Installation section limit load design method and system, electronic equipment, and storage medium

Abstract

The present invention discloses a method and system for designing the ultimate load of a mounting node, an electronic device, and a storage medium. The method for designing the ultimate load of a mounting node of the present invention first uses the test results of a whole-machine dropout containment test to correct a finite element model, thereby improving the calculation precision and accuracy of the finite element model. Then, the worst conditions are set in the corrected engine finite element model to calculate and obtain the design value of the ultimate load of the mounting node. The calculation simulation state is closer to the ultimate state of the full-ring blade loss load, and can be as close to the actual ultimate load as possible, thereby accurately determining the ultimate load of the mounting node of a civilian engine.

Description

Technical Field

[0001] The present invention relates to the technical field of aero-engines, and in particular to a method and system for designing the ultimate load of a mounting node, electronic equipment, and a computer-readable storage medium. Background Art

[0002] According to airworthiness requirements, the engine installation and operation manual must specify the maximum loads for the engine mounting joint, and the mounting joint must be able to withstand the specified maximum loads without failure. The maximum loads correspond to abnormal conditions such as blade loss, seizure, and crash. In a crash condition, the overload factors are not combined, and blade loss, seizure, and crash cannot occur simultaneously. If the rotor loses load during engine operation (due to factors such as a broken shaft), the impeller may be propelled by the airflow to rapidly rotate, causing the impeller to explode and potentially cause hazardous consequences. An advanced design approach involves properly designed blades, ensuring that when the impeller is propelled by the airflow, the blades break and fall off first due to centrifugal force, preventing the impeller from rotating rapidly due to loss of propulsion. The complete engine drop containment test can verify whether the blades will fall off first after the rotor loses load, and whether the mounting joint load under a blade loss condition will cause the mounting joint to fail. However, the mounting joint loads obtained in the complete engine drop containment test are based on a single test condition and do not account for loads under extreme operating conditions. Therefore, they cannot be used as the maximum loads for the mounting joint. In addition, the existing technology generally uses 1.5 times the maximum working load as the limit load, and does not consider the load size when the blade falls off, especially the full ring blade falls off, and cannot accurately determine the limit load of the civil engine installation section. Summary of the Invention

[0003] The present invention provides a mounting joint limit load design method and system, electronic equipment, and computer-readable storage medium, which can accurately determine the limit load of a civilian engine mounting joint.

[0004] According to one aspect of the present invention, a method for designing the ultimate load of an installation joint is provided, comprising the following:

[0005] Construct engine finite element model;

[0006] Obtain the installation section load test results, test shedding speed, and blade impact position of the whole-machine shedding containment test, and use them to modify the engine finite element model;

[0007] The worst conditions were set in the modified engine finite element model, and the design value of the ultimate load of the mounting section was calculated.

[0008] Furthermore, the process of modifying the engine finite element model includes the following:

[0009] Finite element analysis of the engine finite element model was carried out with the test shedding speed and the blade test impact position as calculation conditions, and the engine finite element model was modified using the installation section load test results.

[0010] Furthermore, the process of performing finite element analysis on the engine finite element model using the test shedding speed and the blade test impact position as calculation conditions, and correcting the engine finite element model using the installation section load test results includes the following:

[0011] Taking the test shedding speed and the blade test impact position as calculation conditions, and the elastic modulus of the auxiliary installation section struts and each casing connection accessory as the adjustment variable, finite element iterative calculation is carried out on the engine finite element model to obtain several groups of installation section load calculation results. The least squares method is used to find the minimum sum of the squares of the differences between the installation section load calculation results and the installation section load test results, and the adjustment variable value at this time is obtained to complete the correction of the engine finite element model.

[0012] Furthermore, the process of setting the worst conditions in the modified engine finite element model and calculating the design value of the ultimate load of the mounting section includes the following:

[0013] Determine the maximum shedding speed;

[0014] Multiple blade impact locations were evenly spaced along the circumference of the engine casing. Finite element analysis was performed on the modified engine finite element model using the maximum shedding speed as the calculation condition. The calculation results of the installation node load at multiple blade impact locations were obtained.

[0015] According to the calculation results of the installation node load, the maximum response impact position is selected from multiple blade design impact positions;

[0016] Taking the highest shedding speed and the maximum response impact position as the worst calculation conditions, finite element calculation is carried out based on the modified engine finite element model to obtain the design value of the ultimate load of the installation section.

[0017] Furthermore, the process of determining the maximum shedding speed includes the following:

[0018] The maximum tolerance of the blade fracture section and the minimum mass of blades in a batch of statistics are selected as calculation conditions. The blade shedding simulation is performed based on the modified engine finite element model, and the obtained shedding speed is the maximum shedding speed.

[0019] Furthermore, after carrying out finite element calculations with the highest shedding speed and the maximum response impact position as calculation conditions, the time series of the load of each installation node was obtained. The maximum value in each time series was selected to form a load sequence, which was used as the design value of the ultimate load of the installation node.

[0020] Furthermore, the response value of each blade design impact position is calculated based on the following formula:

[0021] ;

[0022] in, S represents the response value of each blade design impact position, F x 、 F y 、 F z Indicates the force on the main mounting joint in the x, y, and z directions. M x 、 M y 、 M z Indicates the moment on the main mounting section in the x, y, and z directions. F 1z Indicates the force on the first auxiliary mounting strut in the z direction, F 2y 、 F 2z Indicates the force on the second auxiliary mounting strut in the y and z directions. F 3y 、 F 3z Indicates the force applied to the third auxiliary mounting strut in the y and z directions.

[0023] In addition, the present invention also provides a mounting joint limit load design system, including

[0024] Finite element model building module, used to build engine finite element model;

[0025] The finite element model correction module is used to obtain the installation section load test results, test shedding speed and blade test impact position of the whole machine shedding containment test, and use them to correct the engine finite element model;

[0026] The ultimate load design module is used to set the worst conditions in the modified engine finite element model and calculate the design value of the ultimate load of the installation section.

[0027] In addition, the present invention also provides an electronic device, including a processor and a memory, wherein the memory stores a computer program, and the processor is configured to execute the steps of the above method by calling the computer program stored in the memory.

[0028] In addition, the present invention also provides a computer-readable storage medium for storing a computer program for designing the ultimate load of an installation node, wherein the computer program executes the steps of the above-mentioned method when running on a computer.

[0029] The present invention has the following beneficial effects:

[0030] The method for designing the ultimate load of the mounting section of the present invention first uses the test results of the whole-machine fall-off containment test to correct the finite element model, thereby improving the calculation precision and accuracy of the finite element model. Then, the worst conditions are set in the corrected engine finite element model to calculate the design value of the ultimate load of the mounting section. The calculation simulation state is closer to the ultimate state of the full-ring blade loss load, and can be as close to the actual ultimate load as possible, thereby accurately determining the ultimate load of the mounting section of a civilian engine.

[0031] In addition, the installation joint limit load design system of the present invention also has the above advantages.

[0032] In addition to the above-described objects, features and advantages, the present invention has other objects, features and advantages. The present invention will be further described in detail below with reference to the accompanying drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The accompanying drawings, which constitute part of this application, are intended to provide a further understanding of the present invention. The exemplary embodiments of the present invention and their descriptions are intended to explain the present invention and do not constitute an undue limitation of the present invention. In the accompanying drawings:

[0034] Figure 1 It is a flow chart of the method for designing the ultimate load of the installation section according to the preferred embodiment of the present application;

[0035] Figure 2 This is a schematic diagram of the stand installation structure of the aircraft engine in the preferred embodiment of the present application;

[0036] Figure 3 This is a schematic diagram of the auxiliary installation section of an aircraft engine in a preferred embodiment of the present application;

[0037] Figure 4 This is a schematic diagram of the blade impact position of the preferred embodiment of the present application;

[0038] Figure 5 yes Figure 1 Schematic diagram of the sub-process of step S3;

[0039] Figure 6 This is a schematic diagram of the maximum tolerance of the blade fracture section in the preferred embodiment of the present application;

[0040] Figure 7 It is a schematic diagram of the module structure of the installation node limit load design system of another embodiment of the present application. DETAILED DESCRIPTION

[0041] It should be noted that, in the absence of conflict, the embodiments and features of the embodiments in this application can be combined with each other. The present application will be described in detail below with reference to the accompanying drawings and in combination with the embodiments.

[0042] Reference Figure 1 The preferred embodiment of the present application provides a method for designing the ultimate load of an installation section, including the following contents:

[0043] Step S1: constructing an engine finite element model;

[0044] Step S2: Obtain the installation section load test results, test shedding speed, and blade test impact position of the whole machine shedding containment test, and use them to modify the engine finite element model;

[0045] Step S3: setting the worst conditions in the modified engine finite element model and calculating the design value of the ultimate load of the mounting section.

[0046] It can be understood that the mounting section limit load design method of the present embodiment first uses the test results of the whole-machine fall-off containment test to correct the finite element model, thereby improving the calculation precision and accuracy of the finite element model, and then sets the worst conditions in the corrected engine finite element model to calculate the design value of the mounting section limit load. The calculation simulation state is closer to the limit state of the full-ring blade loss load, and can be as close to the actual limit load as possible, thereby accurately determining the limit load of the civilian engine mounting section.

[0047] Specifically, in step S1, a whole engine model is first constructed, wherein the stator components mainly include an outer casing, a combustion chamber casing, a compressor axial flow casing, etc., and the rotor components mainly include a low-pressure rotor and a high-pressure rotor. The low-pressure rotor includes a low-pressure shaft, 1# bearing, 2# bearing, 5# bearing and 6# bearing inner ring (wherein, 1# bearing is a ball bearing, and 2#, 5# and 6# bearings are roller bearings), a 1st-stage power turbine, a 2nd-stage power turbine, etc. The high-pressure rotor includes a high-pressure shaft, 3# bearing and 4# bearing inner ring (wherein, 3# bearing is a ball bearing, and 4# bearing is a roller bearing), a 1st-stage compressor impeller, a 2nd-stage compressor impeller, a 3rd-stage compressor impeller, a centrifugal impeller, a 1st-stage high-pressure turbine and a 2nd-stage high-pressure turbine, etc. Then, since when analyzing the overall response of the engine, more attention is paid to the transmission path of the load generated at the impact point in the engine, which provides reference for the design and test plan of the engine, the present invention simplifies the model of the rotor component in the simulation, removes the chamfered structure of some disc shafts and the bolt hole structure of the disc / disc connection and disc / shaft connection, and imports the UG model of the whole machine into the hypermesh software after corresponding simplification, and then meshes the simplified whole machine model. Among them, the entire aircraft engine adopts hexahedral grid units, including units such as compressor and turbine, and the rotor and stator are connected by bearings; the aircraft engine stator includes the air intake casing, compressor axial flow casing, hot end casing, diffuser casing, exhaust casing and each bearing support cone wall. The components are connected by CONTACT_TIED_SURFACE_TO_SURFACE, and the grid adopts hexahedral solid units; the aircraft engine high-pressure rotor includes the high-pressure shaft and high-pressure turbine rotor, etc. The components are connected by CONTACT_TIED_SURFACE_TO_SURFACE, and the aircraft engine high-pressure rotor grid adopts hexahedral solid units; the aircraft engine low-pressure rotor includes the low-pressure shaft and low-pressure turbine rotor, etc. The components are connected by CONTACT_TIED_SURFACE_TO_SURFACE, and the aircraft engine low-pressure rotor grid adopts hexahedral solid units. In addition, boundary conditions need to be set. For example, in numerical simulation, the front node of the main mounting section is fixed with a fixed constraint, and the bottom node of the auxiliary mounting section is constrained. The auxiliary mounting section is modeled using a spherical joint model to construct a finite element model of the engine.

[0048] In addition, in step S2, the installation section load test results, test shedding speed and blade test impact position of the whole machine shedding containment test are obtained. Figure 2 and Figure 3Taking the aircraft engine test bench mounting structure shown as an example, the engine adopts the same installation method as when installed on a helicopter, that is, the front bearing tube serves as the main mounting section, and the lugs on the left and right sides of the rear diffuser casing mounting edge serve as auxiliary mounting sections. The main support point of the test bench mounting frame is connected to the front bearing tube assembly of the engine using a shaft sleeve coupling assembly. The coupling adapter sleeve is fastened to the flared self-locking nut in the engine bearing tube assembly by bolts. The auxiliary support point mounting fork lug is connected to the interface on the rear mounting edge of the engine diffuser casing, and the auxiliary support point adopts a connecting rod support structure, specifically including three auxiliary mounting section support rods, wherein the lug on one side is supported by the first vertical auxiliary mounting section support rod, and the lug on the other side is supported by the second and third auxiliary mounting section support rods set at an angle. After the whole machine fall-off containment test is carried out, the test load of each mounting section can be obtained, and the maximum value of the test load of each mounting section is selected to form the mounting section test load series, which is used as the mounting section load test result. In addition, the test shedding speed of the blade is measured by the speed sensor, and the blade test impact position is obtained by observation after the test, that is, the position where the blade actually hits the casing during the test, for example Figure 4 Then, the engine finite element model constructed in step S1 is modified using the above test results of the whole-machine shedding containment test. In addition, the whole-machine shedding containment test is preferably conducted on the full-ring blade shedding state.

[0049] The process of modifying the engine finite element model includes the following:

[0050] Finite element analysis of the engine finite element model was carried out with the test shedding speed and the blade test impact position as calculation conditions, and the engine finite element model was modified using the installation section load test results.

[0051] Specifically, the engine finite element model was subjected to iterative finite element calculations using the test shedding speed and blade impact position obtained from the full-machine shedding containment test as calculation conditions, and the elastic moduli of the auxiliary mounting section struts and various casing attachments as adjustment variables. The calculations were performed in LS-DYNA software, yielding several sets of mounting section load calculation results. The least squares method was then used to find the minimum sum of the squares of the differences between the calculated mounting section load results and the test mounting section load results. The adjusted variable values at this point were then obtained, completing the modification of the engine finite element model. Examples of the calculated and tested mounting section load results are shown in Table 1.

[0052] Table 1. Calculation results and test results of installation section load

[0053]

[0054] in, F x、 F y 、 F z Indicates the force on the main mounting joint in the x, y, and z directions. M x 、 M y 、 M z Indicates the moment on the main mounting section in the x, y, and z directions. F 1z Indicates the force on the first auxiliary mounting strut in the z direction, F 2y 、 F 2z Indicates the force on the second auxiliary mounting strut in the y and z directions. F 3y 、 F 3z The values represent the forces acting on the third auxiliary mounting section strut in the y and z directions. Each parameter with a "'" in the superscript indicates a test value; those without a "'" indicate a calculated value. Since the first auxiliary mounting section strut is a vertical rod, it is only subject to the z-direction force component and not the y-direction force component. The x-direction is axial, the y-direction is horizontal, and the z-direction is vertical. Furthermore, if the mounting section structure of other engines is different, the collected mounting section loads may also be different, but the principles remain the same and are all within the scope of protection of the technical solution of this application.

[0055] In addition, the objective function of the least squares method can be expressed as:

[0056] ;

[0057] Find by least squares method G min The minimum value of is obtained, and the elastic modulus of the auxiliary installation section struts and the connecting accessories of each casing are obtained, and the corrected finite element model can be obtained.

[0058] In addition, during the iterative calculation, each elastic modulus can be taken in the range of -10% to 10% of the design value, with a step size of 0.5%, to obtain different calculation results of the installation node load.

[0059] In addition, in step S3, Figure 5 As shown, the process of setting the worst conditions in the modified engine finite element model and calculating the design value of the mounting node limit load includes the following:

[0060] Step S31: determining the maximum shedding speed;

[0061] Step S32: setting a plurality of blade design impact positions at even intervals along the circumference of the engine casing, and performing finite element analysis on the modified engine finite element model using the maximum shedding speed as a calculation condition to obtain calculation results of the installation node loads at the plurality of blade design impact positions;

[0062] Step S33: selecting a maximum response impact position from a plurality of blade design impact positions according to the calculation result of the installation node load;

[0063] Step S34: Taking the highest shedding speed and the maximum response impact position as the worst calculation conditions, finite element calculation is performed based on the modified engine finite element model to obtain the design value of the ultimate load of the installation section.

[0064] Specifically, the maximum tolerance (maximum area) of the blade fracture cross section and the minimum mass of a batch of blades (achieved by adjusting density) were selected as calculation conditions. A blade shedding simulation was performed in LS-DYNA software based on a modified engine finite element model. The resulting shedding speed was the maximum shedding speed. Blade rotation generates centrifugal force. When the centrifugal force is sufficiently large, the speed at which the blade fractures is the blade shedding speed. The smaller the mass, the lower the centrifugal force, requiring a higher speed; the larger the cross-sectional area, the higher the required speed. Therefore, the present invention simultaneously selects the maximum cross-sectional area and the minimum centrifugal force, resulting in the maximum shedding speed, which is closer to the limiting state.

[0065] It is understandable that the existing technology generally only considers the theoretical value of the fracture cross section and the theoretical blade mass during analysis, while the present invention takes into account the dispersion of blade materials and geometric dispersion, selects the largest cross-sectional area and the smallest centrifugal force, and obtains a higher shedding speed. A higher shedding speed corresponds to a larger load, and a larger load corresponds to a more accurate worst condition, which is closer to the limit state of the full-ring blade loss load. Among them, the maximum tolerance of the blade fracture cross section is as follows: Figure 6 shown.

[0066] Then, if Figure 4 As shown in Table 1, multiple blade design impact positions are evenly spaced along the circumference of the engine casing. For example, 24 blade design impact positions are set at intervals of 15°. Combined with the maximum shedding speed as the calculation condition, the modified engine finite element model is subjected to finite element analysis to obtain the installation node load at each blade design impact position, similar to that shown in Table 1. The response value of each blade design impact position is calculated, and the specific calculation formula is as follows:

[0067] ;

[0068] in, S represents the response value of each blade design impact position, Fx 、 F y 、 F z Indicates the force on the main mounting joint in the x, y, and z directions. M x 、 M y 、 M z Indicates the moment on the main mounting section in the x, y, and z directions. F 1z Indicates the force on the first auxiliary mounting strut in the z direction, F 2y 、 F 2z Indicates the force on the second auxiliary mounting strut in the y and z directions. F 3y 、 F 3z Indicates the force applied to the third auxiliary mounting strut in the y and z directions.

[0069] Then, the results are calculated from the response values of the 24 blade design impact positions S 1~ S 24 Take the maximum value, and the blade design impact position corresponding to the maximum value is the maximum response impact position, such as Figure 4 shown.

[0070] Finally, the highest shedding speed and the maximum response impact position are used as the worst calculation conditions. Based on the modified engine finite element model, finite element calculations are carried out to obtain the time series of the load of each installation node. The maximum value in each time series is selected to form a load sequence, which is used as the design value of the installation node's ultimate load. Among them, after the blade hits the casing, the impact force and torque on the installation node vary with time, for example F x The value of is changing with time, select all the moments F x Similarly, for other installation node loads, the maximum value is also selected in the time series. The maximum value of each installation node load constitutes a load sequence, which is the design value of the ultimate load.

[0071] In addition, if Figure 7 As shown, another embodiment of the present invention further provides a mounting joint limit load design system, preferably using the mounting joint limit load design method as described above, including

[0072] Finite element model building module, used to build engine finite element model;

[0073] The finite element model correction module is used to obtain the installation section load test results, test shedding speed and blade test impact position of the whole machine shedding containment test, and use them to correct the engine finite element model;

[0074] The ultimate load design module is used to set the worst conditions in the modified engine finite element model and calculate the design value of the ultimate load of the installation section.

[0075] It can be understood that the mounting section limit load design system of this embodiment first uses the test results of the whole machine fall-off containment test to correct the finite element model, thereby improving the calculation precision and accuracy of the finite element model, and then sets the worst conditions in the corrected engine finite element model to calculate the design value of the mounting section limit load. The calculation simulation state is closer to the limit state of the full-ring blade loss load, and can be as close to the actual limit load as possible, thereby accurately determining the limit load of the civilian engine mounting section.

[0076] In addition, another embodiment of the present invention further provides an electronic device, including a processor and a memory, wherein the memory stores a computer program, and the processor is configured to execute the steps of the above method by calling the computer program stored in the memory.

[0077] In addition, another embodiment of the present invention further provides a computer-readable storage medium for storing a computer program for designing the ultimate load of an installation node, wherein the computer program executes the steps of the above-mentioned method when running on a computer.

[0078] Common forms of computer-readable storage media include floppy disks, flexible disks, hard disks, magnetic tape, any other magnetic media, CD-ROMs, any other optical media, punch cards, paper tape, any other physical medium with a pattern of holes, random access memory (RAM), programmable read-only memory (PROM), erasable programmable read-only memory (EPROM), flash-EPROM, any other memory chip or cartridge, or any other medium that can be read by a computer. Instructions can further be transmitted or received via a transmission medium. The term transmission medium may include any tangible or intangible medium that can be used to store, encode, or carry instructions for execution by a machine, including digital or analog communication signals or other intangible media that facilitate communication of such instructions. Transmission media include coaxial cables, copper wire, and fiber optics, including the wires of a bus used to transmit computer data signals.

[0079] Those skilled in the art will appreciate that the embodiments of the present application may be provided as methods, systems, or computer program products. Therefore, the present application may take the form of a fully hardware embodiment, a fully software embodiment, or an embodiment combining software and hardware. Furthermore, the present application may take the form of a computer program product implemented on one or more computer-usable storage media (including but not limited to disk storage, CD-ROM, optical storage, etc.) containing computer-usable program code. The solutions in the embodiments of the present application may be implemented in various computer languages, such as the object-oriented programming language Java and the interpreted scripting language JavaScript.

[0080] The present application is described with reference to the flowcharts and / or block diagrams of the methods, devices (systems), and computer program products according to the embodiments of the present application. It should be understood that each process and / or block in the flowchart and / or block diagram, as well as the combination of processes and / or blocks in the flowchart and / or block diagram, can be implemented by computer program instructions. These computer program instructions can be provided to a processor of a general-purpose computer, a special-purpose computer, an embedded processor, or other programmable data processing device to produce a machine, so that the instructions executed by the processor of the computer or other programmable data processing device generate instructions for implementing the processes in the flowchart and / or block diagram. Figure 1 a process or multiple processes and / or boxes Figure 1 A device that provides the functions specified in a block or multiple blocks.

[0081] These computer program instructions may also be stored in a computer readable memory that can direct a computer or other programmable data processing device to work in a specific manner, so that the instructions stored in the computer readable memory produce an article of manufacture comprising an instruction device, which implements the process Figure 1 a process or multiple processes and / or boxes Figure 1 The function specified in one or more boxes.

[0082] These computer program instructions can also be loaded onto a computer or other programmable data processing device so that a series of operational steps are executed on the computer or other programmable device to produce a computer-implemented process, thereby providing the instructions executed on the computer or other programmable device for implementing the process. Figure 1 a process or multiple processes and / or boxes Figure 1 A step that specifies a function in one or more boxes.

[0083] Although the preferred embodiments of the present application have been described, those skilled in the art may make additional changes and modifications to these embodiments once they have learned the basic creative concept. Therefore, the appended claims are intended to be interpreted as including the preferred embodiments and all changes and modifications that fall within the scope of the present application.

[0084] Obviously, those skilled in the art may make various changes and modifications to this application without departing from the spirit and scope of this application. Thus, if these modifications and variations of this application fall within the scope of the claims of this application and their equivalents, this application is intended to include these modifications and variations.

[0085] The foregoing description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations of the present invention are possible. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. A method for designing the ultimate load of an installation section, characterized in that: Includes the following: Construct engine finite element model; Obtain the installation section load test results, test shedding speed, and blade impact position of the whole-machine shedding containment test, and use them to modify the engine finite element model; The worst conditions were set in the modified engine finite element model to calculate the design value of the ultimate load of the mounting section; The process of setting the worst conditions in the modified engine finite element model and calculating the design value of the ultimate load of the mounting section includes the following: Determine the maximum shedding speed; Multiple blade impact locations were evenly spaced along the circumference of the engine casing. Finite element analysis was performed on the modified engine finite element model using the maximum shedding speed as the calculation condition. The calculation results of the installation node load at multiple blade impact locations were obtained. According to the calculation results of the installation node load, the maximum response impact position is selected from multiple blade design impact positions; Taking the highest shedding speed and the maximum response impact position as the worst calculation conditions, finite element calculation is carried out based on the modified engine finite element model to obtain the design value of the ultimate load of the installation section.

2. The method for designing the ultimate load of the installation joint according to claim 1, wherein: The process of modifying the engine finite element model includes the following: Finite element analysis of the engine finite element model was carried out with the test shedding speed and the blade test impact position as calculation conditions, and the engine finite element model was modified using the installation section load test results.

3. The method for designing the ultimate load of the installation joint according to claim 2, wherein: The process of performing finite element analysis on the engine finite element model using the test shedding speed and the blade test impact position as calculation conditions, and modifying the engine finite element model using the installation section load test results includes the following: Taking the test shedding speed and the blade test impact position as calculation conditions, and the elastic modulus of the auxiliary installation section struts and each casing connection accessory as the adjustment variable, finite element iterative calculation is carried out on the engine finite element model to obtain several groups of installation section load calculation results. The least squares method is used to find the minimum sum of the squares of the differences between the installation section load calculation results and the installation section load test results, and the adjustment variable value at this time is obtained to complete the correction of the engine finite element model.

4. The method for designing the ultimate load of the installation joint according to claim 1, wherein: The process of determining the maximum shedding speed includes the following: The maximum tolerance of the blade fracture section and the minimum mass of blades in a batch of statistics are selected as calculation conditions. The blade shedding simulation is performed based on the modified engine finite element model, and the obtained shedding speed is the maximum shedding speed.

5. The method for designing the ultimate load of the installation joint according to claim 1, wherein: After carrying out finite element calculations with the highest shedding speed and the maximum response impact position as calculation conditions, the time series of the load of each installation node was obtained. The maximum value in each time series was selected to form a load sequence, which was used as the design value of the ultimate load of the installation node.

6. The method for designing the ultimate load of the installation joint according to claim 1, wherein: The response value at each blade design impact location is calculated based on the following formula: S=(F x ) 2 +(F y ) 2 +(F z ) 2 +(M x ) 2 +(M y ) 2 +(M z ) 2 + (F 1z ) 2 +(F 2y ) 2 +(F 2z ) 2 +(F 3y ) 2 +(F 3z ) 2 Where S represents the response value of each blade’s design impact position, F x 、F y 、F z Indicates the force on the main mounting joint in the x, y, and z directions, M x 、M y 、M z Indicates the moment of force on the main mounting joint in the x, y, and z directions, F 1z Indicates the force on the first auxiliary mounting strut in the z direction, F 2y 、F 2z Indicates the force on the second auxiliary mounting strut in the y and z directions, F 3y 、F 3z Indicates the force applied to the third auxiliary mounting strut in the y and z directions.

7. A system for designing the ultimate load of an installation joint, using the method for designing the ultimate load of an installation joint according to any one of claims 1 to 6, characterized in that: include Finite element model building module, used to build engine finite element model; The finite element model correction module is used to obtain the installation section load test results, test shedding speed and blade test impact position of the whole machine shedding containment test, and use them to correct the engine finite element model; The ultimate load design module is used to set the worst conditions in the modified engine finite element model and calculate the design value of the ultimate load of the installation section.

8. An electronic device, characterized in that: The method comprises a processor and a memory, wherein the memory stores a computer program, and the processor is configured to execute the steps of the method according to any one of claims 1 to 6 by calling the computer program stored in the memory.

9. A computer-readable storage medium for storing a computer program for designing the ultimate load of an installation joint, characterized in that: When the computer program is run on a computer, the steps of the method according to any one of claims 1 to 6 are executed.

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