Method and device for testing an aeroengine rotor and its supporting assembly

Abstract

The application discloses an aero-engine rotor and a checking method and checking device for a supporting assembly of the aero-engine rotor, and comprises the following steps: S1: sequentially acquiring a starting typical curve of the aero-engine rotor and rotor vibration mutation time t, and simultaneously acquiring total starting times n during the service life of the aero-engine; S2: installing the aero-engine rotor on the checking device through the rotor supporting assembly, carrying out a debugging test based on the starting typical curve, and acquiring an actual critical speed range of the aero-engine rotor; S3: adjusting the starting typical curve based on the rotor vibration mutation time t and the actual critical speed range to obtain a starting typical adjustment curve; S4: starting the aero-engine to the slow-speed state according to the starting typical adjustment curve, parking the aero-engine, and repeating the process at least n times; and S5: disassembling and checking the aero-engine rotor and the rotor supporting assembly, and judging whether the over-critical performance of the aero-engine rotor and the rotor supporting assembly meets the requirements according to the checking result.

Description

TECHNICAL FIELD

[0001] The present application relates to the technical field of aero-engine test, in particular, to a method for checking an aero-engine rotor and a support assembly thereof. In addition, the present application also relates to a device for checking an aero-engine rotor and a support assembly thereof. BACKGROUND

[0002] The critical speed of an aero-engine rotor is its inherent characteristic. In order to avoid damage to the aero-engine caused by long-term operation at the critical speed, the critical speed of the aero-engine rotor is generally avoided during the design of the aero-engine by rotor dynamics design. Based on the above design concept, the low-order critical speed of most aero-engine core rotor is lower than the slow-speed rotation speed of the aero-engine with a certain margin, and the high-order critical speed is higher than the maximum working speed of the aero-engine with a certain margin.

[0003] Under this design theory, during the process of starting and reaching the slow-speed rotation speed of the aero-engine, the aero-engine rotor will pass through the low-order critical speed. When the rotation speed of the aero-engine rotor approaches the critical speed, the rotor vibration will rapidly increase, and after the rotation speed exceeds the critical speed, the rotor vibration will rapidly decrease. The process of the rotor vibration mutation has little effect on the aero-engine rotor and its support assembly during the short-term use of the aero-engine. However, the total service life of the aero-engine is thousands or even tens of thousands of hours, and it will experience thousands of times of starting during the entire service life. With the increase of the number of starts, the time of passing through the critical speed of the rotor increases, and the time of the rotor vibration mutation also increases. The effect on the aero-engine rotor and its support assembly cannot be ignored. The rotor support assembly mainly includes elastic support, end teeth, bolts and other parts or structures, which are the weak links of the aero-engine rotor. Since the rotor vibration mutation and its response during the passing through of the critical speed are more likely to cause structural damage, it is necessary to check the performance of the aero-engine rotor during the passing through of the critical speed during the entire service life.

[0004] However, the current method for checking the performance of the aero-engine rotor and its support assembly during the passing through of the critical speed is generally combined with the whole machine life test, that is, the performance of the aero-engine rotor and its support assembly during the passing through of the critical speed during the whole machine life is checked during the whole machine life test. However, under the condition that the whole machine life is known, the above method has high checking cost and long checking time, and a fast and economical special checking method is urgently needed.

[0005] It should be noted that the disclosure of the above background art is only used to assist in understanding the inventive concept and technical solutions of the present application, and does not necessarily belong to the prior art of the present patent application. In the absence of explicit evidence that the above content has been disclosed on the filing date of the present application, the above background art should not be used to evaluate the novelty and inventiveness of the present application. SUMMARY

[0006] The present application provides an aero-engine rotor and its supporting assembly examination method and examination device to solve the technical problem of high cost and long time of existing aero-engine rotor and its supporting assembly over critical performance examination.

[0007] According to one aspect of the present application, an aero-engine rotor and its supporting assembly examination method is provided, comprising the following steps: S1: sequentially obtaining the starting typical curve of the aero-engine rotor and the rotor vibration mutation time t, and simultaneously obtaining the total starting number n during the service life of the aero-engine; S2: installing the aero-engine rotor on the examination device through the rotor supporting assembly, carrying out debugging test based on the starting typical curve, and obtaining the actual critical speed range of the aero-engine rotor; S3: adjusting the starting typical curve based on the rotor vibration mutation time t and the actual critical speed range to obtain the starting typical adjustment curve; S4: starting the aero-engine to the slow speed state according to the starting typical adjustment curve, stopping the aero-engine, and repeating at least n times; S5: disassembling and inspecting the aero-engine rotor and the rotor supporting assembly, and judging whether the over critical performance of the aero-engine rotor and the rotor supporting assembly meets the requirements according to the inspection results.

[0008] As a further improvement of the above scheme:

[0009] Further, the step of sequentially obtaining the starting typical curve of the aero-engine rotor and the rotor vibration mutation time t specifically comprises the following steps: carrying out aero-engine whole machine starting test, obtaining the starting typical curve of the aero-engine rotor speed change and vibration change during the starting process of the aero-engine, setting the time t1 when the vibration suddenly rises as the vibration mutation starting point and setting the time t2 when the vibration suddenly drops and stabilizes as the vibration mutation ending point according to the vibration change in the starting typical curve, and t2-t1 is the rotor vibration mutation time t.

[0010] Further, the step of obtaining the total starting number n during the service life of the aero-engine specifically comprises the following steps: obtaining the typical mission cycle number from starting to stopping during the whole service life of the aero-engine according to the aero-engine service life test spectrum, and the typical mission cycle number is the total starting number n.

[0011] Further, the debugging test in step S2 specifically includes the following steps: driving the aero-engine rotor to rotate by the driving motor, stopping the aero-engine rotor after the rotor speed is raised to the slow-speed state based on the starting typical curve, obtaining the corresponding conditions of the rotor speed variation and vibration variation of the aero-engine rotor, and evaluating the actual critical speed range of the aero-engine rotor, wherein the rotor speed ω1 corresponding to the sudden rise of the vibration is the starting point of the actual critical speed, the rotor speed ω2 corresponding to the stable state after the sudden drop of the vibration is the ending point of the actual critical speed, and ω

[0012] 1～ ω2 is the actual critical speed range.

[0013] Further, the specific steps of stopping are: cutting off the power supply of the driving motor, and naturally reducing the rotor speed of the aero-engine to 0.

[0014] Further, step S3 specifically includes the following steps: obtaining the starting point ω1 and the ending point ω2 of the actual critical speed range based on the actual critical speed range, setting the time corresponding to the starting point ω1 of the actual critical speed in the starting typical curve as t3, setting the time corresponding to the ending point ω2 of the actual critical speed in the starting typical curve as t4, setting the acceleration of the starting typical curve in the actual critical speed range as a1 based on the rotor vibration mutation time t, and calculating the adjusted acceleration a2 of the starting typical curve in the actual critical speed range by a calculation formula to obtain the starting typical adjusted curve after replacing a1 with a2.

[0015] Further, the calculation formula is as follows: a2≤a1(t4-t3) / t, a1=(ω2-ω1) / (t4-t3); a2≤(ω2-ω1) / t.

[0016] Further, in step S7, at least the following inspection items are included: performing fluorescent inspection on the rotor disc of the aero-engine rotor; performing visual inspection and size measurement on the rotor disc connecting part of the aero-engine rotor; performing fluorescent inspection on the elastic support in the rotor support assembly; and performing visual inspection and size measurement on the elastic support in the rotor support assembly.

[0017] According to another aspect of the present application, there is also provided an aero-engine rotor and its supporting assembly testing device for the aero-engine rotor and its supporting assembly testing method described above, the testing device comprising a base, a front bearing seat, a rear bearing seat, a control system, a testing system, an oil supply and return system and a driving motor, the front bearing seat and the rear bearing seat being arranged on the base and used for supporting the aero-engine rotor, the testing system being used for measuring the rotation speed and vibration of the aero-engine rotor, the oil supply and return system being used for supplying lubricating oil to the front bearing seat and the rear bearing seat, the driving motor being used for driving the aero-engine rotor to rotate, and the control system being connected with the testing system, the oil supply and return system and the driving motor respectively and used for controlling the testing system, the oil supply and return system and the driving motor to work.

[0018] Further, the testing device further comprises a front elastic support arranged between the aero-engine rotor and the front bearing seat and a rear elastic support arranged between the aero-engine rotor and the rear bearing seat.

[0019] The present application has the following advantages:

[0020] The aero-engine rotor and its supporting assembly testing method of the present application firstly obtains the starting typical curve and the rotor vibration mutation time t of the aero-engine rotor in sequence, and simultaneously obtains the total starting number n during the service life of the aero-engine, so as to obtain the total vibration mutation time of the aero-engine rotor in the whole life cycle of the whole machine test; then the aero-engine rotor is installed on the testing device through the rotor supporting assembly, a debugging test is carried out based on the starting typical curve, the actual critical speed range of the aero-engine rotor is obtained, and then the starting typical curve is adjusted based on the rotor vibration mutation time t and the actual critical speed range, so as to obtain the starting typical adjustment curve, realize the special test of the overcritical performance of the aero-engine rotor and the rotor supporting assembly, eliminate the influence of the difference in working environment on the critical speed range of the aero-engine rotor, and ensure the authenticity and reliability of the test results; further, the aero-engine is started to the slow speed state according to the starting typical adjustment curve, and then stopped, and the above process is repeated at least n times, so as to ensure that the vibration mutation time during the special test is not less than the total vibration mutation time during the whole machine test, and further improve the authenticity and reliability of the test results; finally, the aero-engine rotor and the rotor supporting assembly are disassembled and inspected, and whether the overcritical performance of the aero-engine rotor and the rotor supporting assembly meets the requirements is judged according to the inspection results, so as to realize the effective verification of the test results while completing the test; the present application realizes the special test of the overcritical performance of the aero-engine rotor and its supporting assembly, greatly shortens the test time and reduces the test cost compared with the prior art, has strong practicability, and is suitable for wide promotion and application.

[0021] In addition to the objects, features, and advantages described above, the present application has other objects, features and advantages. The present application will be further described in detail below with reference to the drawings. Attached Figure Description

[0022] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0023] Figure 1 This is a flowchart illustrating the steps of a preferred embodiment of the testing method for an aero-engine rotor and its support assembly.

[0024] Figure 2 This is a schematic diagram of a typical start-up curve in the evaluation method of the aero-engine rotor and its support assembly according to a preferred embodiment of the present invention.

[0025] Figure 3 This is a schematic diagram of the working state of the testing device for the aero-engine rotor and its support assembly according to a preferred embodiment of the present invention. (Legendary illustration follows.)

[0026] 10. Base; 20. Front bearing housing; 30. Rear bearing housing; 40. Control system; 50. Testing system; 60. Oil supply and return system; 70. Drive motor; 80. Front elastic support; 90. Rear elastic support. Detailed Implementation

[0027] The following description provides specific application scenarios and requirements for this specification, intended to enable those skilled in the art to make and use the contents of this specification. Various partial modifications to the disclosed embodiments will be apparent to those skilled in the art, and the general principles defined herein can be applied to other embodiments and applications without departing from the spirit and scope of this specification. Therefore, this specification is not limited to the embodiments shown, but rather to the widest scope consistent with the claims.

[0028] The terminology used herein is for the purpose of describing particular exemplary embodiments only and is not restrictive. For example, unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “the” used herein may also include the plural forms. When used in this specification, the terms “comprising,” “including,” and / or “containing” mean that the associated integers, steps, operations, elements, and / or components are present, but do not exclude the presence of one or more other features, integers, steps, operations, elements, components, and / or groups, or that other features, integers, steps, operations, elements, components, and / or groups may be added to the system / method.

[0029] These and other features, and characteristics of the present specification, as well as the methods of operation and functions of the related elements of structure and the combination of parts and economies of manufacture, will become more apparent upon consideration of the following description and the appended claims with reference to the accompanying drawings, all of which form a part of this specification. It is to be expressly understood, however, that the drawings are for the purpose of illustration and description only and are not intended as a definition of the limits of the present specification. As such, it should be readily appreciated that the drawings are not necessarily drawn to scale of the objects they represent.

[0030] As Figures 1-2 shown in the figure, the method for testing the aero-engine rotor and its supporting assembly comprises the following steps: S1: sequentially obtaining the starting typical curve of the aero-engine rotor and the rotor vibration mutation time t, and simultaneously obtaining the total starting number n during the service life of the aero-engine; S2: installing the aero-engine rotor on the testing device through the rotor supporting assembly, carrying out debugging test based on the starting typical curve, and obtaining the actual critical speed range of the aero-engine rotor; S3: adjusting the starting typical curve based on the rotor vibration mutation time t and the actual critical speed range to obtain the starting typical adjustment curve; S4: starting the aero-engine to the idle state according to the starting typical adjustment curve, stopping the aero-engine, and repeating at least n times; S5: disassembling and inspecting the aero-engine rotor and the rotor supporting assembly, and judging whether the overcritical performance of the aero-engine rotor and the rotor supporting assembly meets the requirements according to the inspection results.

[0031] As Figures 1-2As shown, specifically, the method for evaluating the aero-engine rotor and its supporting assembly of the application first obtains the starting typical curve of the aero-engine rotor and the rotor vibration mutation time t, and simultaneously obtains the total starting times n during the service life of the aero-engine, so as to obtain the total vibration mutation time of the aero-engine rotor in the whole life cycle of the whole machine test; then the aero-engine rotor is installed on the evaluation device through the rotor supporting assembly, the debugging test is carried out based on the starting typical curve, the actual critical speed range of the aero-engine rotor is obtained, and then the starting typical curve is adjusted based on the rotor vibration mutation time t and the actual critical speed range to obtain the starting typical adjustment curve, so that the special evaluation of the overcritical performance of the aero-engine rotor and the rotor supporting assembly is realized, the influence of the difference in working environment on the critical speed range of the aero-engine rotor is eliminated, and the authenticity and reliability of the evaluation result are ensured; further, the aero-engine is started to the slow speed state according to the starting typical adjustment curve, and then stopped, and the above process is repeated at least n times, so as to ensure that the vibration mutation time during the special evaluation is not less than the total vibration mutation time during the whole machine test, and the authenticity and reliability of the evaluation result are further improved; finally, the aero-engine rotor and the rotor supporting assembly are disassembled and inspected, and whether the overcritical performance of the aero-engine rotor and the rotor supporting assembly meets the requirements is judged according to the inspection result, so that the special evaluation is completed, and the effective verification of the evaluation result is realized; the scheme realizes the special evaluation of the overcritical performance of the aero-engine rotor and its supporting assembly, greatly shortens the evaluation time, reduces the evaluation cost, has strong practicability, and is suitable for wide promotion and application.

[0032] It should be understood that, by using the evaluation method of the present embodiment, the overcritical performance of the aero-engine rotor and its supporting assembly can be evaluated in a short period. Taking a typical 3000-hour life aero-engine as an example, if the existing technology is used, i.e. the evaluation is carried out in combination with the whole machine test, 10 hours of test is carried out every day, and it takes 300 days to complete the evaluation; if the present embodiment is used, 5 minutes can complete one cycle, 10 hours can complete 120 times, and 25 days can complete the evaluation, which is much less than 300 days. In addition to greatly shortening the evaluation period, the present embodiment also saves manpower and material resources, and greatly reduces the evaluation cost.

[0033] In the present embodiment, the steps of sequentially obtaining the starting typical curve of the aero-engine rotor and the rotor vibration mutation time t specifically include the following steps: carrying out the whole machine starting test of the aero-engine, obtaining the starting typical curve of the aero-engine rotor speed change and vibration change during the starting process of the aero-engine, setting the time t1 when the vibration suddenly rises as the vibration mutation starting point and the time t2 when the vibration suddenly drops and stabilizes as the vibration mutation ending point according to the vibration change in the starting typical curve, and t2-t1 is the rotor vibration mutation time t.

[0034] Specifically, in the above steps, the whole engine starting test is performed to simulate the working change of the aero-engine rotor during the starting process, to ensure that the obtained starting typical curve is accurate, and to further ensure that the rotor vibration mutation time t is accurate, thereby avoiding error accumulation caused by previous steps, and improving the authenticity and reliability of the subsequent examination results.

[0035] In this embodiment, the step of obtaining the total number of starts n during the service life of the aero-engine specifically includes the following steps: obtaining the number of typical mission cycles from start to stop during the service life of the aero-engine according to the aero-engine service life test schedule, and the number of typical mission cycles is the total number of starts n.

[0036] Specifically, by the aero-engine service life test schedule, the number of typical mission cycles from start to stop during the service life of the aero-engine can be accurately obtained, that is, the total number of starts n is ensured to be accurate, so as to avoid error accumulation caused by previous steps and improve the authenticity and reliability of the subsequent examination results.

[0037] Alternatively, the total number of starts n can be obtained from the design specification or the service life test report of the aero-engine.

[0038] In this embodiment, in step S2, the debugging test specifically includes the following steps: rotating the aero-engine rotor by the driving motor 70, stopping the aero-engine rotor after the rotor speed rises to the slow speed state based on the starting typical curve, to obtain the corresponding situation of the rotor speed change and vibration change of the aero-engine rotor, thereby evaluating the actual critical speed range of the aero-engine rotor, wherein the rotor speed ω1 corresponding to the sudden rise of the vibration is the starting point of the actual critical speed, the rotor speed ω2 corresponding to the stable state after the sudden drop of the vibration is the end point of the actual critical speed, and ω 1～ ω2 is the actual critical speed range.

[0039] Specifically, the actual critical speed range of the aero-engine rotor under the condition of the examination device is obtained by using the real aero-engine rotor for special examination test, to improve the accuracy of the examination results, and since the working environment of the aero-engine rotor on the examination device is different from the actual installed state, the actual critical speed range of the aero-engine rotor under the condition of the examination device is obtained by the above debugging test, to provide data support for eliminating the influence of the working environment difference on the critical speed range of the aero-engine rotor, and finally improve the reliability of the examination results.

[0040] In this embodiment, the specific steps of stopping are: cutting off the power supply of the driving motor 70, and naturally reducing the rotor speed of the aero-engine rotor to 0.

[0041] Specifically, through the above steps, the inertia parking process of the aero-engine rotor in the actual working process can be truly restored, the natural speed reduction process can truly reproduce the speed-time decay curve, and the actual critical speed range can be passed during the speed reduction process, so as to examine the overcritical performance of the aero-engine rotor and the rotor support assembly, improve the reliability of the examination result, and also without the need to set an additional braking device, thereby reducing the test cost.

[0042] In the embodiment, step S3 specifically comprises the following steps: based on the actual critical speed range, an actual critical speed starting point ω1 and an actual critical speed ending point ω2 are obtained, a time corresponding to the actual critical speed starting point ω1 in the starting typical curve is set as t3, a time corresponding to the actual critical speed ending point ω2 in the starting typical curve is set as t4, based on the rotor vibration mutation time t, an acceleration of the starting typical curve in the actual critical speed range is set as a1, and then the adjusted acceleration a2 of the adjusted starting typical curve in the actual critical speed range is calculated through the calculation formula, so as to obtain the adjusted starting typical curve by replacing a1 with a2.

[0043] Specifically, the starting typical adjustment curve is obtained through the above steps, so that the vibration mutation time of each start of the aero-engine rotor starting test based on the starting typical adjustment curve is not less than t, the influence of the working environment difference on the critical speed range of the aero-engine rotor is eliminated, and the reliability of the examination result is improved.

[0044] In the embodiment, the calculation formula is as follows: a2≤a1(t4-t3) / t, a1=(ω2-ω1) / (t4-t3); a2≤(ω2-ω1) / t.

[0045] Specifically, based on the above calculation formula, the adjusted acceleration a2 of the adjusted starting typical curve in the actual critical speed range can be quickly and accurately calculated, so that the starting typical curve can be adjusted to the adjusted starting typical curve by using a2, thereby to a certain extent, the examination period is shortened and the examination cost is reduced.

[0046] In the embodiment, in step S7, at least the following inspection items are included: performing fluorescent inspection on the disk of the aero-engine rotor; performing visual inspection and size measurement on the disk connection part of the aero-engine rotor; performing fluorescent inspection on the elastic support in the rotor support assembly; and performing visual inspection and size measurement on the elastic support in the rotor support assembly.

[0047] Specifically, through the above inspection items, whether the overcritical performance of the aero-engine rotor and the support assembly meets the requirements can be quickly and accurately judged based on the inspection results, so as to obtain the examination result.

[0048] It should be understood that when the disc of the rotor of the aero-engine is subjected to fluorescent inspection, if there is a crack on the disc, it means that the over-critical performance of the rotor of the aero-engine does not meet the requirements.

[0049] It should be understood that when the disc connecting part of the rotor of the aero-engine is subjected to visual inspection and size measurement, if there is abnormal wear and deformation of the end teeth, it means that the over-critical performance of the rotor of the aero-engine does not meet the requirements.

[0050] It should be understood that when the elastic support in the rotor support assembly is subjected to fluorescent inspection, if there is a crack on the elastic support, it means that the over-critical performance of the rotor support assembly does not meet the requirements.

[0051] It should be understood that when the elastic support in the rotor support assembly is subjected to visual inspection and size measurement, if there is abnormal wear and deformation, it means that the over-critical performance of the rotor support assembly does not meet the requirements.

[0052] It should be understood that when the disc of the rotor of the aero-engine is subjected to fluorescent inspection, if there is no crack on the disc, and the disc connecting part of the rotor of the aero-engine is subjected to visual inspection and size measurement, if there is no abnormal wear and deformation of the end teeth, it means that the over-critical performance of the rotor of the aero-engine meets the requirements.

[0053] It should be understood that when the elastic support in the rotor support assembly is subjected to fluorescent inspection, if there is no crack on the elastic support, and the elastic support in the rotor support assembly is subjected to visual inspection and size measurement, if there is no abnormal wear and deformation, it means that the over-critical performance of the rotor support assembly meets the requirements.

[0054] As shown in Figure 3 The evaluation device of the rotor of the aero-engine and the support assembly thereof according to the embodiment is used for the evaluation method of the rotor of the aero-engine and the support assembly thereof described above, and includes a base 10, a front bearing seat 20, a rear bearing seat 30, a control system 40, a test system 50, an oil supply and return system 60, and a driving motor 70. The front bearing seat 20 and the rear bearing seat 30 are arranged on the base 10 and are used for supporting the rotor of the aero-engine. The test system 50 is used for measuring the rotation speed and vibration of the rotor of the aero-engine. The oil supply and return system 60 is used for delivering lubricating oil to the front bearing seat 20 and the rear bearing seat 30. The driving motor 70 is used for driving the rotor of the aero-engine to rotate. The control system 40 is connected with the test system 50, the oil supply and return system 60, and the driving motor 70 respectively, and is used for controlling the test system 50, the oil supply and return system 60, and the driving motor 70 to work.

[0055] As shown in Figure 3As shown, specifically, during the assessment process, the drive motor 70 operates to rotate the aircraft engine rotor at a certain speed. The control system 40 controls the drive motor 70 to operate according to the typical starting curve or the typical starting adjustment curve, so as to ensure that the speed change curve of the aircraft engine rotor matches the speed change curve in the typical starting curve or the typical starting adjustment curve. The test system 50 measures the speed and vibration of the aircraft engine rotor to provide data support for the control of the control system 40. The oil supply and return system 60 delivers lubricating oil to the front bearing housing 20 and the rear bearing housing 30 to realistically simulate the actual working state of the rotor support assembly and effectively assess the over-critical performance of the rotor support assembly.

[0056] Optionally, the control system 40 is a controller or a computer.

[0057] Optionally, the test system 50 includes a speed sensor and a vibration sensor.

[0058] Optionally, the oil supply and return system 60 includes a front oil supply pipe connected to the front support, a rear oil supply pipe connected to the rear support, an oil tank for storing lubricating oil, and an oil pump for providing oil supply power.

[0059] like Figure 3 As shown, in this embodiment, the testing device further includes a front elastic support 80 for being disposed between the aircraft engine rotor and the front bearing housing 20, and a rear elastic support 90 for being disposed between the aircraft engine rotor and the rear bearing housing 30.

[0060] like Figure 3 As shown, specifically, the integrity of the rotor support assembly is improved by using the front elastic support 80 and the rear elastic support 90, thereby improving the accuracy of the overcritical performance test results of the rotor support assembly.

[0061] The foregoing has described specific embodiments of this specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than that shown in the embodiments and may still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are possible or may be advantageous.

[0062] In summary, after reading the detailed disclosure of this specification, those skilled in the art will understand that the foregoing detailed disclosure is presented by way of example only and is not restrictive. Although not explicitly stated herein, those skilled in the art will understand that this specification requires various reasonable changes, improvements, and modifications to the embodiments. These changes, improvements, and modifications are intended to be made by this specification and are within the spirit and scope of the exemplary embodiments described herein.

[0063] In addition, certain terminology has been used in the present specification to describe the embodiments of the present specification. For example, "one embodiment", "an embodiment” and / or "some embodiments” means that a particular feature, structure, or characteristic described in connection with the embodiment is included in at least one embodiment of the present specification. The appearances of the phrase "in one embodiment” or "in an embodiment” or "in some embodiments” in various places in the specification are not necessarily all referring to the same embodiment. Furthermore, the particular features, structures, or characteristics can be combined in any suitable manner in one or more embodiments of the specification.

[0064] It should be understood that in the foregoing description of embodiments of the present specification, various features are combined in a single embodiment for purposes of simplifying the present specification. However, this is not necessary, as the various features of the specification can be combined in any suitable manner in the various embodiments of the specification. That is, the embodiments of the present specification can also be understood to comprise a combination of the various sub-embodiments. Moreover, every sub-combination of the various features of the specification is also considered to be within the scope of the specification.

[0065] Each patent, patent application, publication of a patent application, and other material, for example articles, books, specifications, publications, documents, items, and the like, referenced herein are hereby incorporated by reference in their entirety for all purposes. Except in the Definitions section of the specification, or where otherwise explicitly provided, as utilized in the specification and the appended claims, the singular forms "a", "an" and "the" are intended to include the plural forms as well, as if such plural forms were expressly stated. The terms "another" and "at least one" are used interchangeably unless otherwise indicated. The terms "including" and / or "comprising" are used herein to mean including, but not limited to, unless otherwise explicitly provided. The terms "associated with" and / or "associated therewith" used in the specification and the appended claims have the same meaning as the term "associated with" used in the Boolean algebraic sense. The term "consisting of" is used herein to mean including and limited to, unless otherwise explicitly provided. The term "exemplary" is used herein to mean serving as an example, instance, or illustration. Any implementation described herein as exemplary is not necessarily to be construed as preferred or advantageous over other implementations. Unless otherwise indicated, the terms "substantially", "essentially", "approximately", and / or the like are used herein to mean that the recited characteristic, parameter, or value need not be achieved exactly, but that deviations, if any, are insignificant in terms of the desired purpose. The term "coupled" is used herein to mean the direct or indirect connection between or among two or more elements, which can mean that the coupled elements are in direct physical contact or that additional elements are located in between the coupled elements.

[0066] Finally, it should be understood that the embodiments of the application disclosed herein are illustrative of the principles of the present specification. Other modifications that can be employed are within the scope of the present specification. The disclosure of the embodiments of the present specification is by way of example only, and in no way limits the scope of the application. Those skilled in the art will recognize that the embodiments of the present specification can be practiced with modifications that do not change the principles of the application. Thus, the present specification discloses, but does not require, the embodiments of the application.

Claims

1. A method for evaluating an aero-engine rotor and its support assembly, characterized in that, Includes the following steps: S1: Sequentially obtain the typical start-up curve of the aero-engine rotor and the rotor vibration sudden change time t, and at the same time obtain the total number of starts n during the aero-engine's lifespan; S2: The aero-engine rotor is installed onto the testing device using the rotor support assembly. Debugging tests are conducted based on the typical start-up curve to obtain the actual critical speed range of the aero-engine rotor. S3: Adjust the typical starting curve based on the rotor vibration sudden change time t and the actual critical speed range to obtain the typical starting adjustment curve; S4: Start the aircraft engine to idle state according to the typical start-up adjustment curve, then stop it, and repeat at least n times; S5: Disassemble and inspect the aero-engine rotor and rotor support assembly, and determine whether the overcritical performance of the aero-engine rotor and rotor support assembly meets the requirements based on the inspection results; Step S3 specifically includes the following steps: Based on the actual critical speed range, the starting point ω1 and the ending point ω2 of the actual critical speed are obtained. The time corresponding to the starting point ω1 of the actual critical speed in the typical starting curve is set as t3, and the time corresponding to the ending point ω2 of the actual critical speed in the typical starting curve is set as t4. Based on the rotor vibration sudden change time t, the acceleration of the typical starting curve in the actual critical speed range is set as a1. Then, the acceleration a2 of the adjusted typical starting curve in the actual critical speed range is calculated by the calculation formula. After replacing a1 with a2, the typical starting adjustment curve is obtained. The calculation formula is as follows: a2≤a1(t4-t3) / t, a1=(ω2-ω1) / (t4-t3); a2≤(ω2-ω1) / t.

2. The testing method for the aero-engine rotor and its support assembly according to claim 1, characterized in that, The steps to obtain the typical start-up curve of the aero-engine rotor and the rotor vibration abrupt change time t are as follows: Conduct a full-engine start-up test to obtain typical start-up curves showing changes in rotor speed and vibration during the start-up process. Based on the vibration changes in the typical start-up curves, the time t1 corresponding to the sudden increase in vibration is set as the vibration mutation start point, and the time t2 corresponding to the sudden decrease in vibration followed by stabilization is set as the vibration mutation end point. t2-t1 is the rotor vibration mutation time t.

3. The testing method for the aero-engine rotor and its support assembly according to claim 1, characterized in that, The steps to obtain the total number of starts n during the lifespan of an aircraft engine include the following: Based on the life test spectrum of the aero-engine, the number of typical mission cycles from start-up to shutdown during the entire life of the aero-engine is obtained. The number of typical mission cycles is the total number of starts, n.

4. The testing method for the aero-engine rotor and its support assembly according to any one of claims 1-3, characterized in that, Step S2, the debugging test specifically includes the following steps: The aero-engine rotor is driven to rotate by a drive motor (70). Based on the typical start-up curve, the aero-engine rotor speed is driven to rise to the idle state and then stopped. The corresponding changes in the speed and vibration of the aero-engine rotor are obtained, thereby evaluating the actual critical speed range of the aero-engine rotor. Among them, the speed ω1 corresponding to the sudden increase in vibration is the starting point of the actual critical speed, and the speed ω2 corresponding to the sudden decrease in vibration and stabilization is the ending point of the actual critical speed. ω1~ω2 is the actual critical speed range.

5. The testing method for the aero-engine rotor and its support assembly according to claim 4, characterized in that, The specific steps for parking are as follows: Disconnect the power supply to the drive motor (70) to allow the rotor speed of the aircraft engine to decrease naturally until it reaches 0.

6. The testing method for an aero-engine rotor and its support assembly according to any one of claims 1-3, characterized in that, Step S7 shall include at least the following inspection items: Fluorescent inspection of the rotor disc of an aircraft engine; Visual inspection and dimensional measurement of the disc connection part of the aero-engine rotor; Fluorescent inspection was performed on the elastic supports in the rotor support assembly. Visually inspect and measure the dimensions of the elastic supports in the rotor support assembly.

7. A testing device for an aero-engine rotor and its support assembly, characterized in that, The testing device for the aircraft engine rotor and its support assembly as described in any one of claims 1-6 includes a base (10), a front bearing housing (20), a rear bearing housing (30), a control system (40), a testing system (50), an oil supply and return system (60), and a drive motor (70). The front bearing housing (20) and the rear bearing housing (30) are arranged on the base (10) and are used to support the aircraft engine rotor. The testing system (50) is used to measure the rotational speed and vibration of the aircraft engine rotor. The oil supply and return system (60) is used to supply lubricating oil to the front bearing housing (20) and the rear bearing housing (30). The drive motor (70) is used to drive the aircraft engine rotor to rotate. The control system (40) is connected to the testing system (50), the oil supply and return system (60), and the drive motor (70) respectively, and is used to control the operation of the testing system (50), the oil supply and return system (60), and the drive motor (70).

8. The testing device for an aero-engine rotor and its support assembly according to claim 7, characterized in that, The testing device also includes a front elastic support (80) for placement between the aircraft engine rotor and the front bearing housing (20) and a rear elastic support (90) for placement between the aircraft engine rotor and the rear bearing housing (30).

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