embodiment of a preload control device.

On Fig ... 32 shows various options for the bearing shell and the preload control device.

On Fig shows a cross section of a variant of the tape bearing shown in figure 1 with another variant of the liner and tape elements.

On Fig shows a variant of the tape bearing shown in Fig.24, with another variant of the corrugated tape.

On Fig shows a cross section of a variant of the tape bearing shown in Fig, with another variant of the liner.

On Fig shows a cross section of a variant of the tape bearing shown in Fig.24, with another variant of the liner.

On Fig shows the deformation of the liner of the tape bearing shown in Fig.27.

On Fig and 30 shows a transverse and longitudinal section of another variant of the load device of the tape bearing shown in Fig.24.

On Fig and 32 shows a transverse and longitudinal section of another variant of the liner and the installation method in the housing of the tape bearing shown in Fig.26.

On Fig ... 35 shows the options for connecting parts of the liner of the tape bearing shown in Fig.1.

On Fig ... 39 shows the options for fixing the upper tape of the tape bearing shown in figure 1.

On Fig shows a view in plan of an axial tape bearing with the option of fixing the upper tape.

On Fig shows a section shown in Fig.40 bearing with a plane aa.

On Fig shows a section shown in Fig.40 bearing with a plane BB.

On Fig ... 48 shows a variant of the element to limit the displacement of the journal of the tape bearing with the location of this element next to the bearing.

On Fig ... 46 shows a longitudinal section of a variant of the element to limit the displacement of the journal of the tape bearing.

On Fig and 48 shows a cross section of a variant of the element to limit the displacement of the journal of the tape bearing shown in Fig.

On Fig ... 55 shows a cross section of a variant of the element to limit the displacement of the journal of the tape bearing with the location of this element between the upper tape and the liner.

On Fig and 57 shows a longitudinal section of the variants of exits from the cooling channels in the axle of the tape bearing shown in figure 1.

On Fig shows a variant of the block diagram of the control system of the electromagnetic discharge device and the preload control device of the radial bearing shown in figures 1 and 4.

In Figs. 59 ... 63, the dependences of the differential coefficient of regulation D and the output signal S _O from the D-controller on the speed V _{I of} the input signal for various versions of the D-controller shown in Fig. 58 are shown.

On Fig shows the dependence of the amplitude of the oscillations And the unbalanced rotor in the tape bearings from the rotational speed N during acceleration of the rotor and a variable preload of the tape bearing, which is changed using the preload control device shown in figures 1, 4 and 58.

On Fig shows a variant of a control system similar to the control system shown in Fig, when using sensors displacement of the axle instead of the force sensors.

On Fig shows a variant of a control system similar to the control system shown in Fig, when using sensors of the speed of the radial displacement of the axle instead of the force sensors.

On Fig shows the dependence of the proportional coefficient of regulation P equal to the ratio of the signals at the input and output of the controller, on the value of the signal at the output S, related to Fig.

On Fig ... 73 shows the axial bearing, also presented in Fig.4.

On Fig and 75 shows options for different locations of the grooves on the intermediate sheet of the axial bearing.

On Fig shows a cross section of the bearing shown in Fig, along the line aa.

On Fig shows a section of a variant of the upper belt of the axial bearing.

On Fig shows a plan view of an axial bearing with another variant of the upper tape

On Fig shows a plan view of an axial bearing with another variant of the corrugated tapes.

On Fig shows a plan view of an axial bearing with another variant of the elastic element.

On Fig shows a plan view of an axial bearing with another variant of the elastic element.

On Fig and 83 shows a plan view and section in the radial direction of the axial bearing with another variant of the upper tape.

On Fig ... 97 shows the types and sections of various versions of axial bearings - seals.

On Fig ... 101 shows the types and sections of a variant of the radial bearing - seals.

On Fig and 103 shows the radial section of various variants of axial bearings - seals.

On Fig shows a variant of the block diagram of the control system of the electromagnetic discharge device and the preload control device of the axial bearing shown in Fig.4, similar to the control system shown in Fig.58.

Figures 105 and 106 respectively show a plan view of a scan of the working part of the upper tape and a cross-sectional view of a variant of a radial bearing.

On Fig a view in plan for a scan of the working part of a variant of the upper tape shown in Fig. 105.

Embodiments of the invention

Figure 1 presents a cross section of a tape gas-dynamic bearing, providing rotation of the rotor relative to the housing of the turbomachine. Figure 4 presents a longitudinal section of this bearing.

The pin 2 is part of the shaft that is part of the rotor, and the body of rotation, in particular, is cylindrical in shape and has an external or supporting surface 27. The pin 2 has a direction of rotation along a circle formed by a section of the surface 27 of the pin with a plane perpendicular to the axis of the surface 27 of the pin 2 , hereinafter the axle axis, i.e. rotor axis. The axle 2 of the rotor is located in the hole of the insert 6 having the shape of a cylindrical sleeve, i.e. in the space bounded by the inner cylindrical surface 11 of the liner 6, facing the surface 27 of the journal. The liner 6 receives the load transmitted from the journal and perceived by the bearing, i.e. bearing load.

Hereinafter, the inner surface of the element of the radial bearing refers to the surface facing the axis of this bearing, and the inner surface of the element of the axial bearing refers to the surface facing the opposite working surface of the thrust disc. Under the outside, i.e. the outer surface of this element refers to the surface located on the opposite side of this element. For example, surface 117 is the outer surface of liner 6.

The axis of the surface 11 of the liner 6, further the axis of the liner, coinciding with the axis of the radial bearing, is located in the direction of the axis of the journal. The insert 6 is located between the inner surface 23 of the hole of the cylindrical support sleeve 96, perceiving the bearing load, and the surface 27 of the pin 2, i.e. between the housing element - the support sleeve 96 and the pin 2. The axis of the support sleeve 96 is located in the direction of the axis of the pin 2. The liner 6 contains three equal parts elastically connected to each other 118, 120 and 122. The bearing may have three or more parts of the liner that can be displaced relative to each other both in radial and in circumferential i.e. around the axis of the rotor, direction. The number of such parts depends on the diameter of the bearing and can reach five or, for example, seven or more if the diameter of the bearing is very large, for example, about 0.2 meters. The thickness of the liner in the radial direction is usually chosen such that the bending stiffness of the part of the liner is greater than the radial stiffness of the elastic element of the bearing. The insert 6 is held through the intermediate means described below with respect to the sleeve 96.

Shown in figure 1, the pin 2 and the liner 6 respectively have surfaces 27 and 11 of a cylindrical shape. However, trunnions and inserts with different surface shapes, such as conical, are possible. In this case, other bearing elements located between the surface 27 of the journal 2 and the inner surface 11 of the insert 6, i.e. between the pin 2 and the insert 6, will have a shape corresponding to the shape of the pin and the insert.

Between the pin 2 and the insert 6 are located in the circumferential direction relative to each other three identical upper ribbons 4, 7 and 9 having the same fastening and location relative to the pin 2 ,. A variant with different upper ribbons, for example, having different lengths in the circumferential direction, is possible. Usually the surface of the top tape is smooth. In the free state, the upper tape may, for example, be flat or have a cylindrical shape.

The number of upper tapes in the bearing may be one or more. The maximum number of upper tapes does not exceed the number of similar tapes in conventional tape bearings, where corrugated tapes rest on a rigid bearing housing and there is no insert. The upper tapes and other tape elements of the bearing are usually made of metal or a metal alloy, but can be made of polymeric materials, materials using carbon fibers or other suitable materials.

The design options of the tape elements presented below, including the upper tape, corrugated tapes and support tapes located between the surface 27 of the pin 2 and the inner surface 11 of the insert 6, can also be used in conventional tape bearings, where the corrugated tapes are supported on a rigid bearing housing and there is no insert , and are located in this case between the pin and the bearing housing.

The upper tape 4 has a cylindrical shape with a generatrix located along the axis of the bearing. The thickness of the upper tapes used in the bearing is usually from a few hundredths to several tenths of a millimeter. Scan tape 4 has a rectangular shape in plan. Two lateral edges 357 and 359 of the tape 4, shown in figure 4, are located in the circumferential direction. The trailing edge 43 of the tape 4 shown in FIG. 5 is located along the axis of the insert 6, i.e. across the direction of rotation of the pin 2, i.e. across the circumferential direction, towards the direction of rotation. The front edge 38 of the tape 4 is located along the axis of the liner 6 opposite the rear edge 43. The inner surface of the tape 4 is facing the surface 27 of the journal, i.e. to the pin 2. The outer, that is, the outer surface of the tape 4 faces the inner surface 11 of the insert 6, that is, to the insert 6.

When the pin 2 rotates at a speed greater than a certain amount, from the rear edge 43 to the front edge 38 of the upper tape 4, a gas lubricating layer in the form of a converging wedge appears between the pin 2 and the tape 4, having a greater thickness in the entrance zone 3 and a smaller thickness in the output zone 5, located in relation to zone 3 in the direction of rotation of the pin. The lubricating layer transfers the bearing load from the rotating pin 2 to the upper belts 4, 7 and 9. The lubricating layer is a tool that does not have non-rotating mechanical parts, transmitting the bearing load from the rotating pin 2 to the upper belts 4, 7 and 9. With the non-rotating pin 2, the tape 4 is in contact with the pin 2 closer to the exit zone 5.

Between the upper tape 4 and the part 118 of the insert 6 are elastic-damper blocks that act as an elastic element in the bearing and damping the offset of the axle in the radial direction. Elastic damper blocks are located relative to each other in the direction of the axis of the insert 6, i.e. transverse to the direction of rotation of pin 2. In addition to FIG. 1, these elastic damping blocks are shown in FIGS. 2, 3. 4, 5 and 13. The enlarged parts of two of these blocks, indicated in FIG. 1 by circles I and II, are shown in FIG. 2 and 3. In Fig.4 shows a section of the bearing shown in Fig.1, a longitudinal plane passing through the axis of the liner 6. One of the elastic damping blocks contains a corrugated tape 20 and two friction elements: tape 22 and the support tape 16.

Hereinafter, friction elements are understood to mean elements experiencing frictional or dry friction between themselves and other parts of the bearing — the upper tape, housing, etc. A more detailed explanation will be apparent from the following description.

The corrugated tape used in the bearing can be made by stamping or plastic deformation from a single fragment of a plate or tape, or from several separate pieces of tape connected, for example, by welding. Corrugated tape: usually obtained by deforming a flat tape. The thickness of the corrugated tape is usually about one tenth of a millimeter. The surface of the corrugated tape may be folded, or wavy, and, as a rule, cylindrical in shape. The surface profile of the corrugated tape in a section perpendicular to the generatrix of the cylindrical surface of the corrugated tape, or perpendicular to the direction of the folds, i.e. perpendicular to the direction of the crests of the corrugated tape, may be different. For example, the profile may have a zigzag, in particular, sinusoidal shape, as shown in Fig. 5, or a shape of circular arcs, or consist of straight sections and circular arcs with the formation of kinks between them, as shown in Fig. 9, or have another fold shape.

It is possible to use, instead of a corrugated tape, another variant of a wave-like element. The term “wavy element” is used more generally and includes the concept of corrugated tape. In addition to the tape or sheet, the wave-like element can be made, for example, without plastic deformation, for example, by EDM cutting with wire from a solid metal billet. Moreover, the profile of such a variant of the wave-like element may be similar to the profile of the corrugated tape. The waveform may be made of metal, plastic, or other suitable resilient material.

The corrugated tape 20 is located between the upper tape 4 and the tape 22 and is in contact with the outer surface of the tape 4. Another elastic damper unit includes a corrugated tape 40 in contact with the tape 4 and two friction elements: a support tape 16 located between the tape 40 and the insert 6, and an intermediate tape 42 located between the tape 40 and the tape 16. The wave height of the tape 40 is less than the corresponding wave height a of the tape 20 shown in FIG. 5 in the direction normal to the surface 27 of the pin 2. As shown in FIGS. 2 and 3 tape 40 is fastened along e ridges with a first edge 39 on the belt 16 through a narrow tape 44. The tape 42 is attached on the tape 40 on the second edge 45, opposite the first edge 39. All disposed between the tape 4 and the liner 6 uprugodempfernye blocks have a total friction member - a support tape 16.

For the bearing embodiment shown in FIG. 1, the number of these blocks located across the circumferential direction between the upper tape 4 and the insert 6 is nine. Variants are possible where from one to several tens of elastic damper blocks are located in this direction. In the circumferential direction between the upper tape 4 and the liner 6 is one elastic damper unit. A variant is possible where several elastic damper blocks are located in this direction.

Figure 5 shows the rotated part of the bearing shown in figure 1, with an elastic damper unit containing a corrugated tape 20 and a pair of friction elements - a support tape 16 and an intermediate tape 22. The tape 20 has seven parts protruding towards the journal 1, including peaks of waves, i.e. ridges 371, 372, 273, 374, 375, etc., in contact with the tape 4. In addition to the round shape, the protruding parts of the corrugated tape can have, almost a flat part 331, as shown in Fig.9. The tape 20 is fixed along the first edge 19 on the tape 16 along the ridges of the tape 20 in any way possible, for example, by spot welding, through a narrow tape 18, equal in thickness to the tape 22. Equal thickness of the tape 20 and tape 18 simplifies the fastening of the tape 20. The tape 22 is fixed to tape 20 along the second edge 17 of the tape 20, opposite the first edge 19 of the tape 20.

Tape 20 has eight protruding towards the liner 6, tape 22 and tape 16 parts in contact with the tape 22, including protruding parts located at the edges 17 and 19 of the corrugated tape 20, and six wave peaks: 367, 369 and others. The tape 22 is adjacent to tape 16. A variant is possible where between the tapes 20 and 22, and also between the tapes 22 and 16 there are smooth tapes that are not fixed relative to the elements of the elastic damper block, for example, having a friction coefficient with tapes 20 and 22 greater than the coefficient of friction to increase damping between tapes 2 0 and 22. In both versions, the tapes 22 and 16 are located opposite the corrugated tape portions 20 protruding towards these tapes, including the protruding portion 369, and the bearing load transmitted from the upper tape 4 to the insert 6 is transmitted through sections of the tapes 22 and 16, located opposite these protruding parts. For example, from the protruding part 369, this load is transmitted through the portion of the belts 22 and 16, limited in the circumferential direction by points 351 and 361. The feature described here for the relative position of the protruding parts of the corrugated tape and the friction elements refers to the rest of the elasto-damper blocks shown below.

The tape 16 has one protruding portion 19 of the tape 20 adjacent to it. The tape 22 and the tape 16 are located on one side of the corrugated tape 20. The distance between the lines of attachment to the tape 20 of the tape 22 and the tape 16, i.e. the length of the corrugated tape 20 between the lines of attachment to the tape 20 of the tape 22 and the tape 16 is seven waves. There are eight lines of contact between the friction elements opposite the protruding parts of the tape 20.

The number of waves in the wave-like element can be from one to several tens or several more with a very large diameter of the bearing, for example, 0.2 meters. The number of protruding parts of the corrugated tape towards the friction elements may be two or more.

The upper tapes 4, 7 and 9 are respectively located between the parts 118, 120 and 122 of the insert 6 and the pin 2. The parts 118, 120 and 122 of the insert 6 are located in the circumferential direction. Between the tapes 7 and 9 and, respectively, the parts 120 and 122 of the insert 6, elastic damper blocks are located, similar to the blocks located between the upper tape 4 and the part 118 of the insert 6.

Shown in figure 1, the bearing may have on one part of the liner 6 several elastic damper blocks located in the circumferential direction.

One of the waves of the corrugated tape 20, shown in FIG. 5, has a protruding part, or bulge, with edges 369 and 367, which are also protruding parts of the corrugated tape 20, facing the tape 22, i.e. to the insert 6, and the apex 373, which is the protruding part, facing the tape 4 located on the other side of the wave-like element, i.e. to the trunnion 1. The protruding parts of the corrugated tape 20, facing the tape 22, are also the edges 17 and 19. The convexity of the corrugated tape contains two surfaces inclined to the upper tape 4, connecting respectively the protruding parts 367 and 373, 369 and 363. Another wave of the tape 20 has a profile with edges 373 and 374 facing the tape 4, and apex 369 facing the tape 22 located on the other side.

Under the action of the side load on the pins on the upper tape 4, this bearing load is transferred first from the tape 4 to the corrugated tape 20 through the protruding parts 371, 372 and others facing the pin 1. From the tape 20, this load is transmitted through the protruding parts 17, 367, 369, 19 and others, facing the insert 6, on the tape 22, then on the tape 16 and the insert 6. As a result of the deformation of the tape 20, its protruding parts 367, 369 and 19 slip on the tape 22, since the end 17 of the tape 20 is fixed to the tape 22. The friction work between the tape 20 and the tape 22 as a result of this with collision is equal to the friction work of the corrugated tape 20 on the support tape or bearing housing in the usual design of securing the corrugated tape fixed from one edge, respectively, on the support tape or bearing housing. As a result of the deformation of the tape 20, the tape 22 also slides along the supporting tape 16 due to the displacement of the edge 17 of the tape 20 fixed on the tape 22 relative to the edge 19 of the tape 20 fixed on the tape 16, i.e. the relative displacement of the tape 20 and tape 22, as well as tape 22 and tape 16, and additional friction work is performed. Therefore, the friction work in the elastic damper block shown in FIG. 5, and therefore the damping ability, is greater than with a conventional corrugated tape fastening structure.

The friction elements of the elastic damper block may be various bearing elements having a different arrangement with respect to the corrugated tape. The elastic damper block may contain two or more friction elements. The maximum number of friction elements may depend, in particular, on the number of waves in the corrugated tape, the ratio of the height and wavelength and the friction coefficient between the friction elements in the elastic damper block, and is limited by the fact that too large friction forces can block the relative sliding of the friction elements. 6 ... 12 show cross-sections of various variants of an elastic damper unit, different from the variant shown in Fig. 5, by the number of waves in the corrugated tape, the type of friction elements, their number, relative location and location of fastening on the corrugated tape. Another variant of the elastic damper block, which differs from the variant shown in Fig. 5 in that instead of the corrugated tape in the block, a wave-like element obtained from a thick-walled ring by EDM cutting is used, is shown in Fig. 47. Its description is given below. In the embodiments shown in FIGS. 5 ... 12, the bearing load, i.e. bearing load is transmitted from the journal through the elastic damper blocks to the bearing shell 6, which performs the function of the housing.

Elastic damper blocks can be used in a conventional tape bearing, where corrugated tapes rest on a rigid bearing housing and there is no insert. The maximum number of waves in a corrugated tape of an elastic damper block can be approximately in the same range as for corrugated tapes with conventional fastening in known tape bearings, that is, usually does not exceed several tens and depends on the diameter of the bearing.

The elastic damper block shown in FIG. 6 includes a corrugated belt 48 and two friction elements of the liner 6 and an intermediate belt 50 located between the belt 48 and the liner 6. There are four lines of contact between the friction elements opposite the protruding parts 51, 53, 55 and 54 of the belt 48. The tape 50 has four protruding parts of the corrugated tape 50 adjacent to it. The insert 6 has one protruding part 51 of the tape 50 adjacent to it. The tape 48 is fixed to the insert 6, for example, by spot welding, along the first edge 52 of a stepped shape in the direction Parallel wave crests tape 48. The tape 50 is attached on the tape 48 on the second edge 54, opposite the first edge 52. The tape 50 and the liner 6 is positioned on one side of the tape 48.

7 shows another embodiment of an elastic damper unit. The elastic damper unit comprises a corrugated tape 300 and two friction elements: an upper tape 4 and an intermediate tape 302 located radially between the tape 4 and the tape 300. The tape 300 is fixed to the upper tape 4 along the first edge 306 through a narrow tape 308. The tape 302 is fixed to the tape 300 along the second edge 310, opposite the first edge 306 of the tape 300. The bearing load is transmitted to the liner 6 through the corrugated tape 300 and friction elements.

On Fig shows another variant of the elastic damper block. The unit includes a corrugated tape 320 having only one wave, and two friction elements: a support tape 16 and a tape 326 located between the tape 16 and the tape 320. There are two points of contact between the tape 16 and the tape 326 opposite the two protruding parts of the tape 360. The tape 320 fixed on the support tape 16 along the edge 322. The tape 326 is fixed on the tape 320 along the second edge, opposite the edge 322.

Figure 9 shows another embodiment of an elastic damper unit. The block includes a corrugated tape 330 and two friction elements: the tape 336 together with the support tape 16, and the tape 338. The tape 336 together with the support tape 16 are combined into one friction element, since all parts of this element are not displaced relative to each other in the direction transverse to folds, i.e. ridges, corrugated tape 330, when it is deformed. Tape 330 differs from the corrugated tape shown in FIG. 4 in waveform, i.e. folds, and is fixed on the support tape 16 together with the tape 336 along the first edge 332. The tape 330 is fixed on the tape 338 along the second edge 334, opposite the first edge 332, the tape 338 is located between the tapes 336 and 16. The tape 330 has three parts protruding the side of the tape 16, including parts located at the edges 332 and 334. The additional friction work during deformation of the corrugated tape 330 is accomplished by shifting the tape 338 together with the edge 334 of the tape 330 to the right relative to the tapes 336 and 16.

Figure 10 shows another embodiment of an elastic damper unit. The block includes a corrugated tape 348 having one wave and two friction elements: smooth extreme parts 344 and 346 of the tape 348. Part 344 is located between the corrugated part of the tape 348 and the insert 6, and part 346 is located between the corrugated part of the tape 348 and part 344. In this variant friction elements are a continuation of the corrugated tape 348 and additionally they are not required to be fixed. The number of waves in a similar block can be the same as in a conventional corrugated tape.

11 shows another embodiment of an elastic damper unit. The block includes a corrugated tape 350 and two friction elements: the tape 356 and the tape 358 located between the tape 350 and the insert 6. The tape 356 and the tape 358 are each opposite two protruding parts of the tape 350 and have two lines of contact with the liner 6 opposite these protruding parts respectively. Unlike previous versions of the elastic damper block, in this embodiment, the friction elements do not overlap with each other and do not have lines of contact with each other. The tape 358 is fixed on the supporting tape 350 along the first edge 354. The tape 356 is fixed on the tape 350 along the second edge opposite the first edge 354. As a result of deformation of the corrugated tape 350, its protrusions slide along the tapes 356 and 358. This friction work is less than the work friction in the usual way of fixing the corrugated tape 350 and sliding this tape, mounted on the liner 6 from one edge, on the liner 6, provided that the corresponding friction coefficients are equal. The additional friction work for the variant shown in FIG. 11 is accomplished by sliding both or one of the tapes 356 and 358 relative to the insert 6. The total friction work of the tapes 356 and 358 along the tape 350 and the insert 6 can be as large as possible, with a constant coefficient friction, and less, for different coefficients of friction, the work of friction with the above conventional option for fixing the tape 350, above. It also depends, in particular, on the number of protruding parts opposite each friction element. When sliding only one tape, for example, the tape 358 on the liner 6, the tape 356 and the liner 6 are represented by one friction element. In this case, the total friction work considered above is performed between the elements of the elastic damper block. In the case of sliding of both tapes 356 and 358 along the insert 6, the total work is performed between the element of the elastic damper unit and the element adjacent to it on one side, i.e. insert 6.

On Fig shows another option and a more complex design of the elastic damper block. The block includes a corrugated tape 360, the first friction element is a tape 362, the second friction element is a fastened tape 364 and 366 and the third friction element is a support tape 16. The tape 360 contains six parts protruding towards the friction elements. All three friction elements are located on one side of the corrugated tape. Tapes 364 and 366 are located both between the tape 362 and the tape 16, and between the corrugated tape 350 and the tape 16. The tape 362 is located between the tape 350 and the fastened tapes 364 and 366.

Corrugated tape 360 contains three protruding parts adjacent to the first friction element, two protruding parts adjacent to the second friction element and one protruding part adjacent to the belt 16. The first friction element has three adjacent protruding parts of the corrugated tape 360. The second friction element has two adjacent protruding parts of the corrugated tape 360. The third friction element has one adjacent protruding part of the corrugated tape 360. The distance between the attachment lines to l NTE 360 of the first and second friction elements is three waves. The distance between the lines of attachment to the tape 360 of the first and third friction elements is one wave. The distance between the lines of attachment to the tape 360 of the second and third friction elements is four waves. The block contains two pairs of adjacent friction elements: the first and second friction element, and the first and third friction element. The number of lines of contact between the first and second friction element opposite the protruding parts of the tape 360 is three. The number of lines of contact between the second and third friction element opposite the protruding parts of the tape 360 is five.

For the variant with equal or approximately equal coefficients of friction in all contacts between the elements of the elastic damper block, where slip occurs during deformation of this block, to achieve a technical result of increased damping compared to the conventional version, where the corrugated tape is fixed on one side with the bearing housing or support tape, this unit must satisfy the following inequality:

where L ₀ - the number of protruding towards the friction elements of the side parts of the corrugated tape, L ₁ - the number of friction elements. L ₂ is the number of pairs of friction elements in contact, i is the number of the friction element to which N _i parts of the corrugated tape are adjacent, M _j is the number of waves between the points of attachment of each of the friction elements of the jth pair to the corrugated tape, K _j is the number the abutment lines of each j-th pair of friction elements opposite the corrugated tape parts protruding towards the friction elements.

The elastic damper blocks shown in FIGS. 5 ... 12 are located with respect to the upper tape 4 in the radial direction, i.e. in the direction normal to the surface of the 27 axle.

Elastic-damping blocks, similar to those shown in FIGS. 5 ... 12, can also be used as parts of an elastic element for conventional radial belt bearings having a rigid housing instead of liner 6, and axial belt bearings, and located there as an elastic element between the upper tape and case.

As shown in Fig. 4 and Fig. 13, which shows a plan view of the tape 16 with the tape elements of the radial bearing located on it, in the direction of the axis of the bearing, that is, in the direction of the ridges of the corrugated tapes located on the tape 16, there are four more elastic-damper blocks with corrugated tapes 21 and 24 having the same profile with tape 20 but narrower, and two blocks with corrugated tapes 41 having the same profile with tape 40 but narrower. Since the profiles of the tapes 20, 21 and 24 are the same, the waves of these tapes located along the direction of the ridges have an equal height. The waves of ribbons 40 and 41, located along the direction of the ridges, also have equal height. Ribbons having a high wave height 20, 21 and 24 alternate with ribbons 40 and 41 having a lower wave height in the direction along the ridges of these ribbons. Corrugated tapes located between the support tape 16 and the upper tape 4 form an elastic element.

The width of the higher corrugated tapes 20, 21 and 24 is less than the width of the lower corrugated tapes 40 and 41. Therefore, the stiffness of the tapes 20, 21 and 24 in the radial direction is less than the stiffness of the tape 40 and 41. An option is possible where to reduce the rigidity of the corrugated tapes with a higher height, the latter have a wavelength longer than the wavelength of corrugated tapes with a lower height.

When the rotor starts and stops, when the rotation speed is low, dry friction occurs between the upper tape 4 and the pin 2. The entire load of the pin on the upper tape 4 is perceived only by tapes 20, 21 and 24, which have a vertex height greater than the tapes 40 and 41, therefore bearing rigidity is small. The number of corrugated tapes in the direction of the bearing axis is determined by the condition for ensuring uniform stiffness in the axial direction and increases with increasing axial length of the bearing, ranging from three to about several tens. This allows you to distribute the load from the trunnion over a larger area of the upper tape 4 and to reduce wear during start-up and shutdown. In addition, the small stiffness of the bearing provides low first and second critical frequencies of the rotor, which improves its dynamics. After acceleration of the rotor with increasing load on the pin, the displacement of the upper tape 4 increases and it begins to contact the corrugated tapes 40 and 41. In this case, the stiffness of the bearing increases significantly.

In addition to being used in radial bearings, an elastic element with alternating corrugated tapes of greater and lesser height, similar to those described above, can be used in axial tape bearings, located, as in the known constructions, between the upper tape and the bearing housing.

Corrugated tape 20, 21, 24, 40 and 41 have a periodically varying circumferential direction. The ridges 371, 373 and 375 and the waves of the corrugated tape 20 forming them are narrower in than the ridges 370, 372 and 374 and the corresponding waves alternating with these ridges. Therefore, the stiffness of waves with crests 371, 373, and 375 is less than the stiffness of waves with crests 370, 372, and 374. The ratio of the width of wide and narrow crests to the corresponding waves usually does not exceed two. Tapes 21, 24, 40 and 41 have the same nature of the change in width. Corrugated tapes 20, 21, 24, 40 and 41 are located relative to each other so that their narrow ridges are located along the directions indicated by arrows, obliquely, i.e. . not perpendicular, i.e. to the center line 368 of the bearing extending circumferentially in the middle between the side edges 357 and 359 of the upper tape 4 shown in FIG. 4 and the side edges of the remaining upper bearing tapes 7 and 9 shown in FIG. Such an arrangement of corrugated tapes leads to the formation of zones of lesser and greater rigidity, alternating in the circumferential direction and each located non-perpendicular to the circumferential direction.

The corrugated tapes shown in Fig. 13 have zones of low stiffness, each of the zones is formed by a single wave, narrower than the adjacent ridges of this tape. Formed in this way alternating in the circumferential direction zones with lesser and greater rigidity are located from the lateral edges 357 and 369 of the upper tape 4 to the middle line 368. However, with a large number of ridges in the corrugated tape, for example, with a large diameter of the journal, it is possible that each zone with low stiffness in the circumferential direction is formed by several narrow waves, and each zone with high stiffness is formed by several wide waves.

Under pressure of the lubricating layer, the upper tape 4 is pressed in a radial direction more in the areas of narrow ridges, along the directions shown by arrows, where the stiffness of the corrugated tapes is less. This leads to the formation of grooves on the upper ribbon 4 having a Christmas tree, or, in other words, a chevron structure and located along the arrows. The presence of such grooves increases the pressure of the lubricating layer and the bearing capacity of the bearing.

To create the effect of increasing the pressure of the lubricant layer from the grooves formed on the upper tape, it is necessary that these grooves begin from the lateral edge of the upper tape, i.e. connected to the space surrounding the bearing. For the variant shown in FIG. 13, this condition is ensured by the fact that all corrugated tapes have alternating stiffness in the circumferential direction. However, a variant is possible where, in comparison with the embodiment shown in FIG. 13, instead of two extreme corrugated tapes 24 located near the sides of the upper tape 4, corrugated tapes of constant width are installed. Moreover, the relatively large width and, therefore, the rigidity of these corrugated tapes will allow the grooves to form on the upper tape under the pressure of the lubricating layer and to obtain the effect of increasing pressure due to the grooves, however this effect will be less than for the variant shown in Fig. 13. These considerations are valid for all of the following options for bearings with an elastic element having alternating stiffness in the circumferential direction to form grooves on the upper belt.

The number of grooves formed under pressure of the lubricant layer on the upper bearing tapes located in the circumferential direction, in the embodiment shown in FIG. 13 and other proposed versions of the bearing with grooves, has an order close to the number of grooves in conventional radial and axial bearings with grooves sliding surfaces. In this case, the bending stiffness of the upper tape prevents a further increase in the number of grooves.

The formation of grooves on the upper tape will also occur in the bearing variant, where the height of the vertices of all corrugated tapes in the direction of the bearing axis is constant and the width periodically changes in the circumferential direction in the same manner as shown in Fig. 13.

A bearing variant is possible, where instead of one corrugated tape in the circumferential direction there are more than one, several corrugated tapes having each periodically changing width in the circular direction, i.e. the elastic element located between the upper tape 4 and the liner contains in the circumferential direction several elastic parts.

On Fig shows a plan view of another variant of the shape of the corrugated tapes compared to Fig, where instead of being located in the middle between the ends of the bearing corrugated tapes 20 and 40 with variable width are installed respectively corrugated tapes 381 and 380 having a constant width. Therefore, the grooves on the upper tape 4 are formed closer to the ends of the bearing, where the corrugated tapes 21, 41 and 24 with a variable width are located.

On Fig a plan view shows another variant of the shape of the corrugated tapes compared to Fig.13, In contrast to the corrugated tapes shown in Fig.14, installed instead of tapes 24, 41 and 21 from one end of the bearing corrugated tapes 392, 393 and 394 have a constant width, and grooves on the upper tape 4 are formed only at the opposite end of the bearing, where corrugated tapes 21, 41 and 24 are located, and form only half of the chevron structure. The presence of such an arrangement of grooves, as well as grooves with a chevron structure, increases the pressure of the lubricating layer and the bearing capacity of the bearing.

Another variant of the elastic element of the radial tape bearing is possible for forming grooves on the upper tape 4. Instead of corrugated tapes with a variable width, a perforated sheet of elastic material, for example rubber, can be located between the upper tape 4 and the insert 6. This sheet has many holes arranged periodically in the circumferential direction of their diameter or density and forming alternating in the circumferential direction zones of lesser and greater rigidity, located, similar to the stiffness of the elastic element of the corrugated tapes shown in Fig. 13 or Fig. 15, along directions from one or both side edges of the upper tape 4 to its middle part and in the circumferential direction in the direction of rotation. An example of such a perforated sheet for an axial belt bearing is shown in FIGS. 80 and 81.

On Fig shows a plan view of the tape elements of another variant of the radial bearing, different from the bearing shown in figures 1 and 4, other corrugated tapes and the presence of an intermediate element. In this embodiment, another method of creating grooves on the surface of the upper tape 4 is implemented. Corrugated tapes 392, 393, 394 and 380 mounted on the support tape 16 are located symmetrically with respect to the bearing center line and have, as is commonly used in tape bearings, corrugated tapes with a constant width. It is possible that instead of these several corrugated tapes one wide corrugated tape can be installed. Between the corrugated tapes shown in Fig. 16 and the upper tape 4, an intermediate element is located in the form of an intermediate sheet 385 with channels made in the form of grooves 376 located on the surface of the tape 4 and having a chevron groove, i.e. Christmas tree structure. The grooves 376 are inclined, i.e. non-perpendicular to the circumferential direction, i.e. to the direction of movement of the surface of the journal 2, and symmetrically with respect to the midline of the bearing. Pairs of grooves located symmetrically with respect to the midline of the bearing are connected to each other at the location of the passage of this midline. The cross section of the upper tape 4 and the intermediate sheet 385 by plane AA is shown in FIG. The groove 376 on the sheet 385 is formed by the surface 387 of the bottom and the surfaces 386 of the inter-groove protrusions located on either side of the groove. The groove 376 can be made, for example, by etching the sheet material or by applying a thin layer of metal on the sheet 385 in a galvanic manner, followed by mask etching. The depth of the groove is usually from several to several tens of micrometers. The intermediate sheet 385 can be held in the axial direction, for example, by connecting with the upper tape 4 or with the help of keys 70 and 80.

A variant of the bearing shown in Fig. 16 is possible with an intermediate element in the form of an intermediate sheet having channels in the form of through cutouts in the intermediate sheet located on the intermediate sheet similar to the location of the grooves 376.

A variant is possible with a bearing with an intermediate element containing an intermediate sheet without any channels and a thin foil or film located between this intermediate sheet and the upper tape 4. This foil has channels made in the form of through cutouts in the foil and located on the foil similar to the arrangement grooves 376 on the intermediate sheet.

When using an intermediate sheet having grooves for forming grooves on the upper tape, a regular elastic element can be installed between the intermediate sheet and the bearing shell, for example, one or more corrugated tapes with constant or monotonously varying stiffness, usually used in tape bearings.

Under the influence of the pressure of the lubricating layer, the upper tape 4 bends over the grooves 376 in the direction from the pin 1, as shown in Fig. 17. After the top 4 of the surface 387 touches the bottom of the groove and further increases the layer pressure, the depth of the groove 390 on the surface of the tape 4 remains constant equal to the depth of the groove of the sheet 385, in contrast to the variant shown in FIG. 1, where the depth of the groove on the surface of the tape 4 is constantly increasing with increasing pressure of the lubricating layer. Grooves formed on the upper ribbon 4, having, like the embodiment shown in FIG. 1, a Christmas tree structure, contribute to an increase in the pressure of the lubricating layer and the bearing capacity of the bearing.

To create the effect of increasing the pressure of the lubricant layer from the grooves formed on the upper tape, it is necessary that these grooves begin from the lateral edge of the upper tape, i.e. connected to the space surrounding the bearing. For the bearing variant shown in FIG. 16, this condition is ensured by the fact that the intermediate sheet 385, which is equal in length in the axial direction of the upper tape 4, has grooves starting from the lateral edge of the upper tape 4. However, a variant is possible where, for example, an intermediate sheet with with grooves has an axial length greater than the upper tape 4. This increases the bending stiffness of the upper tape along the lateral edges and somewhat reduces the effect of increasing pressure in the lubricating layer due to the grooves formed on the upper tape.

The plan view of the tape elements of another bearing embodiment shown in FIG. 18 differs from the bearing shown in FIG. 16 by an intermediate sheet 398 having shorter grooves compared to grooves on the sheet 385, not reaching the midline of the intermediate sheet passing along midline bearing. Therefore, when the pressure of the lubricating layer, grooves on the upper tape 4 are formed closer to the ends of the bearing, where the grooves of the sheet 398 are located.

Another variant of the bearing is possible, which differs from the bearing shown in Fig. 18 by the location of the grooves on the intermediate sheet. In this embodiment shown in FIG. 19, the grooves on the intermediate sheet 396 are located in comparison with the intermediate sheet 398 shown in FIG. 18, at only one end of the bearing, i.e. from the side of one side 357 of the upper tape 4. Therefore, with the pressure of the lubricating layer, grooves on the upper tape 4 are formed at only one end of the bearing where the grooves are located.

The axle 2 of the bearing shown in figures 1 and 4 has on the surface 27 microgrooves having a chevron arrangement. The grooves are inclined to the midline of the bearing, i.e. not perpendicular to the circumferential direction, i.e. to the direction of movement of the surface of the rotating pin. Between the rows of grooves, the trunnion surface has a smooth cylindrical shape. The width of the groove is equal to the distance between the opposite boundaries of the groove. The location of the grooves on the trunnion is common for a radial bearing with grooves with a rigid non-rotating surface. There is another option for the location of the grooves, when the grooves from both rows are paired in the middle of the trunnion. On Fig shows a cross section of this groove plane AA, perpendicular to the axis of the journal with the upper tab 4. The groove has a bottom formed by the surface 402. The surface 402 and the surface 403 of the inter-groove protrusion, which is part of the cylindrical surface 27 of the journal, mate with each other transition a surface having a convex part with a radius of curvature R ₁ and a concave part with a radius R ₂ . These radii may be variable over the transition surface from surface 403 and surface 402. Groove depth, i.e. the distance between the inter-groove protrusion and the bottom of the groove in the radial direction is several micrometers. The profile of the transition surface in sections by planes B and C shown in FIG. 4 has the profile shape of section A shown in FIG. The number of grooves on the trunnion in the circumferential direction is usual for a radial bearing with grooves with a rigid non-rotating surface and usually does not exceed several tens, increasing with the entrainment of the trunnion radius. An additional limitation on the number of grooves is the presence of a rounded transition surface separating the grooves and the inter-grooves.

When accelerating or stopping the rotor, when the antifriction layer 15 located on the upper belt 4 has dry friction with the trunnion surface, under the action of the load from the trunnion 2, the belt 4 is forced through the grooves 403 into the groove and the antifriction coating 15 contacts the convex part of the transition surface . The small radius of this surface leads to an increase in contact stresses between the transition surface and the antifriction coating and intensive wear of the coating. On the contrary, an increase in the radius of this surface leads to a decrease in contact stresses and a decrease in the amount of wear of the coating.

The presence of such grooves increases the pressure in the lubricating layer and the bearing capacity of the bearing during rotation of the pin. The effect of increasing pressure is especially noticeable during acceleration and stop of the rotor, when the minimum thickness of the lubricating layer is small. An increase in the bearing capacity of the bearing during acceleration and stop of the rotor leads to a decrease in the ascent and landing speed of the journal in the bearing.

With dry friction of the upper belt and pin, the contact pressure for bearings bearing a relatively heavy and light rotor will be different. With a small contact pressure, to ensure a technical result - small wear of the upper tape when the effect of increasing pressure due to grooves on the pin is achieved, the radius R _{1 of the} convex part of the transition surface can be quite small, ten times greater than the depth of the groove, for example. With a large contact pressure, to ensure the same technical result, the radius R ₁ can be significantly larger.

On Fig shows a cross section of another variant of the groove on the trunnion of the rotor, which differs from the profile shown in Fig.20, the transverse profile of the groove. The groove profile has a convex surface with a radius of curvature R ₁ passing with a kink of 14, i.e. with the formation of a sharp edge, to the surface 13. The height of the fracture 14 above the bottom of the groove is h ₁ . The depth of the groove, equal to the distance from the bottom to the cylindrical surface of the journal 27, is equal to the value of h ₂ . If the ratio of the values of h ₁ and h _{2 is} small and does not exceed, for example, one third, during dry friction of the upper tape along the pin, the contact will pass along a convex surface, similar to that shown in Fig. 21 with the variant of the groove shown in Fig. 20, and anti-friction coating wear will be small. Changing the profile of the groove, at which the height h ₁ increases, after exceeding the height h _{1 of a} certain value, will cause contact during dry friction of the upper tape along the pin to also occur at the point of kink 14 of the transition surface, and wear of the antifriction coating of the upper tape due to this contact will increase dramatically. The maximum ratio of h ₁ and h ₂ , at which the wear will be small, decreases with increasing contact pressure of the journal on the upper tape and also depends on other factors.

Another variant of the location of the grooves on the trunnion of the bearing rotor shown in FIG. 4 is shown in FIG. 22. Grooves having a bottom 402 are located on the axle of the rotor from only one end of the bearing non-perpendicular to the circumferential direction.

The part 118 of the insert 6 shown in FIG. 1 has a groove 111 in which a force sensor 94 is mounted. A force sensor 94 abuts against the spherical part of the tip 102, which is supported by a pushing bolt 104 mounted on a thread in the support sleeve 96. Bearing load from part 118 the liner 6 is transmitted to the sleeve 96 through the force sensor 94, the tip 102 and the bolt 104. The tip 102 has a flat side faces 108 and 109 adjacent to the side surfaces of the groove 110 in the supporting sleeve 96. Therefore, when the bolt 104 rotates, the tip 102 moves progressively.

The contacting surfaces of the tip 102 and the force sensor 94 may have any suitable shape for the circumferential and axial rotation of the liner portion 118 relative to the tip 102. In the absence of a force sensor, the contacting surfaces of the liner and tip can have a corresponding shape. A variant is possible when the tip is missing and the insert 492 abuts directly against the pushing bolt 104, as shown below in FIG.

The maximum possible angle of axial rotation of the parts of the liner may differ from the corresponding angle of the circumferential rotation. Therefore, instead of a spherical surface, the tip 102 may have different curvatures of the contact surface in the axial and circumferential directions, for example, a toroidal surface.

On Fig shows another variant of the tip shown in figure 1, where instead of the tip 102, which receives the load from part 118 of the liner 6 through the force sensor 94 and transfers the load to the bolt 104, a cylindrical tip 97 made of an elastic material, for example , "Metal rubber" obtained by pressing a stretched wire spiral. The radial stiffness of the tip 97 is comparable to or greater than the stiffness of the corrugated tapes located between the pin 2 and the bearing shell. The flexibility of the tip 97 allows part 118 of the liner 6 to rotate in the circumferential and axial directions and at the same time provides a large contact surface area and a decrease in contact stress and contact wear when transferring the load from the force sensor 94 to the tip 97. The metal rubber material has great internal friction and damps possible vibrations the liner 6 relative to the sleeve 96.

As shown in FIG. 4, the lever 105 is screwed and secured with the lock nut 107 to the bolt 104. The end of the lever 105 enters the groove 106 of the ring 98. The pushing bolt 104, the lever 105 and the ring 98 are part of the load device for controlling the preload of the bearing, further load device, i.e. a bearing preload control device that allows the portion 118 of the insert 6 to be shifted in the radial direction, i.e. to the surface and from the surface of the pin 2, in the process of operation of the turbomachine. The load device also includes bolts and levers similar to bolt 104 and lever 105 and designed to simultaneously move parts 120 and 122 together with part 118 of liner 6 in the radial direction, as well as a load device drive that rotates the slewing ring 98. This drive can be, for example, electromagnetic or pneumatic. The simultaneous shift of the parts 118, 120 and 122 of the insert 6 in the radial direction means the relative displacement of the latter in this direction.

The rotation of the ring 98 around the axis of the bearing in one direction causes, through the lever 105, the rotation of the bolt 104 and its radial displacement to the pin. A bolt 104 through the tip 102 pushes part 118 of the liner 6 to the pin. Moreover, in the radial direction, under the action of the corresponding pushing bolts, the parts 120 and 122 of the insert 6 are also shifted to the axle. This leads to an increase in the preload in the bearing and, when the rotor rotates, increases the stiffness and damping of the bearing. The rotation of the ring 98 in the opposite direction causes a shift in the radial direction from the journal of the corresponding pushing bolts and parts 118, 120 and 122 of the liner 6 and a decrease in the preload and stiffness of the bearing. The amount of rotation of the ring 98, which determines the amount of preload, is determined by the control system of the load device using a force sensor 94 and similar sensors located in parts 120 and 122 of the insert 6. The control system generates control signals to drive the load device.

A variant of the bearing with a simplified load device for controlling the preload, containing only one pushing bolt 104, biasing the part 118 of the liner 6. In this case, the parts 120 and 122 of the liner 6 rest on the usual fixed stops fixed on the sleeve 96, having in contact with the liner 6, for example, a spherical shape, similar to the tip 102. In this case, the shift of the part 118 of the liner 6 to the center of the bearing under the action of the pushing bolt will also increase the stiffness and damping of the bearing.

A variant of the absence of a force sensor is possible. In this case, the displacement boundaries of the part 118 of the insert 6 in the radial direction can be set, for example, by means of stops restricting the rotation and movement of the pushing bolt to the axle and away from the axle.

Another variant of the bearing with a simplified loading device is also possible, where only part 118 of insert 6 can move in the radial direction under the action of the pushing bolt 104, and parts 120 and 122 of insert 6 are rigidly fixed relative to sleeve 96. In this case, the offset of part 118 of insert 6 in the radial towards the center of the bearing relative to parts 120 and 122 under the action of the bolt 104 will also increase the stiffness and damping of the bearing.

On Fig shows another variant of the load device and the force sensor for the radial bearing shown in figure 1. Instead of the support sleeve 96, a support sleeve 218 is used. A “metal rubber” tip 97, having the shape of a cylinder or a disk, located in the groove of the part 118 of the insert 6 instead of the force sensor 94, is installed in the end part of the force sensor 213. On the other end, the force sensor 213 abuts the piezoceramic an actuator 216 installed in the hole of the screw 214. The screw 214 is installed in the radial direction on the thread in the sleeve 218 and is positioned in the radial direction by the nut 215. The bearing load is transmitted from part 118 of the insert 6 to the sleeve 218 through the tip 97, d force gauge 213, actuator 216 and screw 214.

When voltage is applied to actuator 216 through wires 220, actuator 216 expands in proportion to the magnitude of the applied voltage. This causes a radial displacement of the force sensor 213 and the tip 97 together with the part 118 of the liner 6 to the pin 2 and the increase of the preload on the liner. When the voltage decreases, the actuator 216, on the contrary, is compressed, and the part 118 of the insert 6 is displaced together with the tip 97 and the force sensor 213 from the axle under the action of the load from the trunnion side. As a result, the preload of the tape bearing is reduced.

The force sensors 94 and 213 shown in FIG. 1 and FIG. 23 can be arranged, for example, using a strain gauge.

Force sensors, 94 and 213 can be used for various purposes: to determine the load on a part of the radial bearing shell and compare it with the maximum permissible load for the current rotor speed; to determine the resulting load of the journal of the rotor on the bearing; to determine the change in preload in the bearing as a result of thermal expansion of the journal and parts of the bearing.

To measure the load on a part of the bearing shell, another version of the force sensor is possible. Thus on the outer cylindrical surface of the sleeve 96, shown in figure 1, next to the bolt 102 in the axial direction mounted strain gauge. A part of the sleeve 96 with the stop bolt 104 and a strain gauge installed on it is separated in the circumferential direction from the rest of the sleeve by axially arranged slots and is connected to the rest of the sleeve only near the ends. The load from the side of the part 118 of the insert 6 on the separated part of the sleeve 96 causes a deformation, which is recorded by the strain gauge. With this version of the force sensor, the force sensor 94 is not used and the load from the part 118 of the liner 6 will be directly perceived by the tip 102.

The options for the load preload control device shown in Figs. 4, 23 and its other options presented below, together with corrugated tapes 92 and 93 installed between the insert 6 and the sleeve 96, can be used in other gas-dynamic bearings with self-aligning parts of the insert, in of which a lubricating layer is formed between the surface of the liner and the journal. These load device options and corrugated tapes can also be used in fluid-lubricated hydrodynamic bearings with self-aligning liner parts.

In Figs.

On Fig shows a variant of the bearing, characterized by an upper tape, an intermediate sheet, corrugated tape and liner, where there is only one upper tape. In the sleeve 96, instead of the liner 6, the liner 410 is installed, made in the form of a ring with three groups of slots 412, 413 and 414, forming each jig-shaped cross section of the bearing, elongated along the axis of the bearing, providing for the parts 418, 419 and 420 of the liner 410 the relative radial and circumferential displacement. Under the relative radial displacement of the parts of the liner is understood such a displacement in which parts of the liner are simultaneously shifted to the center or from the center of the liner. The upper tape 424 and the corrugated tape 426 are fixed to the liner 410 by welding at point 429. The vertices of the corrugated tape near the edge 431 of the upper tape, where the lubricating layer begins, have a lower height compared to the other vertices. The length of several waves of the corrugated tape 426, equal to the distance between the wave vertices in the circumferential direction, for example, between the vertices 433 and 434, decreases from the edge 431 of the tape 424 in the direction of rotation of the journal. The length of subsequent waves may be constant. Between the upper ribbon 424 and the corrugated ribbon 426 there is an intermediate sheet 428 having grooves on the trunnion side of the trunnion similar to the grooves on the sheet 385 shown in FIG. .

Between the sleeve 96 and the liner 410 are corrugated tape 421, 422 and 423, designed to dampen possible vibrations of the parts 418, 419 and 420 of the liner 410.

When the axle 2 rotates, the air is carried away in a circumferential direction from the entrance to the lubricating layer at the edge 431 of the upper lobe 424 and creates excess pressure between the upper belt 424 and the surface of the axle 2. When the bolt 104 and two similar pushing bolts are displaced to the center of the bearing of part 418, 419 and 420 of the liner 410 are also offset toward the center of the bearing. Due to the flexibility created by the jumpers between the parts of the liner, these parts approach each other in the circumferential direction, so the thickness of the lubricant layer between the surface of the journal 2 and the upper tape 424 is reduced. The pressure of the lubricant layer increases, and the stiffness and damping of the bearing increase.

The pressure of the lubricating layer provides a deflection of the upper flange 424 at the location of the grooves on the intermediate sheet 426, similar to the deflection of the upper tape 4 shown in FIG. The presence of grooves on the upper belt 424 causes the absorption of ambient air into the lubricant layer at the ends of the bearing, an increase in pressure in the lubricant layer, while in a bearing without grooves, air, on the contrary, leaves the ends of the lubricant layer, which reduces the pressure in the lubricant layer. Therefore, in a bearing without grooves, the allowable displacement of the parts 418, 419 and 420 of the bearing 410 toward the center of the bearing is less than in the bearing with the resulting grooves shown in FIG. 23.

Another variant of the bearing shown in Fig. 24 is possible, where there is no sheet 428, the grooves on the upper ribbon 424 are formed due to the variable and forming, as shown in Fig. 13, a Christmas tree structure of stiffness of the corrugated ribbons installed between the insert 410 and the upper ribbon 424 instead of the corrugated ribbons 426.

Similar to a simplified embodiment for the bearing shown in FIG. 1 with one pusher bolt 104, the bearing shown in FIG. 24 may also contain only one pusher bolt 104 and two fixed stops replacing the cap bolts 415 and 416.

Another variant of the bearing shown in Figs. 1 and 4 is possible, where instead of the insert 6, an insert is installed having instead of interconnected three parts 118, 120 and 122 the same, but separate parts not connected by a jumper, having the ability to move in the radial direction each relative to each other under the action of three pushing bolts of the preload control device, including the pushing bolt 104.

On Fig shows another variant of the bearing, different from the bearing shown in Fig.24, the wavelength distribution of the corrugated tape 438 in the circumferential direction. The wavelength of the portion of the corrugated tape 438 located between the bolts 415 and 416 decreases from these bolts to the group of slots 414 located in the middle of this portion, that is, the distance between the apex 442 and 443 and between the apex 445 and 446 is greater than the distance between the apex 440 and 441 Likewise, the wavelength of the portion of tape 438 located between the bolts 415 and 104 decreases from these bolts to the group of slots 413.

With a radial displacement of the rotating pin 2 in the direction of the bolt 415, the maximum radial displacement of the pin, hereinafter also the displacement of the pin, relative to the part 419 of the insert 410 takes place opposite the bolt 415, where the wavelength is maximum and the stiffness is minimal. As you move away from the bolt 415 in the circumferential direction to the edges of the part 419, the radial displacement decreases in proportion to the cosine of the angular distance to the bolt 415. The decrease in the wavelength of the tape 438 from the bolt 415 to the group of slots 414 and 413, i.e. to the edges of part 419 provides an increase in the radial stiffness of the tape 438 and a constant load of the lubricating layer on the tape 438 in the area from the group of slots 414 to the group of slots 413.

When the axle 2 is displaced in the direction of the group of slots 414, the part 419 of the liner 410 rotates and is oriented so that the maximum radial displacement of the axle relative to the part 419 of the liner 410 also takes place opposite the bolt 415. This ensures a constant load of the lubricant layer on the belt 438 for the entire part 419 of the liner 410 .

On Fig shows a simplified version of the bearing shown in Fig.24. There is no sheet 428 between the tapes 424 and 426. Instead of the insert 410 with three groups of slots forming jumpers between the parts of the insert, insert 492 is installed in sleeve 96 in the form of a cut ring. The insert is cut along the axis so that between its parts 494 and 495 there is an axially located slot 493, allowing parts 494 and 495 to move relative to each other in radial and circumferential directions. The pushing bolt 104 abuts and accepts the bearing load against the outer surface of part 495 of liner 492. The flexibility of part 495 of liner 494 in the radial direction is sufficient to deform under load from bolt 104.

When the pin 2 is rotated, an excess pressure is created between the upper tape 424 and the pin surface 2. When the bolt 104 is shifted to the center of the bearing, the part 495 of the insert 492 also moves to the center of the bearing under the action of the bolt and causes the parts of the upper tape 424 and corrugated tape 426 to shift to the center of the pin. located opposite part 495 of the liner, and an increase in preload. In this case, the thickness of the lubricant layer between the surface of the pin 2 and the upper tape 424 decreases, the pressure of the lubricant layer increases, and the stiffness and damping of the bearing increase.

On Fig shows another embodiment of the bearing shell shown in figure 1, characterized by a liner, upper and corrugated tape. In the sleeve 96, instead of the insert 6, an insert 450 is installed, made in the form of a ring without slots. Upper tapes 452, 453 and 454 and corrugated tapes 458, 459 and 460 located respectively between tapes 452, 453 and 454 and liner 450 are located between the liner 450 and the pin 2 in the circumferential direction. The flexibility of the liner 450 in the radial direction is sufficient to deform when the load from the side of the bolts 104, 415 and 416. Thus, the parts of the liner 450 are able to move relative to each other in the radial direction.

The displacement of the bolts 104, 415 and 416 towards the center of the bearing deforms the liner 450. The enlarged liner 450 deforms the deformation of the liner 450 in solid lines. The dashed lines show the liner without deformation. As can be seen from Fig. 28, deformation of the liner leads to approaching the trunnion of the liner parts located opposite the bolts 104, 415 and 416 and to the distance from the trunnion of the liner parts located between the bolts 104, 415 and 416. Approaching the opposite parts of the liner opposite pushing bolts, increases the stiffness and damping of the bearing.

On Fig and 30 shows a transverse and longitudinal section of another variant of the load bearing device shown in Fig.24, characterized by a load device, liner and support sleeve. The ring-shaped insert 460, like the insert 410 in FIG. 24, has three groups of slots 465, 466 and 467, which provide radial displacement for parts 461, 462 and 463 of the insert 460 and differs from the insert 410 in that its outer surface 468 has a conical shape form. The liner 460 is installed in the support sleeve 47, with the abutment of the surface 468 to the inner conical surface of the sleeve 470. The sleeve 470 is installed in the housing of the turbomachine. From both ends, nuts 473 abut against the insert 460, mounted on a thread in the sleeve 470 concentrically with the insert 460, with the possibility of rotation through the levers 474 mounted on the nuts by means of a drive not shown in FIG. 30. With the synchronized rotation of the nuts 473, these nuts are shifted along the axis of the sleeve 470 in one direction. One of these nuts pushes axle insert 460. Depending on the direction of rotation of the nuts, the relative axial sliding of the conical surfaces of the liner 460 and the sleeve 470 causes an increase or decrease in the inner diameter of the liner 460 due to the relative radial displacement of the parts 461, 462 and 463 of the liner 460. This displacement is provided by jumpers formed by groups of slots 465, 466 and 467.

There is also another option for the displacement of the liner 460, where each nut 473 is replaced by one or more pushing bolts that abut each end of the liner 460 and fixed relative to the sleeve 470, where the axes of these pushing bolts are parallel to the axis of the bearing.

When the rotor rotates, the nuts 473 synchronously rotate with levers 474 and shift the liner 460 in the axial direction. In this case, the inner diameter of the liner 460 is reduced by reducing the diameter of the inner conical surface of the sleeve 470 in contact with the surface 468 of the liner 460, which leads to a decrease in the thickness of the lubricating layer in the bearing, an increase in preload, an increase in the stiffness and damping of the bearing. As the nuts 473 rotate in the opposite direction, the bearing preload decreases.

On Fig and 32 shows a transverse and longitudinal section of a variant of the bearing shown in Fig, characterized by the method of installation of the liner in the housing. The bearing liner 480 has outer conical surfaces cut open like the liner 492 shown in FIG. 26 and installed in the bearing housing — a sleeve 484 along two outer conical surfaces 481 and 482 to reduce the outer diameter of the liner. The sleeve 484 is fixed relative to the housing 499 of the turbomachine by means of a ring, i.e. an annular element 490, mounted on the outer diameter of the sleeve 484 in the middle part of the latter. The ring 490 is fixed relative to the housing of the turbomachine 499 along the peripheral part 498 of the ring 490 and relative to the sleeve 484 on the inner part 491 of the ring 490. The ring 490 has slots 497 extending from the outer part 498 to the inner part 491, designed to reduce the bending stiffness of the outer part of the ring 490 relative to its inside. Slots 497 may be located in the radial direction or at an angle to the radius. Such bearing mounting provides high radial stiffness of the liner 480 and low stiffness of rotation of the liner relative to the housing 499 to compensate for misalignment of the bearing relative to the journal and can be used for conventional variants of tape radial bearings without a liner. An option for ring 490 without slots is possible. It is also possible that some of the portions 489 of the ring 490 located between the slots are removed to reduce the bending stiffness of the annular element. A variant of the beginning of the slots from the inside of the annular element is possible. A variant is possible where the annular element consists of separate circumferentially arranged parts, for example, of a plate-like form, each of which is fixed on one side to a sleeve 484, and on the other hand to a turbomachine body 499.

Corrugated tapes 483 and 479 are installed in the gaps between the sleeve 484 and the turbomachine body 499, or, to enhance the damping of possible conical vibrations of the sleeve 484, elastic-damper blocks, such as, for example, the block shown in Fig. 5, respectively containing corrugated tapes 483 can be installed and 479.

The load device of the bearing shown in FIGS. 31 and 32 is arranged as in the embodiment shown in FIGS. 29 and 30.

The circumferential displacement of the bearing shell 6 of FIG. 1 is limited by screws 101 and 103 installed in the sleeve 96 in the radial direction, the end parts of which are located between the parts 118, 120 and 122 of the liner 6. Another option to limit the displacement of the liner 6 in circumferential direction, can be performed by screws mounted in the sleeve 96 in the radial direction, located on both sides of the screw 104 along the axis of the bearing, where the end parts of these screws are located in the groove 111 of the part 118 of the insert 6 shown in Fig.4 ..

Parts 118, 120 and 122 of the insert 6 are connected by the same jumpers. Each of these jumpers is formed by a group of slots. Parts 118 and 122 of the insert 6 are connected by a jumper 91 containing parts 123 and 124. Between the parts 123 and 124 of the jumper there is a bulge 29 that serves to install the keys 70 and the end of the screw 101. In the bulge 29 there is a groove 31 from the side of the inner surface 11 of the liner 6 and along its axis. In the groove 31 extending across the circumferential direction, a key 70 of a prismatic shape is mounted. The same dowels are installed in the corresponding grooves of the other two jumpers connecting the parts 118, 120 and 122 of the insert 6. The jumper 91 has a zigzag profile in cross section perpendicular to the axis of the insert 6 and extends in two directions: circumferential and radial. The jumper 91 is formed by slots 112, 113, 114 and 115 located along the axis of the liner. The jumpers connecting the parts 118, 120 and 122 of the insert 6, provide the possibility of elastic rotation and displacement of the parts 118, 120 and 122 relative to each other in the radial and circumferential direction under the action of external force or moment. Therefore, for sufficient flexibility in these directions and symmetrical displacement of the parts of the liner 6 in the circumferential direction, the jumper parts should be located in at least two different directions, for example, in the radial and circumferential, as shown in Fig. 1. The thickness of the jumpers is about one millimeter. Depending on the diameter of the trunnion and the shape of the slots, the thickness of the jumpers can be more or less than one millimeter. The flexibility of the displacement of the parts of the liner relative to each other can be controlled by the thickness and length of the jumpers, as well as their location. For example, to increase flexibility in the radial direction, the jumper may have a zigzag shape in the circumferential direction, similar to the radial direction of the zigzag part.

Slots 112, 113 and others can be made, for example, by wire EDM. The thickness of the slots is a few tenths of a millimeter.

The presence of jumpers connecting the parts of the liner 6 into a single part, simplifies the assembly process of the bearing. After installation, according to FIG. 1, in the grooves of the insert 6, the keys 70 and two other keys, the tape 16 with elastic damping blocks, the upper tape 4 on the part 118 of the insert and similar tape elements on the parts 120 and 122 of the insert 6, these elements are stably held in the insert. Therefore, further, the insert 6 can be installed in the support sleeve 96 without the simulator of the rotor journal, as is usually the case when the self-installing parts of the insert of a conventional design, which are not connected to each other, are installed in the turbomachine body.

The jumper and the slots forming it can be located in one direction. FIGS. 33 and 34 show jumper options for the bearing shell shown in FIG. 24. 33, the zigzag jumper 411 and the group of slots 425 forming it are located in the radial direction. On Fig the zigzag jumper 409 and the group of slots 408 forming it are located at an angle to the radius of the liner.

Fig. 35 shows an enlarged part of Fig. 1 with a variant of connecting the parts of the bearing shell 6, where the parts 59 and 60 of the bearing, unlike the parts 118 and 122 of the bearing 6, are made separately from each other and are connected by a jumper 56 made as a separate part. The jumper 56 is made of a thin plate. The thickness of the plate 56 is in the same order as the thickness of the jumpers shown in FIG. 1, or slightly less. The plate 56 with a U-shaped profile is located in the slots 57 and 58 of the parts 59 and 60 of the liner, having an L-shaped profile and located opposite each other, which allows you to hold parts 59 and 60 relative to each other with a slight backlash. In the same way the rest of the liner is connected. This connection provides the possibility of relative radial and circumferential displacement of the parts of the liner.

For a tape bearing with a preload control device, connecting elements between the parts of the liner, including jumpers obtained with slots or with a thin plate, may be missing. However, this complicates the assembly process.

Corrugated tapes 92 and 93 are located between the part 118 of the insert 6 and the support sleeve 96 shown in FIG. 1. The tapes 92 and 93 have lower radial stiffness compared to the corrugated tapes located between the upper tape 4 and part 118. In case the corrugated tape has several waves in the circumferential direction, like the tape 92, the wavelength in the circumferential direction and its height can increase with the distance from the place of support of the insert 6 on the tip 102 to the periphery of part 118. Such a change in the wavelength and height of the wave of the corrugated tape reduces stiffness l tape to the periphery and increases the uniformity of the load of the tape when turning the liner, causing an increase or decrease in the gap between the support sleeve 96 and the peripheral part of the liner

Tape 92 and 93 are installed between the insert 6 and the sleeve 96 with some preload and are designed to damp possible angular vibrations of the part 118 of the insert 6. To increase the damping between the insert and the support sleeve, corrugated tapes can be installed as part of elastic-damper blocks, such as shown, for example, on figure 5.

The elastic connection with the jumpers of the parts 118, 120 and 122 of the insert 6 allows you to install corrugated tape 92 and 93, shown in figure 1, with a preload, causing only a small displacement of the parts of the insert 6 in the radial direction to the center of the bearing and almost not causing an increase in preload in the corrugated tape elastic element of the bearing at start-up and shutdown, which reduces the contact pressure of the journal 2 on the upper tape and bearing wear.

The upper bearing strip 4 of FIG. 1 is held in a circumferential direction by keys 70 and 80 partially located in the grooves of the insert 6. The upper tapes 7 and 9 are held in a similar manner by a pair of corresponding keys.

On Fig shows an enlarged part of figure 1. The key 70 has a prismatic shape and is located in the groove of the insert 6 transversely to the circumferential direction. The part of the key 70, protruding from the groove 31 of the insert 6 to the pin 2, has a rear part located opposite the direction of rotation of the pin, in which there is a groove 251 with the front edge 248 of the tape 9 installed therein, the upper part facing the pin, bounded by the surface 25, and a front part opposite the rear part where the groove 253 is located with the rear edge 43 of the tape 4 installed. The grooves 251 and 253 are located along the key in the direction of the bearing axis, i.e. transverse to the circumferential direction. The front and rear edges of the upper ribbons 4, 7 and 9 are located in the grooves of the keys installed in the insert 6, for fixing the upper ribbons from displacement in the direction and against rotation. The displacement of the tape 9 in the direction of rotation is possible until the front edge of the tape 9 abuts against the bottom surface of the groove 251, which is opposite the rotation of the rotor across the circumferential direction.

Each of the upper ribbons 4, 7 and 9 has a step at the front and rear edges. To prevent the pin 2 from contacting the pin 70, the part 252 of the upper tape 9, which protrudes toward the pin and is located near the front edge of the tape 9, should be closer to the surface of the pin than the upper part 25 of the key 70. For this, the front edge 248 of the tape 9 is located on the bottom the part of the step located further from the pin 2 than the upper part 252 of the step and located in the groove 251 of the front part of the key 70. The upper part 254 of the tape 4, located at the rear edge 43 of the tape 4, should be farther from the surface of the pin than the part 252 of the tape 9 and may be like closer and further from the trunnion surface than the upper part of the key 70. A step on the rear edge of the tape 4 is needed to set the optimal distance between the part 254 of the tape 4 and the trunnion surface.

The front and rear of the upper ribbons 9 and 4 has a fairly simple stepped shape. The absence of a non-separable connection of the upper tape with the dowels, usually performed by welding, simplifies and cheapens the bearing design for attaching the upper tapes. The small distance between the protruding part 252 and the contact point of the edge 248 of the upper tape 9 with the key 70 in the radial direction provides sufficient rigidity and fastening while holding the upper tape in the direction of rotation. In the axial direction, the upper tapes can be fixed, for example, with respect to the keys using plate overlays fixed to the ends of the keys.

The key 70 has a longitudinal groove 255, which includes the protrusion 257 included in the groove 31 of the insert 6 to limit the displacement of the key 70 to the center of the bearing.

When the trunnion is shifted towards the key 70, the pressure of the lubricant layer causes the upper part 252 of the tape 9 to shift in the same direction together with the key 70. The key 70 is shifted in the radial direction, i.e. along the direction to the pin, is provided by a free space 266 between the key 70 and the insert 6.

On Fig shows another option for mounting the upper tapes of the bearing shown in figure 1. The key 268 has an inclined groove 264 located in its upper part, where a front part 260 of the upper tape 261 having a kink is located, holding the tape 261 in the direction of rotation. This arrangement of the groove and tape 261 also provides a clearance between the pin and the key 268 at any position of the pin. The edge 263 of the rear of the upper tape 265 does not have a special profiling and is not held by the key 268. The displacement of the upper tape 260 in the direction of rotation is possible until the front edge of the tape 260 stops against the bottom surface of the groove 264, which is opposite to the rotational direction of the rotor and across the circumferential direction. The displacement of the upper tape 265 against the direction of rotation is possible until the rear edge of the tape 265 abuts against the front of the key 268.

Another option for mounting one upper tape in the bearing is shown in Fig. 38. The front part 282 of the upper tape 284 is held in a groove having an L-shaped cross section located in the upper part of the key 286. The rotation of the upper tape 284 in the direction of rotation is possible until the front part 282 of the tape 264 abuts against the side surface 270 of the groove located opposite the direction of rotation of the rotor and extending in the axial direction, i.e. across the circumferential direction.

Another mounting option of the upper tape is shown in Fig. 39. The front part 276 of the upper tape 270 is held in a groove having an L-shaped cross section located in the rear of the key 278. The rotation of the upper tape 284 in the direction of rotation is possible until the front part 276 of the tape 284 abuts against the side surface 272 of the groove located opposite the rotation of the rotor and across the circumferential direction.

In the fastening variants of the upper tape shown in FIGS. 38 and 39, due to the L-shaped profile of the groove in the key, the upper tape can be removed from the key only when displaced in the axial direction. This increases the reliability of fastening the upper tape and ease of assembly of the bearing.

On Fig, 41 and 42 shows a variant of fastening the upper tape of the axial tape bearing using keys.

On Fig shows a view of a separate upper bearing tape in plan. On Fig shows a section of the bearing with a cylindrical surface in the circumferential direction, passing along the line aa. On Fig shows a section of the bearing with a cylindrical surface in the circumferential direction, passing along the line BB. The upper tape 287 has the shape of a ring and is prevented from shifting in the direction of rotation due to two front parts 288 and 289 of the tape 287, each made by bending the part of the tape 287 bounded by an L-shaped slot to form an L-shaped profile of parts 288 and 289. Parts 288 and 289 extend across the circumferential direction. Part 288 is located in the L-shaped groove of the key 290. Part 289 is located in the groove of the other key 290 located in the diametrically opposite part of the bearing housing 291. The tape 287 has a step 292 to form a converging wedge between the tape 287 and the rotating thrust disk 154 and to ensure the bearing capacity of the bearing. Tape 287 has five more steps similar to step 292. Two of these steps, including step 293, are located on the radially narrow parts of the upper tape 287.

The displacement of the upper tape 287 in the direction of rotation is possible until the front part 288 of the tape 287 abuts against the side surface 294 of the groove located opposite the rotation of the rotor across the circumferential direction. Axial displacement of key 290, i.e. along the direction of the thrust disk 154, provides free space between the key 290 and the housing 291 in an axial direction similar to the space 266 between the insert 6 and the key 70 shown in Fig. 36.

With the possibility of increased, for example, impact loads on the rotor in the axial direction, significantly exceeding the ultimate bearing capacity of the bearing, the number of dowels holding the upper tape 287 can be increased to three or more.

The bearing shown in figures 1 and 4 has an element for limiting the displacement of the journal in the direction from the central position of the journal, i.e. in the radial direction, hereinafter a restriction element designed to increase the ultimate load on the bearing more than the load damaging the corrugated tape. The embodiment of the restriction element shown in FIG. 4 comprises a ring 143 applied on the inside, i.e. on the surface of the rotor, the anti-friction layer 149. The ring 143 can be made entirely of anti-friction material, for example, bronze, in which case the anti-friction layer 149 is absent.

The restrictive element can be fixed, for example, directly in the housing of the turbomachine. However, it is possible to increase the misalignment of the inner hole of the restrictive element and the journal.

The restrictive element may be located near the upper bearing tape in the axial direction, for example, from the side of the cantilever part of the rotor. Increasing the distance between the bearing and the restrictive element both when the restrictive element is located on the side - the cantilever part of the rotor, and on the opposite side reduces the technical result.

The protruding portion to the trunnion may have a cylindrical or conical inner surface. Another variant of the protruding part of the restrictive element is possible, for example, in the form of a ring with protrusions facing the pin 2. In this case, the protrusions must be distributed in the circumferential direction in order to limit the displacement of the pin in different directions.

With a radial displacement of the axle of the rotor rotating with the operating frequency under the action of a load less than the bearing capacity of the bearing, the entire load from the axle to the bearing is perceived by the corrugated tapes located between the insert 6 and the axle and transferred from the upper tape to the insert 6 and further to the support sleeve 96 through the vertices facing the insert, i.e. outer protruding parts 367, 369 shown in FIG. 5 and other similar protruding parts of said corrugated tapes. After the load increases greater than or equal to the bearing capacity of the bearing, a pin contact occurs, i.e. the surface of the rotor, with a ring 143, and part of the load is transferred from the pin to the support sleeve 96 through the ring 143. When the load on the bearing exceeds its bearing capacity, dry friction begins between the upper tape 4 and the pin 2. With the further increase in load, almost all the added load is transferred through the ring 143, the part of the load transmitted through the corrugated tapes practically does not increase. The inner diameter of the restriction ring with the anti-friction layer 149 is such that the corrugated tapes 20 and 40 do not have plastic deformation both at the beginning of the contact between the journal and the ring 143, and with a further increase in the bearing load to a maximum load that exceeds the load that damages the corrugated bearing tape in the absence of ring 143. Thus, due to the distribution of part of the bearing load on the ring 143, an increase in the maximum bearing load exceeding the load is achieved by damaging corrugated tape. After reducing the load on the bearing or changing the phase of the oscillatory movement of the journal, the contact of the journal with the ring 143 disappears.

The limiting element is designed to work in conditions of short-term contact with the surface of the rotating rotor. As a result of each contact, the restrictive element and the rotor surface wear. A tape bearing without a restriction device can operate for a long time without wear in the entire load range from zero to a load equal to the bearing capacity of the bearing. The condition for contact with the ring 143, in which the bearing load is less than its bearing capacity, reduces the maximum bearing load with long-term operation without wear. The condition of contact with the ring 143, in which the load on the bearing is equal to or exceeds its bearing capacity, as proposed in this invention, does not reduce the maximum load on the bearing with continuous operation without wear.

In addition to protection against damage to the corrugated tape, an additional advantage of this variant of the element for limiting radial movements is the reduction of wear of the antifriction coating of the upper tape at the contacts. For the anti-friction layer 149, materials such as PTFE-impregnated porous bronze, carbon fiber based materials, and others can be used. Such materials have higher wear resistance at high speed and high contact pressure than the antifriction materials used to cover the upper tape in tape bearings.

Another embodiment of an element for restricting radial movements of the journal is shown in FIG. This element includes a restrictive ring 143 installed with a small radial clearance 148 in the sleeve 96, and corrugated tapes 165 extending in the circumferential direction and spaced in several layers in the radial direction between the ring 143 and the sleeve 96. The corrugated tapes 165 are designed to dampen the energy of movement of the journal and reducing the shock load on the restrictive ring. When the load exceeds the maximum bearing capacity of the bearing, after the maximum displacement of the ring 143 under the action of the pin 2, equal to the radial clearance between the sleeve 96 and the ring 148, the contact of the ring 143 with the sleeve 96 occurs. The maximum displacement taking into account the radial clearance between the pin 2 and the layer 149 chosen so that there is no plastic deformation of the corrugated tape. Instead of corrugated tapes, other materials dissipating the energy of movement can be used, for example, rubber or "metal rubber" obtained by pressing a stretched wire spiral.

Another embodiment of an element for limiting radial displacements of the journal is shown in FIG. This element includes an intermediate ring 145 mounted with a radial clearance in the sleeve 96, a restriction ring 144 mounted with a small radial clearance in the ring 145, and corrugated tapes 165 located in the radial clearance between the intermediate ring 145 and the sleeve 96. On the inner surface of the ring 144 is applied anti-friction layer 146. The anti-friction layer 147 can be applied both to the inner surface of the ring 145 and to the outer surface of the ring 144. The layers 146 and 147 are made of different materials. The friction coefficient of the inner layer 147 is smaller than the layer 146. For this reason, the contact of the journal and the layer 146 causes the layer 147 to slip with the ring 144 along the ring 145. With this slip, the wear of the layer 147 from friction is distributed throughout the layer in the circumferential direction, so the layer wear thickness decreases.

The use of an anti-friction ring as an element to limit the displacement of the trunnion in the radial direction has the following advantages: small dimensions, wide temperature range and simplicity. However, for large rotors with the possibility of very large radial loads and with the necessary free space to limit the radial movements of the rotor and increase the maximum load on the bearing, it may be preferable to use a rolling bearing (ball or roller). Such an embodiment is shown in FIG. 45, which shows a longitudinal section of a portion of a bearing. The rolling bearing is mounted in a support sleeve 190, similar to sleeve 96 so that the outer ring of the bearing 191 has a radial clearance with the sleeve 190. Corrugated tapes 194 are located in the radial direction between the sleeve 190 and the ring 191 and are designed to dampen the radial displacement energy of the journal and reduce the impact load on the restrictive ring. An antifriction coating 193 is applied to the inner surface of the inner ring 192 of the bearing to prevent overheating and damage to the contacting surfaces at the beginning of the contact of the rotor with the ring 192, when the ring 192 accelerates and has a lower rotational speed than the rotor. The anti-friction coating 193 has a bulge in the middle of the ring 192 to prevent distortion of the inner ring of the rolling bearing in contact with the pin. A variant is possible where a double roller bearing is used to reduce skew, where both inner rings of these bearings are tightly seated on a sleeve in contact with the rotor surface when the bearing load exceeds the bearing capacity.

When the load exceeds the maximum bearing capacity of the bearing, after the maximum displacement of the ring 191 under the action of a pin equal to the radial clearance between the sleeve 190 and the ring 191, the contact of the ring 191 with the sleeve 190 occurs. The maximum radial displacement of the rolling bearing, taking into account the radial clearance between the pin 2 and the inner surface of the ring 2, taking into account the coating 193, is chosen so that there is no plastic deformation of the corrugated tape. Instead of corrugated tapes 194, other energy dispersive materials, such as rubber, can be used.

Another embodiment of an element for limiting radial displacements of a journal using a rolling bearing is shown in Figs. 46 and 47. Fig. 47 shows a section of this element perpendicular to the axis of the bearing. The outer ring 191 of the rolling bearing rests in a radial direction on an elastic damper unit containing a wave-like element 195 and two friction elements: tapes 196 and 197. The wave-like element 195 can be made, for example, by electroerosion with a wire from a thick-walled metal ring. Bulge, i.e. the wave 205 of element 195 has edges, i.e. the protruding parts 198 and 199, which are also the vertices or crests of the element 195, located on one side of the element 195, where the tapes 196 and 197 are located, and the apex, or ridge, 201, located on its other side. The wave 205 of the element 195 is made integral with the protrusion 202, the base of which is located at the top 201, and directed towards the wave-like element, where the tapes 196 and 197 are located, which are the unloading element of the wave-like element 195. The edge 198 of the wave 205 is also the top of the wave 212 with edges, those. protruding parts 210 and 211. There is a gap between the apex 203 of the protrusion 202 and the surface 204 of the belt 196 facing the protrusion. The size of this gap determines the radial displacement of the outer ring 191 of the rolling bearing at maximum deformation of the wave-like element 195. The protrusion 202 increases the allowable maximum load on the tape bearing, preventing damage to the wave-like element 195 from large radial displacement. In the circumferential direction around the ring 191 there are waves similar to wave 205 with a protrusion 202. The wave 205 and other waves combined in the wave-like element have a wave profile similar to a corrugated tape. One edge of the element 195 is fixed on the tape 197 at a point 217 along the crest of the wave-like element 195. The other edge of the element 195 is fixed on the tape 196 at a point 206 along the crest of the wave-like element 195. The wave-like element 195 together with friction elements - tapes 196 and 197 forms an elastic-damper block, similar to the block shown in FIG. 5, and having all the main features of the latter, further increasing damping compared to a single wave-like element 195. The protruding parts 198 and 199 of the wave-like element 195 are in contact with the tape 196. The protruding portion 210 of the wave element 195 is in contact with the ring 191. The load between the ring 191 located on one side of the elastic damper unit and the sleeve 190 located on the other side of the latter is transmitted through the wave element 195 and the belts 196 and 197.

The elastic damper block shown in Fig. 47 can contact the bearing ring 191 through an intermediate sleeve contacting its inner surface with the ring 191, and the outer surface with the vertices of the wave-like element 195, and can be axially displaced with respect to the rolling bearing.

When the ring 191 is shifted in the radial direction under the action of the pin in contact with the ring 192, the wave-like element 195 is deformed, transferring the load from the rotor, through the rotating inner ring 192 of the rolling bearing to the sleeve 190. The inner ring 192 is a tool that does not have non-rotating mechanical parts, transferring the bearing load from the rotor from the rotor to the sleeve 190. The vertices of the element 195 are displaced relative to each other in the circumferential direction, causing sliding friction with the ring 191 and the tape 196. The edges of the element 195 are displaced relative to each other in a circumferential direction, causing sliding friction between the tape 196 and the tape 197. The displacement of the ring 191 in the radial direction stops after the discharge element 202 or other similar discharge elements contact the belt 196.

A wave-like element similar to that shown in Fig. 47 can be used as an elastic element or part thereof in both radial and axial tape bearings. When used in axial tape bearings, the vertices of the wave-like element located on one side of it are supported on the flat surface of the bearing housing. A similar wave-like element both separately and as part of an elastic damper block can also be used in bearings of other types, for example, for rolling bearings in turbomachines with rotors on rolling bearings. The thickness of the profile of the arched part of the wave-like element, which determines its stiffness, can vary, for example, from several tenths of a millimeter to one millimeter or several more.

An elastic damper block, similar to that shown in FIG. 47, comprising a wave-like element 195 and two friction elements: belts 196 and 197, can be installed as an elastic-damper element between the restriction ring 143 and the sleeve 96 shown in FIG. 43, instead of corrugated belts 165 .

Another arrangement of the protrusions on the wave-like element is shown in Fig. 48. The wave-like element 208 comprises projection-shaped discharge elements 207 and 209. The discharge element 209 faces the belt 196, the discharge element protrusion 207 faces the ring 191.

Shown in Fig.4 and Fig.43 ... 48 elements for limiting the radial movement of the journal are located outside the tape elements of the bearing.

Other options for the location of the elements limiting the radial movement of the journal are shown in Figs. 49 ... 51. Fig. 49 shows elements of a tape bearing, also shown in Figs. 1 and 5. Convexity, i.e. the wave 222 of the corrugated tape 20 has edges 367 and 369 located on the first side of the tape 20, and an apex 373 located on the second side of the tape 20 opposite the first side. The other wave of the corrugated tape has edges, i.e. protruding parts 372 and 373 located on the second side and an apex 367 located on the first side of the tape 20. Between the wave 222 and the inner surface of the tape 22 is a discharge element 225 having a predetermined thickness and containing, for example, waves 222 of the tape 226 located along the crest and 227 attached to the tape 22, for example, by welding. Instead of tapes 226 and 227, one tape can be used having the same width and thickness equal to the total thickness of tapes 226 and 227. Tapes 226 and 227 can be fixed relative to tape 22 from the side of the bearing ends, without welding with tape 22. Unloading element 225 may contain in the direction of the ridge of the tape 20 several double tapes, similar to the tapes 226 and 227. The number of tapes in the discharge element depends on the height of the wave 222 and can vary from one to several pieces. Between the upper part of the tape 226, facing the apex 373, and the wave 222 there is a gap. Unloading elements, like element 225, are located under other waves of the corrugated tape 20 and other corrugated bearing tapes. These discharge elements are located in the space between two surfaces. One surface passes through the internal peaks 372, 373, 374 and similar peaks located on the inside of the corrugated tape 20 facing the surface of the journal. Another surface passes through the outer peaks 367, 369 and similar peaks located on the opposite, outer side of the corrugated tape 20.

When the axle 2 rotates with the working frequency displaced to the apex 373 and the load on the bearing is less than its bearing capacity, the corrugated tape 20 deforms. In this case, the entire bearing load perceived by the tape 20 is transferred to the insert 6 first through the internal vertices 372, 373, 374 the tape 20, and then through the outer peaks 367, 369 of the tape 20. When the load on the bearing exceeds its bearing capacity, dry friction begins between the upper tape 4 and the pin 2. With a further shift of the pin, contact occurs between the unloading element ohm 225 and wave 222 and part of the bearing load perceived by the tape 20, begins to be transferred to the liner 6 in addition to the outer peaks 367, 369 through the unloading element 225. The distance between the pivot points of the wave 222 decreases and the maximum load at which plastic deformation of the wave 222 occurs, increasing.

An increase in the maximum load on the bearing is also provided provided that the unloading elements are not located under each wave of the corrugated tape.

Other dispositions of the unloading elements are shown in Figs. 50 and 51. In Fig. 50, the unloading elements 229 are fixed on the outer surface of the upper tape 4 facing the corrugated tape 20. Under the action of a load not less than the bearing capacity of the bearing, the wave contact of the corrugated tape 20 with the unloading element 229 and part of the load from the trunnion to the liner 6 is transferred in addition to the internal peaks 372, 373, 374 of the tape 20 through the unloading element 229 and other adjacent unloading elements.

On Fig, the unloading element 230 is located between the liner 6 and the inner peaks 233 and 234 of the corrugated tape 235, its length in the direction of the axis of the liner 6 is greater than the length of the tape 231 and the element 230 is fixed relative to the liner 6 and the corrugated tape 231 outside the space between the tape 231 and the insert 6. The unloading element 232 is mounted directly on the wave 235 of the corrugated tape 231 between the apex 236 and the upper tape 4. Under the action of a load not less than the bearing capacity of the bearing, the load from the upper tape 4 to the liner 2 is transmitted in addition to zhnoy top 236 through the discharge member 230.

Shown in Fig.49 ... 51 options for the location of the unloading elements can be used in axial tape bearings.

The radial bearing shown in FIGS. 1 and 4 has axle cooling 2. Structural details for axle cooling are also shown in FIG. 23, as well as FIGS. 52 and 53, where parts of the cross section of the axle are shown. The pin 2 comprises an inner part in the form of a solid shaft 502 and an outer sleeve 501 concentrically mounted on the shaft 502. On the inner side of the sleeve 501 there are teeth 510, between which cooling channels 503 are located in the circumferential direction relative to each other. Each channel 503 is located along the bearing axis . Honey channels 503 and the outer surface 27 of the sleeve 501 is the outer part of the journal, having the shape of a cylinder with a hole. Thus, the channels 503 are located between the inner and outer parts of the pin 2. From one end of the sleeve 501 located on the first side of the bearing, there are radial protrusions or ribs 504 shown in FIG. 23 and FIG. 52, which are shown near the channels 503, where a view is shown on the sleeve 501 in the axial direction. The lateral surfaces of each rib 504 are located in the axial and radial direction and can be located, for example, at a slight angle to the radial direction. Between the ribs 504 are the exits from the channels 503, made in the form of channels that exhaust air from the channels 503 into the space surrounding the trunnion in the radial direction from the center of the trunnion. On the other end of the sleeve 501 located on the second side of the bearing, near the channels 503 there are protrusions, or ribs 505, directed at an angle to the radial direction towards rotation. Between the ribs 505 are the entrances to the channels 503, made in the form of channels supplying air from the surrounding trunnion of the space in the radial direction to the center of the trunnion. The inclination of the ribs 505 is chosen so that when the rotor rotates, the surrounding axle on the second side is sucked into the channels between the ribs 505 and is pumped under pressure into the channels 503. It is possible that the ribs 505 and the channels formed by them are absent, in which case the air is sucked in channels 503 through the inputs in the form of an annular space located at the site of the protrusions 505.

The heat from the bearing is partially removed by air passing through the gaps between the pin 2, the insert 6 and the sleeve 96 from the end of the bearing, where the ribs 505 are located, to the other end, where the ribs 504 are located due to the pressure differential at the ends of the bearing. Another part of the heat is removed due to the air passing through the channels 503. The air surrounding the trunnion enters the channels between the ribs 505 and then enters the channels 503. After passing through the channels 503, heated air passes through the channels between the ribs 504, where it acquires additional pressure. The air passing through channel 503 removes heat from the spigot, which is released in the lubricating layer and heats the spigot. The presence of ribs 505 and 504 at the inlet and outlet of the cooling channel 503 can reduce the pressure drop necessary for cooling on both sides of the bearing by increasing air circulation through the channels 503 or improve cooling of the bearing.

The channels 503 are located in the direction of the axis of the journal, however, a helical arrangement of such channels passing between the inner and outer parts of the journal is possible. The channels 503 have a rectangular shape, but a different sectional shape of the channel is possible, for example, cross-shaped, shown in Fig. 54, where the perimeter of the section of the channel 507 located between the inner and outer parts of the journal is larger than the channel 503, which increases the cooling surface of the channel.

A different arrangement of axial channels in the journal is possible, where the channels are located on the shaft between the teeth made on it, similar to the teeth of the sleeve 510, a sleeve with a smooth inner surface and an outer surface, which is the outer surface of the journal, is planted on the shaft. In this case, the channels are located between the inner part of the trunnion, which represents the solid part of the shaft without teeth, and the outer part of the trunnion, which represents the trunnion mounted on the shaft. The channels can be located along the axis or screw.

On Fig presents a cross section of the trunnion 507 with another variant of the cooling channels 506, similar to the channels 503. The channels 506 are located in a solid trunnion 507, which does not have an outer sleeve.

On Fig shows a cooling option with an additional increase in air circulation through the channels passing in the spigot and a decrease in the pressure drop necessary for cooling the pressure drop on both sides of the bearing when the axial bearing thrust disk 515 is located next to the bearing. The exit from the cooling channels 513 located in the outer sleeve 512 of the bearing journal is connected to the entrance to the channels 516 passing in the thrust disk 515 to its periphery. Due to the channels 516, when the rotor rotates, an additional pressure is created, and the flow of cooling air through the channels 513 increases.

Another similar option for an additional increase in air circulation when the bearing is located next to the electromagnetic part of the rotor of the electric motor or generator, the diameter of which is larger than the diameter of the bearing journal, is shown in Fig. 57. The outputs from the channels 519 located in the sleeve 518 of the axle of the bearing are connected to the entrances to the channels 522 passing in the cover disk 521 located on the end face of the electromagnetic part of the rotor to its periphery. An increase in the flow rate of cooling air through the channels 519 is achieved similarly to the embodiment shown in FIG.

Shown in Fig.52 ... 57 options for cooling the journal of the tape bearing can be used to cool other types of gas-dynamic bearings, where there are problems of heat removal from the lubricating layer.

Next to the hub 96 shown in FIG. 4, an electromagnet 183 is located in the axial direction, comprising a core 185 and a coil 186. Three more electromagnets, similar to electromagnet 183, are located around the rotor rotational surface in the circumferential direction. Electromagnets are designed to create constant and variable forces acting on the rotor designed to unload the tape bearing from radial forces from the rotor side and to reduce the amplitude of the oscillations of the rotor in the range of medium frequencies close to the critical rotation frequencies p Otora. To unload the bearing from radial forces, it is necessary, as a rule, at least two pairs of electromagnets, where the electromagnets of one pair are located to each other in the diametrical direction, and the other pair is located in the transverse direction with respect to the first pair. For unloading a horizontal rotationally inclined rotor from the weight of the rotor, one electromagnet is enough. When a current passes through one of the coils, the corresponding electromagnet attracts the pin 2. The remaining electromagnets attract the pin in the same way. Electromagnets 183 are included in the electromagnetic discharge system of a radial bearing.

The electromagnet can be located relative to the tape radial bearing both from the side of the center of the rotor and from the cantilever side of the rotor. The axial distance between the electromagnet and the bearing can be different. When using an electromagnet in order to reduce the load on the radial bearing, it is necessary that the radial displacement of the rotor axis from the central position towards the electromagnet at the installation site of the electromagnet coincides in sign with the radial displacement of the rotor axis at the location of the bearing. An increase in the difference of these eccentricities, which increases with increasing distance between the electromagnet and the bearing when the rotor axis is not parallel displaced from the central position, worsens the conditions for controlling the electromagnet. When using an electromagnet in order to reduce the amplitude of rotor vibrations, the signs of the speed of the radial displacement of the axis of the rotor in the direction of the electromagnet, equal to the speed of displacement to the electromagnet of the rotor surface, at the installation site of the electromagnet coincided in sign with the corresponding speed at the location of the bearing. In view of the foregoing, it is desirable that the electromagnet is located closer to the bearing in the axial direction.

On Fig shows a variant of the block diagram of the control system of the electromagnetic discharge device and the preload control device of the radial bearing shown in figures 1 and 4.

The outputs of the force sensors 94 installed in the bearing shell 6 are connected to the inputs of the amplifiers 604. The outputs of the amplifiers 604 are connected to the inputs of the driver 608. The driver 608 generates electrical signals S _X and S _Y proportional to the projection on the X and Y axis acting from the pin 2 on force sensors 94 load. In the case of non-linearity of the sensor 94 or amplifier 604, the drivers 608 can provide a signal that is non-linear, but monotonically dependent on the load.

The outputs of the driver 608 are connected to the inputs of the filters 614 of the processing line of the electrical signals of the middle frequency. Filters 614 pass frequencies that do not exceed a frequency on the order of the frequency of critical rotor vibrations, for example, slightly greater than the second or third critical frequency. The outputs of the filters 614 are connected to the inputs of the differential D-controllers 618 and the proportional P-controllers 619.

Variants of the sequence of arrangement of the filter 614 are possible, where the latter is located between the D-controller 618 and the adder 620 or between the adder 620 and the driver 622 or between the driver 622 and the power amplifier 642, 643, 644 and 645.

On Fig ... 63 presents options for dependencies characterizing the operation of various options for the D-controller 618.

On Fig presents the dependence of the differential regulation coefficient D from the speed V _I changes the input signal for a conventional linear D-controller, where the coefficient D does not depend on the speed V _I.

In non-linear D-controller 618, a signal is first generated that is proportional to the rate of change V _{I of} the input signal. Then, the output signal S _{O of the} D-controller 618 is further modified as shown in FIGS. 60 ... 63.

On Fig shows the dependence of the signal S _O from the value of V _I when decreasing V _I from the extreme value (V _I ) _max to the extreme value (V _I ) _min . On Fig presents the corresponding Fig. 60 the dependence of the differential regulation coefficient D equal to the ratio of the values of S _O and V _I from the value of V _I. When decreasing in the direction of the zero value of the value of V _I in the interval from (V _I ) _max to (V _I ) _{1, the} value of S _O at first monotonously increases, remaining negative. Moreover, the coefficient D is equal to a constant negative value of D ₀ , as in a conventional D-controller. Then, unlike the usual D-controller, the dependence for which corresponds to line 664, the value of S _O jumps up to a positive value and at 0 <V _I <(V _I ) ₁ decreases to zero. The value of the coefficient D is equal to some positive value of D ₁ . Further, when (V _I ) _min <V _I <0, the value of S _O monotonically increases. Moreover, the coefficient D is equal to D ₀ .

On Fig presents the dependence of the signal S _O from the value of V _I with increasing V _I from the extreme value (V _I ) _min to the extreme value (V _I ) _max . On Fig presents the corresponding Fig, the dependence of the coefficient D on the value of V _I. When increasing in the direction of the zero value of the value of V _I in the interval from (V _I ) _min to (V _I ) _{2 the} value of S _O at first monotonously decreases, remaining positive. The average value D _{1 of the} coefficient D is equal to D ₀ . Then the value of S _O abruptly decreases to a negative value and at (V _I ) ₂ <V _I <0 it rises to zero. The value of the coefficient D is equal to some positive value of D ₁ . Further, when 0 <V _I <(V _I ) _{max, the} value of S _O monotonically decreases. Moreover, the coefficient D is equal to D ₀ .

Presented on Fig.59 ... 63 dependencies has the following meaning. Due to the inertia of the control system, in particular, the inductance of the electromagnets, the force exerted on the rotor by the electromagnets has a phase shift in comparison with the radial displacement of the pin, further displacement of the pin, or in comparison with signals S _X and S _Y proportional to the bearing load . The phase shift depends on the electromagnetic properties of the control system, including the electromagnet, and increases with increasing frequency of the signals at the input of the D-regulators 618. An increase in the phase shift reduces the effect of reducing the oscillations and increases the currents and heat generation in the coils of the electromagnet 183. The filter 614, which cuts off the oscillations with frequency higher than specified, allows the control system to not respond to fluctuations of the high-frequency rotor, for example, oscillations with the working rotor speed and therefore reduces currents, power consumption and heat generation in the carcasses of the electromagnet 183. A variant is possible where the filter 614 can cut off, for example, not the entire frequency range above the specified one, but only those zones where the oscillations of the signal supplied to the input of the filter 614 are greatest, for example, fluctuations from the working rotor speed to twice as high, as well as high-frequency vibrations of the turbomachine body relative to the rotor, caused, for example, by gas vibrations in the flow parts of the turbomachine. In the absence of filter 614, the effect of decreasing the amplitude of critical oscillations of the rotor will be present, although it will decrease, but the heat generation in the coils of electromagnet 183 will be greater. This positive effect can be obtained using both linear and non-linear differential regulators. To reduce the phase shift and reduce the amplitude of the oscillations in the nonlinear differential controller 618, the sign and the modulus of the differential coefficient D change in a certain portion of the interval of the change in speed V _I. The optimal ratio of the values of D ₀ and D ₁ and the location of the plot, where the coefficient D changes sign, depends on the phase shift and other parameters of the control system.

In proportional P-controller 619, a signal is generated which is proportional to the input signal passed through filter 614. Due to the suppression of high-frequency vibrations by the filter, the stability of the P-controller 619 is increased. The bearing load is approximately proportional to the offset of the journal, therefore, the proportional coefficient of the P-controller 619 approximately determines the additional stiffness of the bearing assembly, where the main component of stiffness is created by the tape bearing. In the normal operation mode of the turbomachine, the P-controller is disabled to exclude the occurrence of self-oscillations, however, when the rotor accelerates and stops, when the rotor speed coincides with its critical frequencies, the P-controller 619 can be used to correct the stiffness of the bearing assembly in order to tune the critical frequency from the frequency rotor rotation and avoid resonance. The same function can play the load control device preload the rotor, which is discussed below and shown in Fig.64.

The outputs of the driver 608 are also connected to the inputs of the filters 630 of the low frequency electrical signal processing line. Filters 630 pass only frequencies lower than, for example, several tens of hertz and somewhat higher than the frequencies of possible oscillations of the rotor during surge. The outputs of the filters 630 are connected to the inputs of the integrated I-regulators 638. The limitation of the maximum frequency at the input to the I-regulators 638 eliminates the occurrence of instabilities in the control system even with a large time constant. I-regulators 638 also have inputs connected to outputs from controller 640 to set the control setpoint. One of the inputs of the controller 640 is connected to the rotor speed sensor 606. The output signal from the I-controllers 638, as in a conventional integral controller, is proportional to the time integral of the difference between the setpoint set by the controller 640 and the input signal. To reduce heat dissipation in the coils of the electromagnet 183, it is possible that the I-regulators 638 begin to produce a non-zero signal only when the difference module between the setpoint set by the controller 640 and the input signal is greater than a predetermined value. The controller 640 is connected to the P-regulators 619 to change the coefficient of P-regulation during operation of the turbomachine.

The controller 640 is designed to receive and process signals from amplifiers 604 of the force sensors, shaper 608, speed sensor 606, output setpoint signals to I-controllers 638, a signal to a power amplifier 643 of an electromagnet power supply and a signal to a drive 650 of a preload control device 655 represented by in Fig.4 a bolt 104, a lever 105 and a ring 98, as well as for temporarily disabling the outputs of the driver 608 to the filters 614 and 630.

The outputs from the D-regulators 618 and I-regulators 638 are connected to the inputs of the adders 620. The adder 620 sums the signals from the D-controller 618 and the I-controller 638. The outputs of the adders 620 are connected to the inputs of the control currents 622 for unloading the bearing in the X and Y. The outputs of each driver 622 are connected to the inputs of power amplifiers 642, 643 644, and 645.

In General, using the control system of the electromagnetic rotor unloading device shown in Fig. 58, the following technical results are achieved: unloading the tape bearing from low-frequency and constant loads through I-regulators 638, damping and decreasing the amplitude of the mid-frequency oscillations through D-regulators 618 and adjusting the preload of a tapered bearing through a preload control device 655 of the bearing, unloading the tapered bearing from the weight of the rotor during start-up and shutdown due to direct feeding of electric omagnita controller from a given amount of current. The listed technical results do not allow using the proposed control system with the electromagnetic rotor unloading device as an autonomous rotor bearing, since a force is not generated that increases with increasing radial displacement of the journal and opposite to this sign displacement, however, when working together with a tape bearing, this system effectively compensates for the disadvantages belt bearing and is simpler and less expensive compared to an electromagnetic control system bearing. These technical results are achieved using various parts of the control system shown in FIG. Each of these parts of the control system can be used for the tape bearing separately, without the use of other parts.

The part of this control system, designed to damp and reduce the amplitude of the rotor oscillations in the tape bearings, includes a signal conditioning unit proportional to the rotor displacement located in one circuit, comprising a force sensor 94, an amplifier 604, and a driver 608, also includes a filter 614, D-regulator 618, and a signal generating unit for controlling electromagnets, which includes a former 622 and power amplifiers 642, 643, and 644. A filter 614 can be located anywhere on this circuit between an amplifier 604 and an electromagnet 185. From the effective use of this part of the control system can effectively reduce the amplitude of the critical rotor vibrations and vibrations from other exciting forces when using electromagnets with a maximum attractive force significantly lower than the bearing capacity of the tape bearing, smaller dimensions in the power supply by setting very large damping coefficients, by an order of magnitude and more than the damping coefficient of the tape bearing.

The control elements shown in FIG. 58 can be used for other types of gas bearings having relatively weak damping. For example, a damping system and a decrease in the amplitude of mid-frequency oscillations through a filter and a D-controller can be used.

The control system shown in FIG. 58 implements the above technical results in all possible radial directions. However, these technical results can also be realized with a single electromagnet. In this case, the results will be obtained in only one direction of the radial displacement of the rotor. The control system will be simplified by reducing the number of channels to one if the direction of installation of the force sensor and the electromagnet coincide.

Before starting the rotor, at zero speed, the outputs of the driver 608 connected to the filters 614 and 630 are disabled by the controller 640. The signals from the force sensors 94 through the amplifiers 604 are fed to the driver 608 and then to the controller 640. The average value 640 is recorded in the controller 640 signals (S _X ) ₁ and (S _Y ) ₁ coming from the shaper 608. Then, from the controller 640, a constant electric signal of a given value passing through the amplifier 643 and supplied to the coil 186 is supplied to the input of the power amplifier 643 to create a weight-reducing force the rotor load on the radial bearing. The magnitude of the signal depends on the angle of inclination of the axis of the rotor to the horizon, decreasing with increasing this angle. After that, the average value of the signals (S _X ) ₀ and (S _Y ) ₀ coming from the former 608 is recorded in the controller 640.

Next, the rotor accelerates with the unloading of the radial bearing from the weight load, which can be carried out in two ways.

In the first embodiment, the rotor accelerates to a predetermined frequency, for example, close to the ascent frequency, while the constant force continues to operate from the electromagnet. This stage is completed, i.e. the electromagnet is switched off and the constant force from the electromagnet ceases to act on the rotor, after the signal from the speed sensor 606 arrives at the controller 640 when the specified speed is reached. There is another option for completing the stage by a signal to the controller from another type of sensor, for example, a pressure sensor in the flow part of a turbomachine, which depends on the rotor speed. When the rotor stops after the rotation speed is reduced to the above value, the signal of the specified value is again output from the controller 640 to the input of the power amplifier 643 to the coil 186 to create a force that reduces the weight load of the rotor on the radial bearing.

In the second option, before the rotor accelerates, the constant signal coming from the controller to the amplifier 643 is turned off and the outputs of the driver 608 connected to the filters 614 and 630 are turned on. When the rotor is subsequently accelerated to a predetermined frequency, for example, the rotor ascent frequency in the bearing, signals (S _X ) ₀ and (S _Y ) ₀ are used in I-regulators 638 as a control setpoint to ensure that the bearing is unloaded from the weight of the rotor. Upon reaching the specified frequency in the controller 640, the settings of the I-regulators 638 s (S _X ) ₀ and (S _Y ) _{0 are} changed to s (S _X ) ₁ and (S _Y ) ₁ and the outputs of the former 608 connected to the filters 614 and 630 are turned on Changing the settings eliminates the unloading of the rotor weight by the electromagnet and reduces heat generation in the coil 186. This adjustment of the control settings allows optimizing the joint operation of the tape bearing and the electromagnetic unloading device and prevents the load of the tape bearing from additional force from electromagnet 183 due to inaccurate setup Menus management.

At the beginning of the acceleration of the rotor, the load device 655, at the command of the controller 640, displaces the parts of the liner 6 shown in Fig. 1 in the radial direction from the journal 2 and creates a minimum preload to reduce the rigidity and frequency of critical vibrations of the rotor in the bearing.

During acceleration of the rotor, the controller controls the load device, increasing and lowering the preload and ensuring the minimum amplitude of resonant oscillations during passage of the critical rotor frequencies. This process is shown in FIG. 64, which represents the dependence of the oscillation amplitude A of the unbalanced rotor in the tape bearings on the rotation frequency N. Curve I shows the dependence of the amplitude A on the rotation speed N with low stiffness of the tape bearings when the preload is minimal. Curve II shows the dependence of the amplitude A on the rotational speed N with increased stiffness of the tape bearings, after increasing the preload using a load device. Curves I and II have two critical frequencies: N ₁ and N ₃ , N ₂ and N _4, respectively. After the axle starts and ascends in the tape bearing, acceleration is carried out along curve I to point a , where the oscillation amplitude begins to increase and the specified speed determined by controller 640 is reached, then, by the command of controller 640, preload is increased on load device 655, the tape bearing stiffness increases and transition occurs from curve I to curve II to point b. The preload increase is selected so that further acceleration is performed along curve II to point c. This eliminates the resonance at a frequency of N ₁ . Further, acceleration occurs through points c, d, e, f, g, h, k with successive transitions from curve II to curve I and vice versa when the set speed value is reached, when the oscillation amplitude begins to increase. The described process allows you to pass the zone of critical frequencies from N ₁ to N ₄ with a small amplitude of the oscillations of the rotor. After reaching point k, the preload and stiffness of the bearing increases and transition to curve II to point T occurs. Further acceleration and operation of the rotor occurs with increased preload to provide increased stiffness and damping of the bearing.

Unloading the bearing from mid-frequency vibrations, for example, self-oscillations of the rotor, is as follows. The alternating signals received from the force sensors 94 and converted into amplifiers 604 and the former 608, which are proportional to the projections on the X and Y axis of the load acting on the bearing, pass filters 614, are converted after passing D-regulators 618, adders 620, shaper 622, and power amplifiers 642, 643, 644 and 645 and create between the electromagnet 183 and the rotor a force directed against the radial displacement speed of the journal. Such a force causes a decrease in the amplitude of the mid-frequency oscillations of the rotor.

Unloading the bearing from low-frequency oscillations, for example, surge oscillations of the rotor, is as follows. The low-frequency alternating signals coming from the force sensors 94 and converted into amplifiers 604 and the former 608, proportional to the projections on the X and Y axis of the load acting on the bearing, pass filters 630, are converted after passing through the I-regulators 638, adders 620, the former 622 and power amplifiers 642, 643, 644 and 645 and create between the electromagnet 183 and the rotor a force directed against the load acting on the trunnion. Such a force causes a reduction in the load acting on the pin.

When the rotor is braked, the passage through the critical frequency zone to ensure a small amplitude of the rotor oscillations is performed with the variable preload provided by the controller 640 in the reverse order compared to the rotor acceleration: through the points m, k, h, g, f, e, d, c, b, a. After reaching the specified rotation speed, the outputs of the shaper 608 connected to the filters 614 and 630 are disabled by the command of the controller 640 and a constant electric signal is supplied to the input of the power amplifier 643 from the controller 640 and is fed to the coil 186 after the amplifier 643 to create a vertical force when starting and stopping the rotor, reducing the weight load of the rotor on the radial bearing.

As mentioned above, the bearing load is approximately proportional to the offset of the pin. This allows you to apply presented on Fig variant of the control system when using sensors of radial displacement of the axle, i.e. axle displacement sensors in the direction normal to the axle surface, hereinafter axle displacement sensors, or axial radial displacement sensors, instead of force sensors.

On Fig shows a variant of the control system when using sensors of radial displacement of the axle instead of the force sensors. Displacement sensors 670 and 671 are located around the pin 2 for detecting displacements of the pin in mutually perpendicular directions, for example, in the vertical and horizontal direction with the horizontal position of the axis of the rotor. Sensors 670 and 671 may be located near the electromagnet 185 in the circumferential direction or, for example, the other side of the bearing in the direction of the axis of the rotor. Variants using displacement sensors, for example, eddy current or capacitive type.

As for the control system with the force sensor shown in FIG. 58, where it is possible to obtain a technical result, in particular vibration damping, using one electromagnet and force sensor, the same result can be obtained for the control system shown in FIG. 65, using one electromagnet and a displacement sensor.

Compared with the control system shown in Fig. 58, in addition to replacing the sensors, two amplifiers 605 are installed instead of three amplifiers 604, the former 608 is replaced by a switch 609, which, upon the command of the controller 640, connects the amplifiers 605 that give the signals S _X and S _Y to each of them of these signals by filters 614, the controller 640 has reduced the number of inputs due to the amplifiers of three 604 to two amplifiers 605. The settings of the D and I regulators 618 and 638 can be changed.

The switch 609 is only used for switching and disconnecting the inputs connected to the amplifiers 605 and the outputs connected to the filters 614 and 630. Switching is performed by the command of the controller 640. Since the amplifiers 605 immediately give the offset value of the axle in two coordinates, the controller receives this signal directly from the amplifiers 605

The algorithm of the control system shown in Fig.65, is practically no different from the algorithm of the control system shown in Fig.58.

The part of this control system, designed to reduce the amplitude of oscillations of the rotor in the tape bearing, includes a signal conditioning unit proportional to the rotor displacement, which contains radial displacement sensors 670 and 671, an amplifier 605 and a driver 609, also includes a filter 614, D-regulator 618 and a signal conditioning unit for controlling the electromagnets, which includes the driver 622 and power amplifiers 642, 643, and 644.

On Fig shows a variant of the control system when using sensors for the speed of radial displacement of the axle, or sensors for the speed of displacement of the rotor, instead of sensors for radial displacement of the axle. Sensors 674 and 675 of the displacement speed of the axle 2 are located around the axle 2 for fixing the displacement speed of the latter in mutually perpendicular directions, for example, in the vertical and horizontal direction with the horizontal position of the axis of the rotor. Sensors 674 and 675 may be located near electromagnet 185 or on the other side of the bearing. A variant using a rotor displacement velocity sensor, for example, an inductive type.

Displacement velocity sensors 674 and 675, as well as displacement sensors 670 and 671, can be located at different distances in the axial direction from the radial bearing. The effect of this distance is similar to the effect of the distance between the bearing and the electromagnet described above. With this in mind, as well as for an electromagnet, it is desirable that these sensors are located closer to the bearing in the axial direction.

Unlike previous control systems, in this system shown in FIG. 66, there is no integral controller and there is no reaction to static rotor displacement. Compared with the control system shown in Fig. 65, the displacement sensors of the axle 670 and 671 with amplifiers 605 are replaced by the displacement speed sensors of the axle 674 and 675 with amplifiers 676. There are no elements of the system for unloading the tape bearing from mid-frequency oscillations: filters 630, I-regulators 638, P-controllers 619 and adders 620. Instead of D-controllers 618, P-controllers 677 are installed.

The outputs of the speed sensors 674 and 675 are connected to the inputs of the amplifiers 676. The outputs of the amplifiers 676 are connected to the inputs of the switch 609. In the event of a nonlinearity of the speed sensor or amplifier, a signal can be output non-linearly depending on the load.

The output of the filter 614 is connected to the input of the proportional P-controller 677. A variant of the dependence of the regulation coefficient of the P-controller 677 equal to the ratio of the signals at the input and output of the controller 677 on the signal value at the output S is shown in Fig. 67. The coefficient P in this embodiment is not a constant value over the entire range shown. Moreover, the modulus of the average value P _{0 of the} coefficient P in the interval S from (S) _max to (S) _{1 is} greater than the module of the average value P _{1 of the} coefficient P in the range S from (S) ₁ to 0.

A variant of the control system shown in Fig.66 is intended only for unloading the bearing from mid-frequency oscillations, for example, self-oscillations of the rotor, discussed in detail in the description of the control system shown in Fig.58. while the functions of the elements of the control system shown in Fig. 65, the displacement sensor 670, the amplifier 605 and the D-controller 618 are performed using the displacement speed sensor of the rotor 674, the amplifier 676 and the P-controller 677.

Filter 614 may be located anywhere between amplifier 676 and electromagnet 185 in a circuit comprising amplifier 676, P-regulator 677, driver 622, and electromagnet 185.

A variant of an axial tape bearing is shown in FIGS. 4 and 68 ... 73. On Fig shows a section of an axial bearing cylindrical surface with an axis coinciding with the axis of the rotor. On Fig and 70 shows the cuts of the individual elements of the axial bearing in the radial direction.

The upper belt 156 is located between the end, abutment surface of rotation 173 of the abutment disk 154 mounted on the rotor and the flat, abutment surface of the axial bearing housing 168, which is capable of bearing load, i.e. between the disk 154 and the housing 168. The sliding surface 173 is particularly flat. The tape 156 faces the inner surface 173 and has a ring shape. Between the tape 156 and the surface 173, a lubricating layer 150 is formed.

Between the outer, opposite inner, surface of the tape 156 and the thrust surface of the housing 168, i.e. between corps 168 and tape 156, blocks of corrugated tapes 165 are located. Between the block 165 and the tape 156 there is an intermediate element in the form of an intermediate sheet 170. Between the abutment surface of the housing 168 and the block 165 there is a support tape 174. Between the outer surface of the tape 174 and the housing 168 are located in the direction of the axis of the rotor of the upper liner 158 and the lower liner 160, perceiving bearing load.

The load acting on the axial bearing is transferred to the housing 168 through the upper tape 156, the corrugated tape unit 165, the support tape 174, the upper and lower liners 158 and 160, respectively, and other elements, which are described below.

On Fig shows a plan view of a part of the thrust disk 154. On the peripheral annular part of the surface 173 of the disk 154 are located in a circumferential direction relative to each other grooves 845. The grooves are inclined, or not perpendicular to the midline 846 of the sliding surface 173 of the thrust disk located in the circumferential direction, bounded by the outer and inner circles 847 and 848, respectively, and coinciding with the middle line of the bearing, i.e. the middle line of the upper tape 156, passing in the middle between the outer and inner diameter of the upper tape 156. The location of the grooves on the surface of the disk 154 is usual for an axial bearing with grooves on a thrust disk having a rigid non-rotating surface. Between the grooves 845, the surface of the disk 154 is part of the surface 173.

The presence of such grooves on the sliding surface of the thrust disc increases the pressure in the lubricating layer and the bearing capacity of the bearing during rotation of the pin. The effect of increasing pressure is especially noticeable during acceleration and stop of the rotor, when the minimum thickness of the lubricating layer is small. Increasing the bearing capacity of the bearing during acceleration and shutdown of the rotor leads to a decrease in the speed of ascent and landing of the thrust disc in the bearing.

On Fig shows a cross section of the thrust disc plane AA. The transition 849 between the bottom of the groove 845 and the surface 173 is rounded, and is similar to the transition profile between the groove 402 and the surface 27 of the pin 2 shown in FIG. A variant with a transition profile between the grooves 845 and the flat surface 173 is possible, similar to the profile shown in Fig.21.

There is another possible arrangement of the grooves, similar to the arrangement of the grooves on the pin 2 shown in FIG. 4, when on the surface 173 of the disk 154 there is an additional row of grooves located non-perpendicular to the midline 846, i.e. to the circumferential direction, on the inner part of the surface 173 from the inner circumference of the bearing 848 and the middle line 846. This arrangement of grooves on the surface of the disk is also common for an axial bearing with grooves having a rigid non-rotating surface.

A different arrangement of the grooves is possible when on the surface 173 of the disk 154 there is one row of grooves located non-perpendicular to the midline 846 on the inner part of the surface 173 from the circumference 848 and the midline 846. This arrangement of grooves on the surface of the disk is also common for an axial bearing with grooves having a rigid non-rotating surface.

FIG. 73 shows a plan view of an axial bearing without an abutment disk 154. The belt 156 and the intermediate sheet 170 are shown in part for a better understanding of the design of the bearing. The upper ring-shaped tape 156 has three protrusions on the periphery, each of which has an arcuate notch 812, with which the tape 156 is held in the radial and circumferential direction by pins 838 secured to the bearing housing 168. The support tape 174. is fixed in the same way. 156 is axially supported on an annular sheet 170. The sheet 170 has cutouts, similar to cutouts 812, for holding in the radial and circumferential direction with pins 838. The thickness of the sheet 170 may be slightly larger than the thickness of the tape 156 to create greater bending stiffness. The sheet 170 has grooves 830 located between the protrusions 832 and located relative to each other in the circumferential direction. The grooves are located on the inner side of the sheet 170, facing the tape 156, at an angle, i.e. non-perpendicular to the circumferential direction, i.e. to the middle line 840 of the bearing, passing in the middle between one side, inner edge 841 and the other side, outer edge 842 of the working part of the upper ribbon 156, and form a Christmas tree structure. The shape and location of the grooves 830 is similar to the shape of the grooves in known axial bearings with grooves located on hard surfaces that generate pressure in the lubricating layer during rotation of the heel adjacent to the grooved surfaces. The depth of the grooves 830 may depend, for example, on the size of the bearing and ranges from several to several tens of micrometers. To facilitate the deflection of the top of the tape into the groove, the width of the groove 830 may be greater than the width of the inter-groove protrusion 832.

On Fig shows a cross section of the bearing shown in Fig, broken plane AA. When the thrust disk rotates under the influence of the pressure of the lubricating layer, the upper tape 156 bends into the grooves 830. The grooves formed on the upper tape 156, located axially above the grooves 830, provide an increase in the pressure of the lubricating layer and the bearing capacity of the bearing.

Variants of different grooves on the intermediate sheet are possible. On Fig grooves 853, located on the intermediate sheet 852, are made on the peripheral part of the surface of the tape 852, facing the upper tape 156, and have the appearance of the outer part of the grooves 830. In Fig. 75 grooves 855 located on the intermediate sheet 854 are made on the inner part of the surface of the sheet 854 facing the upper tape 156, and have the appearance of the inner part of the grooves 830.

The sheet 170 is supported by an elastic member comprising blocks 165 with continuous and circumferentially-shaped corrugated tapes 814, 816, 818, 820 and 822 shown in FIGS. 68 and 73. The corrugated tape block 165 has an annular sector plan and is fixed to the support tape 174 in any suitable way, for example by welding, at points 172. The bearing shown in FIG. 73 has six blocks 165 located on the support tape 174 in the circumferential direction. The length of the block of corrugated tapes in the circumferential direction is usually determined by the convenience of the location of the folds on the corrugated tape relative to the fixed or free edge of this tape and can reach, for example, about ten. Blocks of corrugated tapes with a different profile, for example, shown in Fig. 9, can be used as an elastic element. The vertices of the waveforms 802, 804, 806 and 808 of the waves of block 165 are shown in broken lines in FIG. The width of these tapes in the radial direction decreases from the middle tape 118 to the outer tape 814 and to the inner tape 822. Such a change in the width of the tapes is intended to reduce the rigidity of the block 165 from the middle line 840 of the bearing, where part 818 is located, to the outer part and the inner part, where parts 814 and 822 are located, respectively.

Shown in FIGS. 4 and 73, the upper tape 156 is flat and grooves appear on it only when excessive pressure occurs in the lubricating layer between the disk 154 and the belt 156. This pressure initially occurs due to the grooves located on the disk 154.

Another option is possible to create the initial overpressure at a low rotor speed, as shown in Fig.77, which shows a section of the bearing, similar to the section shown in Fig.76. The upper ribbon 887, similar in plan to the upper ribbon 156, has preformed grooves 888 with borders 889 and 890 located axially above the grooves 830. The grooves 888 are located on the tape 887 like the grooves on the sheet 170. The depth of the preliminary grooves 888 on the upper tape is less than on the sheet 170 and approximately equal to the depth of the grooves on the thrust disk 154, i.e. about a few micrometers. The grooves on the upper tape can be preformed by stamping or machining the surface of the tape 888. When using the upper tape with preformed grooves, the initial excess pressure in the lubricating layer can be created with a flat surface of the thrust disk, i.e. in the absence of grooves on it.

Upper tape 887 with grooves 888 can be used to create initial overpressure in the lubricating layer of the bearing and to reduce the ascent rate without intermediate sheet 170 when using conventional corrugated tape or, for example, a sheet of elastic material as an elastic element.

A similar option with preformed grooves on the upper belt is also possible for a radial bearing. For example, such grooves can be made on the upper tape above the grooves 376 of the intermediate sheet 386 shown in FIG.

As the pressure in the lubricating layer increases, the upper tape bends into the grooves on the sheet 170 and the depth of the grooves on the upper tape increases. An increase in the bearing capacity of the bearing during acceleration and stop of the rotor and a decrease in the ascent and landing speed of the thrust disk in the bearing are achieved similarly to the variant with grooves on the thrust disk, shown in FIGS. 4 and 71.

Another embodiment of an upper axial bearing tape intended to support a thrust disk with a sliding surface in the form of a continuous circle is shown in FIG. 78. The working portion of the upper tape 860 has a circle shape without an internal hole. The upper tape 860 rests on an intermediate sheet 861 having grooves 864 located non-perpendicular to the circumferential direction. The intermediate sheet 861 rests on the circumferential blocks of corrugated tapes 862. In the center of the bearing, the intermediate sheet 861 rests on the corrugated tape 863 fixed to the support tape 174.

Another option is the formation of grooves on the upper tape of the axial bearing shown in Fig. 79. Grooves are formed like grooves on the top of the radial bearing shown in FIGS. 1 and 13. In FIG. 79, a block 865 of corrugated tapes 868, 869, 870, 871 and 872 is secured by welding at points 866 on a support tape 174. Corrugated tapes of the block 865 are located in the circumferential direction. The width of the corrugated tapes 868 and 869, located closer to the outer lateral edge of the upper tape 156, periodically changes in the circumferential direction. The vertices of the tapes 868 and 869 are located relative to each other in such a way that the vertices with narrow sections of the tapes 868 and 869, having lower stiffness, alternating with the vertices with the wide sections of tapes 868 and 869, having greater rigidity, are located along the directions indicated by arrows, i.e. e. from the outer edge of the tape 865, i.e. from the outer lateral edge of the upper tape 156, to its midline, i.e., and in the circumferential direction in the direction of rotation, not perpendicular to the circumferential direction.

Under the pressure of the lubricating layer, the upper belt 156 extrudes in the direction from the stop disk 154 more along narrow vertices, along the directions shown by arrows, where the stiffness of the corrugated belts is less. This leads to the formation of grooves on the upper belt 156. The presence of such grooves increases the pressure of the lubricating layer and the bearing capacity of the bearing.

Another variant of the elastic element of the axial tape bearing with the formation of grooves on the upper tape is shown in Fig. 80. Between the support tape 174 and the upper tape 156 there is an elastic element representing a continuous circumferentially annular perforated sheet 875 of elastic material, for example rubber. The sheet 875 has, on the outside, a plurality of holes 876, 877, 878 and 870 having a large area and forming zones of lesser stiffness located along the directions indicated by arrows, i.e. from the outer edge of the tape 875 to its middle part, not perpendicular to the direction of rotation. Holes 880, 881, 882 and 883, having a smaller area compared to holes 880, 881, 882 and 883, form zones with greater rigidity and are designed to control the ratio of zones with greater and lesser rigidity. The openings 884 and 885 located on the inner side of the sheet 875 are designed to smoothly reduce the stiffness of the tape 875 to the inner edge.

Under the pressure of the lubricating layer, the upper belt 156 extrudes in a direction from the stop disk 154 more above the areas with less rigidity of the sheet 875 along the directions shown by arrows. This leads to the formation of grooves on the upper tape 156 with its peripheral parts located non-perpendicular to the circumferential direction. The presence of such grooves increases the pressure of the lubricating layer and the bearing capacity of the bearing.

A variant of the bearing shown in Fig. 80 is possible, where instead of holes 884 and 885 located on the inner side of the sheet 875, holes are located similar to holes 876 and others having a circumferentially alternating area located on the outer side of the sheet 875 and forming alternating the circumferential direction of the zone of lesser and greater rigidity for the formation of grooves on the tape 156.

A variant of the bearing with an annular sheet of elastic material is possible, where instead of round holes made on the sheet 875, there is a mesh structure where, due to the different area of the holes, zones of lower and higher stiffness are formed, similar to the zones on the sheet 875. A variant of the bearing with an annular elastic is also possible. sheet 886 shown in Fig. 81. Instead of the holes 876 and others shown in FIG. 80, wide and narrow slots 850 and 851 are located on the outer part of the sheet 886, open from the outer edge, forming alternating zones with lesser and greater rigidity in the circumferential direction on the sheet 886.

On Fig shows a variant of the bearing with the usual arrangement of several, for example three, upper tapes 878, mounted in the radial direction on the support tape 174 by welding at points 876. On Fig shows a section of this bearing in the radial direction. Between the tape 875 and the tape 174 are located in the circumferential direction two corrugated tape 877 and 878, mounted on the tape 174 at points 879 and 880, respectively. Between the tape 875 and the tapes 877 and 878, there is an intermediate sheet 882 mounted on the tape 875 in the radial direction at points 883. The sheet 882 has grooves 884 similar to the grooves 853 shown in Fig. 76. The height of the corrugated tape 877 increases in the direction of rotation of the thrust disk from the free edge to the edge fixed at points 879, providing a lubricating layer in the form of a converging wedge between the upper tape 875 and the thrust disk to generate excess pressure. Grooves 884 provide for the formation of grooves on the upper belt under the action of overpressure and help to increase the pressure in the lubricating layer and increase the bearing capacity of the bearing. The presence of a converging lubricant layer in the form of a converging wedge allows to ensure the bearing capacity of the bearing without grooves on the thrust disc.

The axial bearings shown in FIGS. 73, 79 and 80 have a flat top tape. With a rotating thrust disk and the presence of a lubricating layer, the shape of the lubricating layer in the bearing is similar to the corresponding form in the gas-dynamic mechanical seal with grooves used in the technique to reduce gas leakage along the rotor from high to low pressure. Therefore, the indicated axial bearing variants will allow a low gas flow in the radial direction between the thrust disk and the upper tape at different pressures on the inner and outer edges of the bearing. In addition to the flow of gas through the lubricating layer, the gas also flows through the bearing in the radial direction through the channels between the corrugated tape 165, the sheet 170 and the tape 174 shown in Fig. 73. These flows are much larger than flows through the lubricant layer, which significantly reduces the effectiveness of the seal.

In the bearings shown in Figs. 80 and 81 with an elastic ring-shaped element, the overflow between the upper tape 156 of the support tape 14 will be small, since there is practically no clearance there, and such bearings can be used as mechanical seals.

A significant reduction in overflows through the channels formed by the corrugated tape, when the axial bearing can be used as an end seal, can be achieved with a certain arrangement of the corrugated tape, when the ridges, and therefore the creases of the corrugated tape, are located in the circumferential direction. On Fig ... 97 shows various options for an axial bearing - seals with this arrangement of folds.

On Fig shows an option where between the upper tape 156 and the supporting tape 174 is an elastic element 898 made of a single sheet and containing corrugated tapes 895, each located in the radial direction, separated by narrow slots, i.e. gaps, 897 located in the radial direction. The number of corrugated tapes can be, for example, from one to several tens and is determined by the convenience of manufacture and the size of the bearing. The crest lines of corrugated ribbons 985, indicated by dotted lines, are straight. The crest lines may also be curved, for example, in the form of a circular arc. On Fig shows a cross section of the corrugated tape 895 in the radial direction. The slots or slots 897 between the belts 895 can be obtained, for example, by sharp scissors or erosive sharp wire and have a width, for example, from a few microns to several tenths of a millimeter. The tapes 895 are interconnected along the inner diameter of the uncut annular part 896 of the elastic element 898 and are located relative to each other in the circumferential direction. The elastic element is fixed on the support tape by welding at points 892 on the part 896. The ridges of the corrugated tapes 895 have equal angles with the sides of the respective tapes 895. The peripheral ridges 901 form a closed loop with the bearing axis located inside the loop. Similar contours form ridges located closer to the center of the bearing. Opposite each other, i.e. adjacent edges 893 and 894 of ridges 901, separated by a slot 897, are located at the same distance from the bearing axis. This mutual arrangement of the peaks provides maximum hydraulic resistance to gas leaks in the radial direction. For an optimal pressure distribution ratio on both sides of the upper belt 156, providing the required thickness of the lubricant layer between the upper belt 156 and the thrust disk, the slot 897 may have a variable width.

The formation of excess pressure in the lubricating layer between the upper belt 156 and the rotating thrust disk to eliminate contact can be achieved by grooves on the thrust disk, similar to the disk 154. In addition, excess pressure in the lubricating layer can be provided by grooves on the upper belt, similar tape 887 in Fig. 75. Another way of generating excessive pressure is possible by forming corrugated tapes of different heights in the circumferential direction and corresponding profiling in the circumferential direction of the upper tape.

Another way of creating excess pressure is possible due to the different stiffness of the corrugated tapes in the circumferential direction. The width of the slot 897 shown in FIG. 84 is made narrower on the inlet side of the leaks. An increase in hydraulic resistance at the leak inlet leads to a faster pressure drop between the upper and corrugated tapes. The creation of different pressure on the outer and inner diameter of the bearing leads to the fact that the pressure between the upper tape and the thrust disk will be greater than the pressure between the upper and corrugated tapes. This causes a greater deflection of the upper tape over the corrugated tape with less rigidity, an increase in the thickness of the lubricant layer in this zone and a converging wedge, which leads to the appearance of excessive pressure and bearing capacity of the bearing.

On Fig presents another variant of the location of the ridges in the corrugated tapes 902 contained in the elastic element 903. The tapes 902 are made of one sheet and connected to each other through a continuous outer annular part 904. The ridges of the corrugated tape 902, indicated by dashed lines, have different angles with the radially lateral sides of the latter, i.e. located at an angle to the circumferential direction. Opposite each other, the nearest adjacent edges 905 and 906 of the peripheral ridges 911, separated by a slot 907, are located at different distances from the center of the bearing. Like the corrugated tapes shown in Fig. 84, the lines running along ridges 911 of all corrugated tapes 902 and connecting the edges of these ridges separated by a slot 907 form a closed contour with a bearing axis located inside the contour. Similar contours form the corresponding ridges located closer to the center of the bearing. The distance between the edges 905 and 906 of the peripheral ridges 911 is less than the distance between the edge 995 of the peripheral ridge and the edge 900 of the ridge 899 located on the adjacent corrugated tape closer to the center than the peripheral ridge 911. An arrangement of the ridges is possible where the distance between the edges 905 and 900 will be less than the distance between the edges 905 and 906. In this case, the nearest adjacent edges are not the edges 905 and 906, but the edges 905 and 900, and the closed loop with the bearing axis located inside the loop will form lines running along ridges 911 and 899 of all corrugated tapes 902 and the connecting edges of these ridges, in particular, bogs 905 and 900, separated by a slot 907. On Fig shows a section of the elastic element 903 in the radial direction. The distance between the edges 905 and 906 of the ridges 911, forming a closed loop, in the radial direction does not exceed half the distance between the edges 905 and 908 of the adjacent ridges of one tape 902, equal to the wavelength of the corrugated tape, or the width of the convexity forming the wave. Such a shift of the vertices in the radial direction leads to the formation of windows 909, 910 and an increase in gas leakage to in the radial direction. However, these overflows are substantially smaller than overflows along the corrugated elements, the ridges of which are located in the radial direction of the bearing and do not form a closed contour with the axis of the bearing inside this contour.

The distance between the nearest edges 905 and 906 of the ridges of the elastic element 903 forming a closed loop in the circumferential direction, or the circumferential distance, must be small enough so that there is a technical result of lowering the flow between the upper tape and the supporting tape or bearing housing on which the corrugated tapes, in comparison with the usual arrangement of corrugated tapes, part of the ridges of which are located in the radial direction. In the case of a small number of corrugated tapes having ridges forming a closed loop, arranged similarly to those shown in FIG. 86, for example, two or three, this technical result can be obtained with a circumferential distance between the nearest edges forming a closed loop, not more than, for example, of the order of several wavelengths of corrugated tapes. With a large number of corrugated tapes in the elastic element, for example, several tens, this technical result can be obtained with the corresponding circumferential distance not greater than, for example, half the wavelength. To obtain a significant technical result, this circumferential distance should be minimal, not more than a few tenths of a millimeter or less.

On Fig shows an elastic element containing the same corrugated tape. A bearing option with various corrugated tapes having each different angles of inclination of the crests of the corrugated tapes with a circumferential direction is possible.

To reduce the stiffness of the axial bearing - seals with the required large amplitude of the axial displacement of the rotor, variants of the elastic element of the bearing are shown, shown in Fig.88 ... 92.

On Fig shows a cross section of the bearing in the radial direction, where to reduce the stiffness, the elastic elements 898 shown in Fig. 84 are mounted on top of each other in the direction perpendicular to the sliding surface of the thrust disc together with the support tapes 174. while the load on the bearing is transmitted sequentially through the upper tape 156, the upper corrugated tape 895, the upper support tape 174, the lower corrugated tape 895 and the lower support tape 174. In this embodiment of the bearing, there are two layers of corrugated tapes, each of which contains t belt 895 arranged relative to each other in the circumferential direction. The decrease in bearing stiffness occurs due to the sequential arrangement of the stiffnesses of the elastic elements.

On Fig shows a cross section of another embodiment of the bearing in the radial direction, where under the support tape 174 is installed a ring 912 of an elastic material, for example, metal rubber, obtained by pressing a stretched wire spiral.

On Fig shows a plan view of another embodiment of a bearing with corrugated tapes of reduced stiffness. To reduce stiffness, a corrugated tape 914, similar to the tape 895 shown in Fig. 84, has slots 915 along the ridges line touching the upper tape 156 and slots 916 of the vertex line touching the support tape 174. The slots 915 and 916 are separated by jumpers 917 and 918, combining corrugated tape into a single unit. Cross-section of the corrugated tape 914 in the radial direction through jumpers 917 and 918 is shown in FIGS. 91 and 92, respectively. The stiffness of the corrugated tape 914 is proportional to the length of the jumpers 917 and 918 in the circumferential direction. The jumpers 917 and 918 are shifted relative to each other in the circumferential direction to evenly distribute the stiffness of the corrugated tape 914. The length of the jumpers may depend on the radius of the arrangement. The ridges passing through slot 915 and jumper 917, and similar slots and jumpers of other corrugated tapes, form a closed loop with the bearing axis located inside the loop,

On Fig shows a plan view of the bearing, where the elastic element is an annular corrugated tape 920 with annular folds, the lines of the crests of which folds are indicated by dashed lines and differs from the elastic element proved in Fig. 84, the absence of radial slots. Ribbon crests 920 are closed and have no edges. The distribution of pressure in the radial direction between the tape 920 and the upper tape 156 can be controlled, for example, using a variable cross-sectional area of shallow grooves made on the ridges of the corrugated tape 920.

On Fig shows a plan view of the bearing, where the elastic element consists of individual corrugated tapes 923, mounted on a support tape 174 along the inner edge. The ridges 924, 942, 943, 944, 945, 946 and others, not shown in FIG. 94, form an open spiral contour starting at the periphery of the corrugated bearing tapes and ending at the inner edge of the corrugated bearing tapes. The channels formed by ridges entering this contour and ridges entering similar contours, the upper tape 156 and the supporting tape 174, are much longer than similar channels with the radial arrangement of the ridges of the corrugated tapes of a conventional bearing, and the number of such channels is much smaller. Therefore, the hydraulic resistance to gas leaks in the radial direction for the bearing shown in Fig. 94 will also be significantly greater than for a conventional bearing with a radial ridge, i.e. across the circumferential direction. This effect of increased hydraulic resistance will be noticeable if the angular size of the spiral in the circumferential direction exceeds half the circular arc.

On Fig shows an annular section of another variant of the bearing, characterized by the shape of the upper tape. The upper ring-shaped tape 926 has several sections 928 parallel to the support tape 174 and several inclined sections 930 alternating in the circumferential direction with the sections 928. Under the sections 926 there are corrugated tapes 932 similar to the tapes 923 shown in FIG. 95. Corrugated tapes 931 are located under sections 930. The arrangement of folds on tapes 931 is similar to the arrangement of folds; the arrangement of folds on tapes 932, however, the height of the folds in the circumferential direction increases in the direction of rotation, similar to section 930 of tape 926. When the thrust bearing disk rotates in a converging wedge formed by the section 930 and the surface of the thrust disk, excessive gas pressure is created, providing the bearing capacity of the bearing. The presence of such a wedge gap leads to an increase in gas leakage in the lubricant layer in the radial direction compared to the flat top tape, however, the maximum thickness of the lubricant layer can be quite small and the gas flow through such a lubricant layer is much smaller than the overflow along corrugated elements whose vertices are located in the radial direction of the bearing and do not form a closed loop with the axis of the bearing inside this loop.

On Fig shows a plan view of another embodiment of the bearing, characterized by the presence of several upper tapes. On Fig bearing shows a section of this bearing in the circumferential direction. The bearing has several upper tapes 934 mounted on the tape 174 located in the circumferential direction, sections 935 and 936 of which are similar to sections 928 and 930 of the upper tape shown in Fig. 95. The bearing shown in FIG. 96 has a circumferential lubricating layer profile similar to that of the bearing shown in FIG. 94. The lines 938 and 941 of the peripheral ridges 931 and 932, shown in Fig. 96, arranged in the circumferential direction, connected by lines between the opposite edges of these peaks 940 and 939, which are opposite each other, form a closed contour with the bearing axis located inside the contour. Similar contours also form crest lines located closer to the center of the bearing.

The axial bearings-seals described above can also be used for the case when the thrust disk is mounted on the turbomachine body and does not rotate, and the upper belt and corrugated belts are installed on the rotor.

To reduce manufacturing accuracy and compensate for possible deformations of the thrust disk, an upper tape, similar to tape 156, supported by corrugated tapes with a circumferential arrangement of folds, can be mounted on the rotor and on the turbomachine body. In this case, the slip occurs between the upper ribbons.

The use of corrugated tapes with folds and, therefore, ridges located along the midline of the bearing, i.e. along the circumferential direction, to significantly reduce gas leakage through the bearing, it is also possible for a radial bearing. On Fig ... 101 shows a variant of such a bearing. FIG. 98 is a plan view of an expanded block of corrugated tapes 950 containing a plurality of corrugated tapes 958 separated by slots 952. Dashed lines 953 show crests of creases of the corrugated tapes. On Fig shows a plan view of the upper tape 960. On Fig shows a view of the bearing in the axial direction, where the upper tape 960 and block 950 are folded into a tube so that the edges of these tapes 961 and 966, 956 and 959, respectively, are located next to each other. 101 shows a longitudinal section of the bearing by a plane passing through the bearing axis and the edge 966 of the upper tape 966. The block of tapes 950 is axially fixed by the ring 970. The upper tape 960 is axially fixed relative to the block 950 by means of bent parts 962 and 963 of the upper tape 960 included in the grooves 954 and 955 made of corrugated tapes of the block 950. In the circumferential direction, the tape 960 is fixed relative to the ring 970 located in the housing 955 concentrically to the bearing axis, using the bent parts 964 and 965, the input box in the groove 972 rings 970.

The crests of the corrugated tapes form closed contours with the bearing axis located inside the contours.

For an optimal ratio of the pressure distribution on both sides of the upper tape 760, which provides the necessary thickness of the lubricant layer between the tape 760 and the journal, the slot 952 may have a variable width.

The height of the corrugated tapes can have different heights in the circumferential direction to create excess pressure in the lubricating layer during rotation of the pin. To create excess pressure, grooves on the trunnion surface or grooves on the upper belt, described above, can also be used.

A variant of the bearing shown in Fig. 100 is possible, where in the circumferential direction there are several upper tapes with corrugated tapes under each tape, similar to the axial bearing shown in Figs. 96 and 97.

A bearing variant is possible where the crests of the corrugated tapes included in a block similar to block 950, like the crests of the corrugated tapes shown in Fig. 94, form an open helical contour. This arrangement of the ridges also significantly increases the hydraulic resistance to gas leaks in the axial direction, the direction for the bearing.

Variants of an elastic element containing corrugated tapes to reduce the stiffness of the axial bearing - seals shown in Figs. 88 ... 90 can be used for a radial bearing - seals, a variant of which is shown in Figs. 98 ... 101.

There are other options for the elastic element to reduce the stiffness of the bearing - seals in addition to the options shown in Fig.88 ... 90. Such options are shown in FIGS. 102 and 103 and differ from the option shown in FIG. 84 by the presence of a second layer of corrugated tapes in the elastic member.

On Fig shows a cross section of an axial bearing - seals in the radial direction. Corrugated tapes 975 and 976 forming the elastic element of the bearing form pairs and are located between the upper tape 156 and the insert 158 in two layers, i.e. one on the other, in the axial direction, i.e. in the direction normal to the surface of the thrust disk 154. Corrugated tape 975 is located between the upper tape 156 and the liner 158. The corrugated tape 976 is located in the first layer between the corrugated tape 975 and the liner 158. The ridges 977 and 978, respectively, of the corrugated tapes 975 and 976, as well and other ridges of these tapes are arranged in a circumferential direction, like ridges 901 of corrugated tapes 895 shown in Fig. 84. Corrugated tape 976 are located relative to each other in the circumferential direction, i.e. in the direction of the location of the ridges of the tapes 976, and form the first layer of the elastic element. Corrugated tapes 975 are located relative to each other in the circumferential direction, i.e. in the direction of the location of the ridges of the tapes 975, in the second layer. The crest 978 and other ridges of the corrugated tape 976 are located along the crest 977 and other ridges of the corrugated tape 975.

Corrugated tapes 975 and 976 are fixed relative to each other through elastic means with the possibility of creating an elastic reaction between the tapes 975 and 976 with a relative displacement of the latter in the direction along the surface of the upper tape 156 and across to the lines of the ridges of the tape 975, which for the bearing shown in Fig. 102 is a radial direction. Corrugated tapes 975 and 976 are each secured to the support tape 174 along the peripheral edge 981 and 982 of the tape 975 and 976 by, for example, resistance welding. The edges of the corrugated tapes 975 and 976, opposite the peripheral edges 981 and 982, are not fixed. The elastic means connecting the corrugated parts of the tape 975 and 976, located between the thrust disk 154 and the liner 158, to create an elastic reaction between these parts, is the wave 985 of the tape 975, having a ridge 983, located along the ridge 977 of the tape 975, a length significantly exceeding the length the remaining waves of the tape 975 located at the edge of the tape 975 and further from the rotor axis further than the peripheral part of the thrust disk 154 and the upper tape 156. The corrugated parts of the tape 975 and 976 are connected through wave 985 and the supporting tape 174. The long wavelength 985 allows to obtain the necessary relatively small stiffness and elastic reaction with a relative displacement of the tapes 975 and 976 in the radial direction. A variant is possible where the stiffness of the elastic means connecting a pair of corrugated tapes 975 and 976 is different for different pairs of these tapes. This makes it possible to form a lubricating layer profile between the upper belt 156 and

The corrugated tapes 975 and 976 are in contact with each other along the inclined sections of the wave surfaces of these tapes, which are contact sections transferring the bearing load from the tape 975 to the tape 976. One of these sections has edges 979 and 980 located relative to each other in the direction transverse to the crests of the tape 975, and extends along the crests of the tape 975. This contact section contains the contact surface of the corrugated tape 975 facing the tape 976 and the liner 158 and the surface of the corrugated tape 976 facing the tape 975 and the stop the disk 158 and in contact with the contact surface of the tape 975.

The inclined parts of the waves of the tapes 975 to 976, having the contact portions of surfaces discussed above, alternate with other inclined parts of the waves of the tapes 975 to 976, between which there are gaps. One of such gaps, a gap 996 exists between the wave portions 984 and 987 of the tapes 975 and 976. These gaps allow the tape 975 to move relative to the tape 976 along the contact portions of the tapes 975 and 976 with decreasing distance between the tape 975 and the liner 158.

It is possible that such a contact section contains between the surfaces of the tapes 975 and 976, for example, a thin polymer tape, metal foil or a coating of the tape 975 or 976, transferring the load from the surface of the tape 975 to the surface of the tape 976 of this section, for example, to change the friction coefficient by contact area.

On the crest 977 and other ridges of the tape 975 act on the side of the upper tape 156 forces arising from the action of the bearing load bearing. These forces tend to displace the tapes 975 and 976 relative to each other in the direction along the surface of the upper tape 156 and across to the lines of the ridges of the tape 975. In the absence of friction between the contact surfaces of the tapes 975 and 976, this displacement of the tapes 975 and 976 occurs for any non-zero contact angle 986 the inclination of one contact surface of the tapes 975 and 976 to the surface of the tape 156 or tape 174 both when increasing and decreasing the force acting on the ridge 977 and, accordingly, decreasing or increasing the gap between the upper tape 156 and the liner 158. With a non-zero coefficient of friction between the contact surfaces and the contact angle 986 less than a certain value, such a displacement of the tapes 975 and 976 ceases to occur when the force on the crest increases and can only occur when the load on the crest is reduced due to the elastic reaction force from the side of wave 985 of the tape 975. If the coefficient of friction between the contact surfaces and the angle 986 is nonzero greater than a certain value, such an offset of the tapes 975 and 976 occurs during growth and does not occur when the force on the crest decreases. When the angle 986 is greater than a certain minimum value and less than a certain maximum value, which also depends on the coefficient of friction between the contact surfaces, such a displacement of the tapes 975 and 976 occurs both with a decrease in the load on the ridge and with its increase.

On Fig shows another variant of the bearing with an elastic element, which differs from the variant in Fig. 10 by another fixing of a pair of corrugated tapes 988 and 989 and other elastic means connecting these tapes. Tapes 988 and 989 contain corrugated parts containing waves and contact surfaces, and fastening parts 992 and 997. The elastic means are in the form of an elastic part 990 of a tape 988 and an elastic part 991 of a tape 989 located respectively between the fastening part 992 and the corrugated part of the tape 988 and between the fastening part 997 and the corrugated part of the tape 989. Parts 990 and 991 are perpendicular to the silt at a slight angle to the surface of the upper tape and perform the function of an elastic means. The fastening part 992 of the tape 988 is fastened to the fastening part 997 of the tape 989 through a sheet 994 located between these parts by welding. The fastening parts of the tapes 988 and 989 together with the sheet 994 are located in the groove 995 of the bearing housing 993, located along the wave crests of the tapes 988 and 989. There is free space between the part 990 of the tape 988 and the part 991 of the tape 989, which is formed by the sheet 994 and allows the parts 990 and 991 approach and move away from each other and create in the direction transverse to the ridge of the tape 988 and along the upper tape an elastic reaction due to the bending of parts 990 and 991.

In the bearings shown in FIGS. 102 and 103, the elastic means connecting the corrugated tapes are parts of the joined corrugated tapes. A variant is possible where the elastic means are made separately from a pair of connected corrugated tapes, for example, in the form of a separate tape welded to each of these corrugated tapes acting as a leaf spring, like parts 990 and 991 of the corrugated tapes 988 and 989 shown in Fig. 103.

Another variant of the elastic bearing element shown in Fig. 102 is also possible, where several, for example, three corrugated tapes are arranged on top of each other in three layers in the direction normal to the surface of the stop disk 154 and connected between by elastic means, for example, like corrugated tapes 975 and 976 in FIG.

A variant of the radial bearing is possible - the seals shown in Figs. 99 ... 101, where instead of each of the corrugated tapes 958, a pair of first and second corrugated tapes is installed, similar to the tapes 975 and 976 shown in Fig. 102 and having the same signs of relative positioning and mounting with fixing relative to each other through elastic means, like tapes 975 and 976, for the possibility of sliding relative to each other in order to reduce the stiffness of the bearing.

The stiffness of the elastic element of the bearings shown in FIGS. 102 and 103, subject to relative sliding of the contact surfaces of the corrugated tapes, is mainly determined by the stiffness of the elastic means through which the corrugated tapes are connected and the contact angle of inclination of these contact surfaces. Therefore, the wavelength of the contacting corrugated tapes can be significantly reduced without increasing the stiffness of the elastic element. This makes it possible to use such an elastic element, for example, for axial and radial bearings of small sizes, for which an elastic element of ordinary corrugated tape, the rigidity of which increases in proportion to the cube of decreasing wavelength of the corrugated tape, does not allow to obtain the optimal distribution of the stiffness matrix of the upper tape under the action of lubricating pressure layer due to excessively long wavelength of the corrugated tape.

The variant of the elastic element for the bearing - seal shown in Fig. 103 can be used in conventional axial and radial tape bearings where the corrugated tapes rest on a rigid bearing housing and there is no insert with the direction of the crests of the corrugated tapes, for example, across the circumferential direction.

The upper liner 158 of the axial bearing shown in FIGS. 4, 68 and 70 rests on the stops 164 and 169 located on opposite sides of the bearing axis in the diametrical direction. The stops 164 and 169 have cylindrical surfaces along which they contact the lower liner 160 and transfer from the liner 158 to the liner 160 the bulk of the bearing load. Stop options with other suitable surfaces are possible.

As shown in FIGS. 68 and 69, the lower liner 160 is supported by stops 162 and 171 located on opposite sides of the bearing axis in a diametrical direction. The location line of the stops 162 and 171 is directed across to the location line of the stops 164 and 169. The stops 162 and 171 have cylindrical surfaces through which they contact force sensors 163 and 167, respectively, and transfer the main part of the bearing load from the liner 160 to the housing 168. A possible installation of force sensors between the liners 158 and 160 in conjunction with the stops 164 and 169.

The skew of the rotating thrust disk 154 relative to the upper liner 158 leads to an increase on the one hand and a decrease on the opposite side of the liner 158 of the average thickness of the lubricating layer. This unevenness causes an increase in pressure from the side of the smaller thickness of the lubricating layer. The resulting torque acting on the liner 158 causes it to rotate relative to the liner 160 around the contact line of the stops 164 and 169 with the liner 160 and to rotate the liner 160 relative to the housing 168 around the contact line of the stops 162 and 171 with force sensors 163 and 167 so that the resulting unevenness of the thickness of the lubricating layer is eliminated and the misalignment of the bearing housing and thrust disc is compensated. Compensation of this skew in any direction is possible due to the fact that the pair of stops 164 and 169 is located in the transverse direction to the stops 162 and 171.

The liners 158 and 160 are fixed in a radial and circumferential direction relative to the intermediate ring 127, mounted on the housing 168, using pins 166 and 161. Between the liners 158 and 160 there are several corrugated bands 177 in the circumferential direction. Between the intermediate ring 127 and the liner 160 is located circumferential direction several corrugated tapes 176. Corrugated tapes 176 and 177 are designed to damp possible vibrations of the liners 158 and 160. To increase the damping tapes 176 and 177 can be included in the elastic farm blocks, such as, for example, shown in Fig.5.

From the force sensors 163 and 167, the load on the bearing is transmitted to the piezoceramic actuators 126 and 129, the principle of which is similar to the actuator 216 shown in Fig. 23. Actuators 126 and 129 are part of a loading device for controlling the preload of an axial bearing. It is possible that instead of actuators 126 and 129, bolts similar to bolt 104 are used to control the preload in the radial bearing shown in FIG. 1.

It is possible to use a load device for a tape bearing with a partial self-installation of a liner with tape elements mounted on it. This option can be implemented, for example, by removing from the bearing shown in FIGS. 4, 68 and 69 the lower liner 160 with stops 162 and 171 and install the upper liner 158 with stops 164 and 169 on actuators 126 and 129.

It is also possible to use a load device for a tape bearing without self-aligning the liner 158. This option can be implemented, for example, by removing from the bearing shown in FIGS. 4, 68 and 69 the lower liner 160 with the stops 162 and 171 and installing the upper liner 158 through emphasis on three actuators, similar to actuator 126 and located around the circumference at an angle of about 120 degrees.

On the other side of the thrust disk 154, an axial bearing, similar to the bearing shown in FIG. 4, is located, comprising liners similar to liners 158 and 160, supported by stops located in the transverse direction, like stops 164, 169, 162 and 171, which transfer the load to the sensors strength. To control the preload in the axial bearing, the presence of the load device described above for only one axial bearing is sufficient.

During the start and stop of the rotor, the movable parts of the load device — actuators 126 and 129 have a minimum height in the direction of the thrust disk 154 and the preload in the bearing is minimal. This provides a minimum contact pressure between the stop disk 154 and the upper tape 156 and low wear of the tape 156. After reaching a rotation speed greater than the ascent frequency of the stop disk 156, the control system receives a signal to actuators 126 and 129. Actuators increase in height and push the liners 158 and 160 and the upper tape 156 to the disk 154, increasing the preload and increasing the axial stiffness of the axial bearing.

In the housing 168 shown in FIG. 4, an electromagnet 134 is mounted, comprising a coil 135 and a core 136. As current passes through the coil 136, the thrust disk 154 is axially attracted to the electromagnet 134.

There is another option for installing an axial electromagnet, for example, opposite a separate thrust disk.

In the annular space between the disks 158, 160 and the electromagnet 134, an element is installed to limit the axial movements of the thrust disk 154, comprising a restrictive ring 130 with an antifriction layer 131 located at the end of the ring 130.

When the rotating rotor is displaced under an axial load exceeding the bearing capacity of the bearing, contact first occurs between the disk 154 and the upper tape 156, then, with a further displacement of the rotor, the disk 154 contacts with the antifriction layer 131 of the ring 130, after which the further displacement of the disk 154 and rotor stops. The restrictive ring 130 has such an axial dimension that plastic deformation of the corrugated tapes 165 at the maximum offset of the journal does not occur.

On the opposite side of the thrust disk 154 is a restrictive ring similar to ring 130 and an electromagnet similar to electromagnet 134.

104 shows an embodiment of a block diagram of an electromagnetic unloading device and an axial bearing preload control device. This system is arranged similarly to the radial bearing control system shown in Fig. 58 The outputs of the load sensors in one direction of the force sensors 163 and 167 shown in Fig. 4 and similar load sensing sensors in the other direction of the force sensors 702 and 703 are connected to the inputs of the amplifiers 704. The outputs of the amplifiers 704 are connected to the inputs of the driver 708. The driver 708 provides an electrical signal S proportional to the load of the thrust disk 154 on one of the axial bearings.

The output of the driver 708 is connected to the inputs of the filter 714, the filter 730 and the controller 740. The controller 740 is designed to receive and process signals from the amplifiers 704 of the force sensors, the driver 708, the speed sensor 606, the output of the setpoint signals to the 1-regulators 738 and the signal to the drive 745 load device for controlling preload 746, shown in Fig.4 and 68 piezoceramic actuators 126 and 129.

Filter 714 passes frequencies that do not exceed a frequency on the order of the frequency of the axial oscillations of the rotor, for example, slightly greater than this frequency. The output of the filter 714 is connected to the input 718 of the D-controller of the electrical signals. D-controller 718 operates similarly to the radial bearing D-controller 618 shown in FIG. 58, the principle of operation of which is described above.

Filter 730 passes frequencies that are less, for example, of the order of several tens of hertz and somewhat higher than the frequencies of possible axial vibrations of the rotor during surge. The output of the filter 730 is connected to the input of the integral I-controller 738. The I-controller 738 works similarly to the I-controller 638 of a radial bearing, the principle of which is described above. I-regulators 638 also have inputs connected to outputs from controller 740 to set the control setpoint.

The controller 740 is designed to receive and process the signals of the driver 708 and the speed sensor 606, to issue a setpoint signal to the I-controller 738, as well as to temporarily disable the outputs of the driver 708 to the filters 714 and 730.

The output from the D-controller 718 and the I-controller 738 is connected to the input of the adder 720. The adder 720 performs the addition of the signal from the D-controller 718 and the I-controller 738. The output of the adder 720 is connected to the input of the control current generator 722 to unload the axial bearing. The outputs of the driver 722 are connected to the inputs of the power amplifiers 742 and 744.

In general, using the control system shown in Fig. 104, unloading from low-frequency and constant loads through the I-regulator 738 and damping of the mid-frequency oscillations through the D-regulator 718 are carried out.

Before starting, at zero rotor speed, the outputs of the driver 708 connected to the filters 714 and 730 are disabled by the controller 740. The signals from the force sensors 163, 167, 702 and 703 are fed through amplifiers 704 to the driver 708. From the driver 708, the signal to the controller 740, where the average value (S) _{1 of} this signal is fixed.

If the rotor is mounted vertically or at an angle, a constant electric signal of a given value is supplied to the input of the power amplifier 742 from the controller 740, and the amplifier 742 enters the coil 135 located on the opposite side of the axial bearing loaded with a weight load to create a force that reduces the weight of the rotor on an axial bearing. The magnitude of the signal depends on the angle of inclination of the axis of the rotor. In the controller 740, the average value of the signals (S _X ) ₀ and (S _Y ) ₀ coming from the driver 708 is fixed.

Next, the rotor accelerates with the unloading of the axial bearing, which can be carried out in two ways.

In the first embodiment, similar to the unloading of a radial bearing, the rotor accelerates to a predetermined frequency while the constant force continues to operate from the electromagnet. This stage is completed after a signal is received by the controller 740 to the speed sensor 606. When the rotor stops, after the rotation speed is reduced to a predetermined frequency, a signal of a given value is again output to the input of the power amplifier 742 to the coil 135 from the controller 740 to create a force that reduces the weight load of the rotor by radial bearing.

In the second embodiment, the constant signal coming from the controller to the amplifier 742 is turned off and the outputs of the driver 608 connected to the filters 714 and 730 are turned on. During the subsequent acceleration and operation of the turbomachine, the signal (S) _{1 is} used in the I-controller 738 as the control setpoint. This setting of the control setpoint allows optimizing the joint operation of the tape bearing and the electromagnetic unloading device.

With a vertically or obliquely mounted rotor, when a weight load acts on the axial bearing, after acceleration of the rotor, the control settings can be changed similarly to the control system of the device for electromagnetic unloading of the radial bearing to eliminate the unloading of the rotor weight by the electromagnet and reduce heat generation in the coil 135.

At the beginning of the rotor acceleration, the actuators 126 and 129 of the load device 746, shown in Fig. 4, are displaced from the thrust disk 154 by the controller 740 and minimal preload is created to reduce bearing wear. After the rotor accelerates to a frequency higher than the ascent frequency, by the command of the controller 740 shown in Fig. 97, the load device 746 increases the bearing preload.

Unloading the bearing from mid-frequency vibrations, for example, self-oscillations of the rotor, is as follows. The incoming signals from the force sensors 163, 167, 702 and 703 to the amplifiers 704 are converted in the driver 708 into a signal proportional to the load acting on the axial bearing. This signal passes through the filter 714, is converted after passing through the D-controller 718, adders 720, the driver 722 and power amplifiers 742 and 744 and creates a force between the core 135 or 138 and the thrust disk 154 against the axial speed of the thrust disk. Such a force causes a decrease in the amplitude of the axial oscillations of the rotor.

Unloading the bearing from low-frequency oscillations, for example, surge oscillations of the rotor, is as follows. The incoming signals from the force sensors 163, 167, 702 and 703 to the amplifiers 704 are converted in the driver 708 into a signal proportional to the load acting on the axial bearing. This signal passes through the filter 730, is converted after passing the I-controller 738, the adder 620, the driver 722 and the power amplifiers 742 and 744 and creates a force between the core 135 or 138 and the thrust disk 154 directed against the load acting on the axial tape bearing. Such a force causes a decrease in the load acting on the axial tape bearing.

When the turbomachine rotor is mounted vertically, the radial and axial bearing unloading control system shown in FIGS. 58 and 96 can be changed to compensate for the weight load on the axial bearing during start and stop. In this embodiment, when the rotor is accelerated and braked by the controller 740, a constant signal is output to the coil 135 or 137 through a power amplifier 742 or 744 to create a force acting on the thrust disk, which reduces the weight of the rotor on the axial bearing. In this case, the unloading of the radial bearing from the weight load is not performed.

On Fig presents a view in plan for a scan of the working part of the upper tape 395 of another embodiment of the tape radial bearing. 106 shows a part of a cross section of this bearing.

The bearing comprises a trunnion 200 located inside an opening defined by the inner surface 405 of the housing 401. The trunnion 200 has an outer surface of revolution 407, in particular of a cylindrical shape. Between surface 407 and surface 405, i.e. between the trunnion 200 and the housing 401, the upper summer 395 is located. The belt 395 is secured relative to the housing in any suitable way, for example, by means of the tail of the belt 404 mounted in the groove of the housing 401 located in the direction of the bearing axis. Between the upper tape 395 and the housing 401 is a corrugated tape 400, acting as an elastic element of the bearing. The rear 391 and front 396 edges of the tape 395 are located along the axis of the bearing, i.e. transverse to the direction of rotation of the journal 200. The lateral edges of the tape 395 are located in the circumferential direction.

The pivot 200 rotates in the direction from the rear edge 391 to the front edge 396 of the tape 395. A lubricant layer is thus formed between the surface of rotation 407 and the upper tape 395. The bearing load is transferred from this lubricating layer to the housing 401 through the tape 395, the intermediate tape 382 and the corrugated tape 400.

Corrugated tape 400 is fixed relative to the housing in any suitable way, for example, by contact welding with the upper tape 395 at points 389 located in the groove of the housing 401 located in the direction of the bearing axis.

Tape 395 contains two equal separate rectangular parts 1010 and 1011. Parts 1010 and 1011 are located relative to each other across the circumferential direction. The lateral edges 1013 and 1014, respectively, of the parts 1010 and 1011 of the tape 395 are located in the circumferential direction from a point 399 located on the rear edge 391 of the tape 395 to a point 397 located on the front edge 396 of the tape 395. The rotation of the journal 200 occurs in the direction from the rear edges of the parts 1010 and 1011 to the leading edges of the latter. The front and rear edges of the parts 1010 and 1011 belong respectively to the front edge 396 and the rear edge 391 of the upper tape 395. Between the side edges 1013 and 1014 facing each other, there is a narrow gap with a width of the order of a few hundredths or tenths of a millimeter in the area at the front edge of the tape 395 A variant is possible where the side edges 1013 and 1014 are adjacent to each other closely.

Between the upper tape 395 and the corrugated tape 400 there is an intermediate tape 382 that transfers the bearing load from the tape 395 to the tape 400. The tape 382 contains three equal separate rectangular parts: 1020, 1021 and 1022. The latter are located relative to each other across the circumferential direction. There is a narrow gap between the side edges 1030 and 1031 of the neighboring parts 1020 and 1021, respectively, and the side edges 1032 and 1033 of the parts 1021 and 1022, respectively, facing each other. The width of this slit may be slightly larger than the width of the gap between the parts of the tape 395, not more than the order of a millimeter, preventing a substantial pushing of the tape 395 into this slot.

The tape 382 is fixed to the tape 395 by resistance welding at several points 389 located near the front edge 391 of the tape 395, as follows. The edge portion 1020 of the tape 382 is secured to the portion 1010 of the ribbon 395. The middle edge portion of the ribbon 1021 382 is secured to the portions 1010 and 1020 of the ribbon 395. The edge portion 1022 of the ribbon 382 is fixed to the portion 1011 of the ribbon 395.

Heat is generated in the lubricating layer between the pivot pin 200 and the upper belt 395. Most of the heat is released closer to the front edge 391 of the tape 395, in the zone of a small thickness of the lubricating layer. As a result of such uneven heating in the circumferential direction, the temperature and thermal expansion of the tape 395 in the transverse to the circumferential direction is greater at the front than at the rear edge of the tape 395. The presence of a gap between the side edges 1013 and 1014 of the parts 1010 and 1011 of the tape 395 makes it possible to freely relative displacement of these edges across the circumferential direction. As a result, thermal stresses in the upper tape 395 arise from uneven heating in the circumferential direction of parts 1010 and 1011, each having a smaller width transverse to the circumferential direction, than the entire tape 395, which reduces the thermal stresses and the area of these stresses in the tape 395 compared to integral upper tape in a conventional tape bearing and eliminates or reduces warpage of the upper tape 395 at high trunnion speed and bearing load.

The tape 382 also has uneven heating in the circumferential direction. The presence of individual parts of the tape 382 reduces thermal stresses in the latter and prevents it from warping under heavy loads and the axle speed.

The bearing capacity of the lubricating layer between the belt 395 and the axle 200, which determines the bearing capacity of the bearing, will increase due to the increase in pressure in the lubricating layer if instead of the belt 395 an integral upper belt is installed that does not have a gap in its middle part, like a belt 395. The presence of a gap between parts 1010 and 1011 leads to additional overflow of air in the lubricating layer, reducing the bearing capacity of the latter. In the absence of an intermediate belt 382, the air flow from the lubricating layer is directed normally to the surface of the journal 200 and enters through the slot into the space between the upper ribbon 395 and the housing 401, where the corrugated tape 400 is located. Such transferring leads to the maximum loss of the bearing capacity of the lubricating layer. However, even in this case, a decrease in the width of the gap reduces the overflow and the width of the gap can be selected sufficiently small so that the bearing capacity of the lubricant layer between the tape 395 and the journal is greater than if the gap between the parts of the tape 395 is large, for example, one a millimeter or more, when the width of the gap between the parts 1010 and 1011 of the tape 395 no longer affects the bearing capacity, and also more than the bearing capacity of a solid upper tape installed instead of the tape 395 and having a maximum width at which warping of the upper due to thermal deformations, an increase in the width of the gap section reduces the pressure in the lubricant layer, the greater the smaller the thickness of the lubricant layer and the higher the initial pressure in this section. Therefore, the maximum permissible gap width at the rear edge of the upper belt, where the lubricant layer is large and the pressure is small, can be significantly greater than the front edge of this belt, where the layer thickness is small and the pressure in the layer is large. To reduce air leakage, it is also possible an option where the width of the gap is practically zero due to the tight pressing of the side edges of the parts of the upper tape. It is also possible that the width of the slit in the circumferential direction is variable.

Adding an intermediate belt 382 significantly increases the bearing capacity of the lubricant layer, reducing the overflow in the lubricant layer, since in this case the tape 382 fits snugly on the belt 395 and the air flows from the zone of the high pressure lubricant layer to the low pressure zone of the lubricant layer along the gap between the parts 1010 and 1011 of the tape 395 in the circumferential direction, and the hydraulic resistance with this air flow is much higher than with the air flow in the radial direction through the gap between parts 1010 and 1011, if there is no and tape 382.

The number of parts in the upper tape can be determined by the degree of unevenness of its heating in the circumferential direction. The width of these parts in the transverse to the circumferential direction may be different. The ratio of the width of these parts can be determined by obtaining the optimal pressure of the lubricating layer.

A bearing variant is possible, where, compared with the bearing shown in FIG. 105, there may be several, for example, three, including rectangular parts of unequal width with the edges facing each other. The number of parts of the intermediate tape can be two or more, and the width of these parts can be different.

In the embodiment of the bearing shown in FIG. 105, the upper tape 395 has a gap between the parts of the tape 395 located in a straight line in the circumferential direction. A bearing variant is possible where, compared to the bearing shown in FIG. 105, this gap is located at a slight angle to the circumferential direction, including the variant with a curved slot line. At the same time, the beginning and end of the slit are located respectively on the rear and front edges of the upper tape, and the parts of the upper tape shared by this slot are located across the circumferential direction.

Fig. 107 shows a bearing variant that differs from that shown in Figs. 105 and 106 in that the upper tape 1040 in Fig. 107 is not completely divided into parts. Also, the intermediate tape is not completely divided into parts. The slot 1055, dividing the tape 1040 in a circumferential direction into two rectangular parts, 1042 and 1043, from point 1047 on the front edge 1045 to point 1048, is interrupted by a jumper 1050 between parts 1042 and 1043 located from the rear edge 1044 of the tape 1040, to point 1048 and the connecting parts 1042 and 1043 of the tape 1040. The slot 1055 is located in the zone of a small thickness of the lubricating layer and its length should be sufficient to reduce thermal stresses in the tape 395. A variant of the upper tape is also possible, where the gap separating its parts starts from the rear edge of the upper tape, and the jumper connecting the parts top tape, located at the front edge of the latter. Intermediate tape 1060, containing parts 1052, 1053 and 1054, has two slots, as well as two jumpers connecting parts 1052 and 1053 and 1053 and 1054, respectively. These jumpers are located like a jumper connecting parts 1042 and 1043 of upper tape 1040. Shown in FIG. .107 the bearing variant may have variants similar to the bearing shown in FIG. 105, where the slot dividing the upper tape into parts is located at a slight angle to the circumferential direction, including the variant with a curved slot line.

A variant of the radial bearing shown in figures 1 and 4, where instead of the upper tapes 4, 7 and 9 are installed upper tapes having all of the above features of the tape 395 shown in Fig.105, which allows to obtain a technical result of reducing thermal stresses and eliminating warpage the upper tape, as well as maintaining a sufficiently high pressure in the lubricating layer, and where intermediate tapes can be installed having all the basic characteristics of the intermediate tape 382 described above, which reduce its thermal stresses and warpage.

Upper and intermediate tapes, similar to those shown in FIGS. 105 and 107, can be used in other bearing variants of the present invention, as well as in conventional axial belt bearings, where the corrugated tapes rest on a rigid bearing housing and there is no insert to reduce warpage from uneven heating. In this case, the upper tape, located between the thrust disk and the housing, having a trailing edge and a leading edge, located relative to each other in the direction of rotation of the thrust disk, contains two or more parts located relative to each other transversely to the circumferential direction and having a leading and trailing edge belonging respectively to the rear and front edges of the upper tape. These parts have lateral edges located in the circumferential direction. The lateral edges of adjacent parts are located with a small gap or adjacent to each other to reduce pressure loss in the lubricating layer of the bearing.

Claims (61)

1. Radial tape gas-dynamic bearing containing a housing element, a pin located in the hole of the liner, an insert located between the pin and the housing element, having one part, hereinafter the first part, and another part, hereinafter the second part, with the ability to change the position of the second part relative to the first part in the radial direction under the action of the load, the upper tape located between the pin and the liner, an elastic element located between the upper tape and the liner, comprising a preload control device installed in the housing element, comprising a movable part with the possibility of shifting the second part of the liner relative to the first part of the liner in the radial direction to change the bearing preload during operation. 2. The tape bearing according to claim 1, having an insert in the form of a sleeve, containing three or more parts connected by thin jumpers formed by thin slots in the sleeve, located in the direction of the axis of the insert and having a zigzag shape, where the elastic element is made in the form of a corrugated tape. 3. The tape bearing according to claim 2, containing preload control device including a movable part that receives the load from the side of the part of the liner, made in the form of a pushing bolt mounted on a thread in the housing element, a rotary ring with the possibility of rotation using an electromagnetic or pneumatic drive and a lever mounted on a pushing bolt, where the end of the lever enters the groove of the rotary ring with the possibility of rotation of the lever during rotation of the rotary ring. 4. The tape bearing according to claim 3, where the load is transferred from the liner to the pushing bolt through a support element having a spherical part and a force sensor connected to control the preload with the specified drive. 5. The tape bearing according to claim 2, where the liner is mounted with its outer conical surface adjacent to the inner conical surface of the housing element made in the form of a support sleeve, and said movable part contains two nuts mounted concentrically on the thread of the support sleeve with the insert fixed to nuts levers, with the possibility of rotation and shift of the liner along the axis of the support sleeve to increase or decrease the inner diameter of the liner and change the preload. 6. A radial tape gas-dynamic bearing, including a journal, a housing element, an upper tape located between the journal and the housing element, an elastic element located between the upper ribbon and the housing element, and electromagnetic unloading device for damping and reducing the amplitude of the oscillations of the rotor in the tape bearing, including electromagnets located in the circumferential direction next to the housing element, with the ability to attract the rotor in the direction normal to the journal surface when these current electromagnets pass through the coils, a signal generating unit characterizing a radial displacement of the journal, a high-pass filter that removes a frequency exceeding a predetermined average frequency, a differential controller and signal conditioning unit for controlling electromagnets. 7. The bearing according to claim 6, containing four of these electromagnets located in pairs to each other in the diametrical direction, so that one pair of electromagnets is located in the transverse direction with respect to the other pair, two high-pass filters, two differential regulators and a signal conditioning unit for controlling electromagnets, comprising two control current drivers and power amplifiers, where the outputs of the signal conditioning unit characterizing the radial displacement of the journal are connected to the inputs of both high-pass filters, the outputs of the high-pass filters are connected to the inputs of both differential regulators, the outputs of the differential regulators are connected to the inputs of both formers of the control current, the outputs of each of the shapers of the control current are connected to the corresponding pair of coils of these electromagnets through power amplifiers and the specified predetermined average frequency is equal to the frequency of the oscillations of the rotor. 8. The bearing according to claim 7, comprising an insert between the elastic element and the housing element, supported by the housing element by means of three supporting parts located in the circumferential direction between the insert and the housing element and transferring the load from the journal to the housing element, where the signal conditioning unit characterizing the radial displacement of the journal contains sensors of magnitude characterizing the radial displacement of the journal, amplifiers, and a load projection shaper, these sensors are installed between the supporting parts and the liner and made in the form of force sensors acting from the trunnion to the sensors, the outputs of the sensors are connected to the inputs of the amplifiers, the outputs of the amplifiers are connected to the inputs of the shaper projections of the load on the bearing, and the outputs of the bearing projection projection are connected to the inputs of both high-pass filters. 9. The bearing of claim 8, wherein said support parts are in the form of bolts mounted on a thread in a support element. 10. The bearing according to claim 7, where the signal generating unit characterizing the radial displacement of the axle comprises radial displacement sensors of the axle located around the axle, amplifiers and a switch, the outputs of the sensors are connected to the inputs of the amplifiers, the outputs of the amplifiers are connected to the inputs of the switch, and the outputs of the switch are connected to the inputs of both high-pass filters. 11. A radial tape gas-dynamic bearing, including a journal, a housing element, an upper tape located between the journal and the housing element, an elastic element located between the upper ribbon and the housing element, and electromagnetic unloading device for damping and reducing the amplitude of the oscillations of the rotor in the tape bearing, including electromagnets located in the circumferential direction next to the housing element, with the ability to attract the rotor in the direction normal to the journal surface when these current electromagnets pass through the coils, a signal generating unit characterizing the axle displacement speed in mutually perpendicular directions, a high-pass filter that removes a frequency exceeding a predetermined average frequency, proportional controller and signal conditioning unit for controlling electromagnets. 12. The bearing according to claim 11, having the specified block generating a signal characterizing the displacement speed of the axle in the vertical and horizontal directions with the horizontal position of the axis of the rotor, containing two sensors for the speed of radial displacement of the axle located around the axle, two amplifiers and a switch, said signal conditioning unit for controlling electromagnets, comprising two control current drivers and power amplifiers, two high-pass filters, two proportional controls where the outputs of the sensors are connected to the inputs of the amplifiers, the outputs of the amplifiers are connected to the inputs of the switch, the outputs of the switch are connected to the inputs of both high-pass filters, the outputs of the high-frequency filters are connected to the inputs of both proportional controllers, the outputs of the proportional controllers are connected to the inputs of both control current drivers, the outputs of each of the shapers of the control current are connected to the corresponding pair of coils of these electromagnets through power amplifiers and the specified predetermined average frequency is equal to the frequency of the oscillations of the rotor. 13. Elastic damper unit for a tape gas-dynamic bearing, including a part of the rotor, hereinafter a rotating element, a housing element containing a wave-like element located between the upper tape and the housing element, having at least one wave, having two or more protruding in the same direction, hereinafter the first side, parts, containing two or more frictional elements located on the first side of the wave-like element, each mounted on the specified wave-like element along one line along the crest of the specified wave, containing one or more pairs of friction elements, where the friction elements from each pair are arranged to form two or more lines of contact with each other opposite the protruding parts of the wave-like element having a distance of one or more waves between the attachment points of the friction elements from each pair to the wave-like element where the indicated quantitative characteristics of the elastic-damper block are combined in such a way that as a result of the deformation of the wave-like element under the action of the load on the bearing, the friction between the elements of the specified elastic-damper block is greater than the work of friction between the specified wave-like element and the housing with the specified deformation of the wave-like element fixed along one edge on housing along the crest of the wave and adjacent with its protruding parts to the housing. 14. The elastic damper block according to claim 13, wherein the wave-like element is a corrugated tape, and the housing element is an insert installed in the support sleeve. 15. The elastic damper block according to claim 14, where the friction elements are made in the form of a support tape located between the insert and the corrugated tape, and an intermediate tape located between the insert and the support tape, the corrugated tape is fixed along its first edge along the ridge on the support tape, the intermediate tape located between the corrugated tape and the supporting tape and secured along the edge of the corrugated tape opposite the first edge of the latter. 16. The elastic damper block according to claim 14, where the friction elements are made in the form of a liner and an intermediate tape, the corrugated tape is fixed along its first edge along the ridge to the liner, and the intermediate tape is located between the corrugated tape and the liner and fixed along the edge of the corrugated tape opposite to the first edge of the last.

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