Rotor over-rotation test device for engine

Abstract

The invention relates to a rotor over-rotation test device for an engine. The rotor over-rotation test device comprises a bottom plate; the supporting assemblies are arranged at the top of the bottom plate at intervals, and each supporting assembly comprises a bearing frame and a mounting shaft rotationally mounted on the inner side of the bearing frame; the driving assembly is used for driving the mounting shaft to rotate forwards or backwards; the axial loading assembly is movably arranged on one side of the rotor and is used for applying axial force to the rotor; and the radial loading assembly is arranged at the top of the bottom plate and is used for applying radial force to the rotor. According to the rotor over-rotation test device for the engine, when the rotor is subjected to an over-rotation test, the driving assemblies on the two sides drive the rotor to rotate in the forward direction or in the reverse direction, during the period, axial loads are applied to the rotor through the axial loading assembly, and radial loads are applied to the rotor through the radial loading assembly; therefore, the complex stress environment of the rotor under the real working condition is simulated, and the reliability and stability of the test result are met.

Description

TECHNICAL FIELD

[0001] The present application belongs to the technical field of engine rotor testing, and particularly relates to a rotor overspeed testing device for an engine. BACKGROUND

[0002] An engine is a key power device, and various vibration problems, such as rotor mass imbalance and rotor misalignment, are prone to occur in the starting and running process of the rotor, which may cause the unit to be damaged or completely destroyed. Therefore, it is crucial to study the vibration mechanism, correctly diagnose the causes of vibration and prevent vibration. With the continuous improvement of the engine thrust-to-weight ratio and the increasing requirement for reliability, it is of great significance to perform an overspeed test on the engine rotor, which can better understand the dynamic characteristics of the rotor system to ensure the safety and reliability of the unit.

[0003] The existing rotor test bench can only perform high-speed rotation test on the rotor, and cannot apply axial and radial loads to the rotor during rotation, which leads to the inability to simulate the complex stress environment of the rotor under real working conditions. Moreover, the rotor is prone to swing under high-speed rotation, so there is a large error between the actual measured results and the real data. SUMMARY

[0004] The present application provides a rotor overspeed testing device for an engine, which solves the defects of the existing rotor test bench that the test factors are limited and the complex stress environment of the rotor under real working conditions cannot be accurately simulated.

[0005] To achieve the above-mentioned purpose, the technical scheme adopted by the present application is as follows: a rotor overspeed testing device for an engine, comprising: a bottom plate; a support assembly arranged at the top of the bottom plate, the support assembly comprising a bearing frame and a mounting shaft rotatably installed on the inner side of the bearing frame, and a rotor fixed to the inner side of the mounting shaft; a drive assembly arranged on the opposite side of the support assembly, for driving the mounting shaft to rotate forward or reverse; an axial loading assembly movably arranged on one side of the rotor, for applying an axial force to the rotor; a radial loading assembly arranged on the top of the bottom plate, for applying a radial force to the rotor.

[0006] Optimally, the support assembly further comprises a transition shaft rotatably installed in the bearing frame, a plug connector integrally connected to the outer side of the transition shaft, a plug slot formed in the plug connector, and a compensation unit connecting the transition shaft and the mounting shaft.

[0007] Optimally, the driving assembly comprises a first moving plate movably arranged on top of the bottom plate, a vertical plate fixed on top of the first moving plate, a variable speed shaft rotatably mounted in the vertical plate, and a plug integrally connected to one end of the variable speed shaft, the plug being matched with a plug slot.

[0008] Optimally, the axial loading assembly comprises a second moving plate movably arranged on top of the bottom plate, a first limiting plate fixed on top of the second moving plate, and a rolling ball arranged around the first limiting plate near the rotor, the rolling ball abutting against one side of the rotor to apply an axial force to the rotor.

[0009] Optimally, the axial loading assembly further comprises an inner limiting slot arranged around one side of the first limiting plate, a second limiting plate fixed on the side of the first limiting plate near the rotor, an outer limiting slot arranged around the second limiting plate, and an avoiding slot penetrating through the first limiting plate and the second limiting plate, the rolling ball being rollably arranged in the inner limiting slot and the outer limiting slot.

[0010] Optimally, the radial loading assembly comprises a third moving plate movably arranged on top of the bottom plate, a fourth moving plate movably arranged on top of the third moving plate, a fixed plate fixed on top of the fourth moving plate, a lifting plate liftably arranged on one side of the fixed plate, and a loading wheel rotatably mounted on the bottom of the lifting plate, the moving directions of the third moving plate and the fourth moving plate being perpendicular, and the axis of the loading wheel being parallel to the axis of the mounting shaft.

[0011] Optimally, the compensation unit comprises a first compensation disc fixed on the end of the transition shaft away from the plug, a second compensation disc fixed on the end of the mounting shaft away from the rotor, and a transition disc connecting the first compensation disc and the second compensation disc.

[0012] Optimally, the compensation unit further comprises a first insertion slot opened on the inner side of the first compensation disc, a second insertion slot opened on the inner side of the second compensation disc, a first insertion plate integrally connected to one side of the transition disc and inserted into the first insertion slot, a second insertion plate integrally connected to the other side of the transition disc and inserted into the second insertion slot, a first limiting part integrally connected to both sides of the first insertion plate, and a second limiting part integrally connected to both sides of the second insertion plate, the first insertion slot being perpendicular to the second insertion slot.

[0013] Optimally, the driving assembly further comprises a gear box fixed on one side of the vertical plate, a driving shaft rotatably mounted in the gear box, a driving gear sleeved on the driving shaft, and a variable speed gear sleeved on the variable speed shaft and engaged with the driving gear, the diameter of the driving gear being greater than the diameter of the variable speed gear.

[0014] By means of the technical scheme, the present application has the following advantages compared with the prior art: The rotor over-speed test device for engine of the present application, when performing over-speed test on the rotor, first fixes the engine rotor between the installation shafts through the flange, drives the rotor to rotate forward or reversely by decoupling or coupling of the driving assembly on both sides and the installation shaft, applies axial load to the rotor through the axial loading assembly during the rotation, and applies radial load to the rotor through the radial loading assembly, thereby simulating the complex stress environment of the rotor under real working conditions, and meeting the reliability and stability of the test results. BRIEF DESCRIPTION OF DRAWINGS

[0015] Figure 1 is a structural schematic view of the present application; Figure 2 is a front view of the present application; Figure 3 is a structural schematic view of the compensation unit in the support assembly of the present application; Figure 4 is a structural schematic view of the first compensation disc of the present application; Figure 5 is a structural schematic view of the transition disc of the present application; Figure 6 is a sectional view of the gear box of the present application; Figure 7 is a structural schematic view of the axial loading assembly of the present application; Figure 8 is a sectional view of the present application Figure 7 ; Figure 9 is a schematic view of the present application Figure 8 after removing the rolling ball; BRIEF DESCRIPTION OF DRAWINGS 1, bottom plate; 2, support assembly; 201, support plate; 202, bearing seat; 203, transition shaft; 204, plug connector; 205, plug slot; 206, first compensation disc; 207, first plug slot; 208, second compensation disc; 209, second plug slot; 210, transition disc; 211, first plug plate; 212, second plug plate; 213, first limiting part; 214, second limiting part; 215, installation shaft; 3, driving assembly; 301, first moving plate; 302, first vertical plate; 303, gear box; 304, driving shaft; 305, variable speed shaft; 306, driving gear; 307, variable speed gear; 308, driving motor; 309, plug block; 4, axial loading assembly; 401, rotating disc; 402, second moving plate; 403, connecting plate; 404, second vertical plate; 405, first limiting plate; 406, second limiting plate; 407, avoiding groove; 408, inner limiting groove; 409, outer limiting groove; 410, rolling ball; 5, radial loading assembly; 501, third moving plate; 502, fourth moving plate; 503, fixed plate; 504, lifting plate; 505, loading wheel. DETAILED DESCRIPTION

[0016] The application will be further described in conjunction with the embodiments shown in the accompanying drawings.

[0017] As shown in Figure 1 , 2 , it is a structural schematic diagram of the test device for the engine rotor overspeed test of the application. The device is used for clamping the engine rotor, driving the rotor to rotate forward or reverse at high speed, and applying axial load and radial load to the rotor in the process of rotation, thereby simulating the complex stress environment of the rotor under real working conditions and improving the accuracy of test results.

[0018] The test device comprises a bottom plate 1, a support assembly 2, a driving assembly 3, an axial loading assembly 4 and a radial loading assembly 5. The bottom plate 1 is fixed on the test machine table by screw fastening and mainly plays a supporting role. The support assembly 2 has two groups and is fixed on the top of the bottom plate 1 at intervals. The engine rotor to be tested is fixed between the support assemblies 2 through flanges.

[0019] The driving assembly 3 also has two groups and is arranged outside the support assembly 2. One of the driving assemblies 3 is used to drive the rotor to rotate forward, and the other driving assembly 3 is used to drive the rotor to rotate reverse, thereby improving the accuracy of test results by simulating different directions of the rotor.

[0020] The axial loading assembly 4 is movably arranged on the top of the bottom plate 1 to apply axial load to the high-speed rotating rotor. The radial loading assembly 5 is arranged on the top of the bottom plate 1 to apply radial load to the high-speed rotating rotor, thereby simulating the complex stress environment of the rotor under real working conditions.

[0021] The support assembly 2 comprises a support plate 201, a bearing seat 202, a transition shaft 203, a plug-in connector 204, a plug-in groove 205, a compensation unit and a mounting shaft 215. The support plate 201 is fixed on the top of the bottom plate 1. The bearing seat 202 is fixed on the top of the support plate 201 by screw fastening. The transition shaft 203 is installed in the bearing seat 202. The transition shaft 203 is circumscribed by the driving assembly 3 and inscribed by the mounting shaft 215, thereby transmitting torque to the rotor and driving the rotor to rotate.

[0022] The plug-in head 204 is integrally connected to the outer end of the transition shaft 203, and the plug-in groove 205 is arranged on the side of the plug-in head 204 away from the transition shaft 203. The plug-in groove 205 is a regular polygon, and is matched with the plug-in block 309 of the driving assembly 3. The rotation of the rotor in the forward direction and the reverse direction is realized by decoupling or coupling of the plug-in block 309 and the plug-in groove 205.

[0023] The installation shaft 215 is connected to the transition shaft 203 through the compensation unit, and the engine rotor is fixed between the two installation shafts 215 through the flange. After the rotor is subjected to radial loading, the installation shaft 215 connected to the rotor will be subjected to radial deviation, which causes the axis of the installation shaft 215 and the transition shaft 203 to deviate, thereby affecting the normal rotation of the installation shaft 215 and the transition shaft 203. Therefore, the compensation unit is used to compensate for the deviation.

[0024] The installation shaft 215 is connected to the driving assembly 3 through the transition shaft 203, which ensures that the installation shaft 215 has sufficient support while meeting the decoupling or coupling requirements, thereby avoiding the inclination of the installation shaft 215 when one group of driving assemblies 3 is decoupled.

[0025] As shown in Figures 3-5 The compensation unit includes a first compensation disc 206, a first plug-in groove 207, a second compensation disc 208, a second plug-in groove 209, a transition disc 210, a first plug-in plate 211, a second plug-in plate 212, a first limiting portion 213, and a second limiting portion 214. The first compensation disc 206 is fixed to the end of the transition shaft 203 away from the plug-in head 204, the second compensation disc 208 is fixed to the end of the installation shaft 215 away from the rotor, and the transition disc 210 is installed between the first compensation disc 206 and the second compensation disc 208, and is used to compensate for the deviation between the installation shaft 215 and the transition shaft 203.

[0026] The inner side of the first compensation disc 206 is provided with the first plug-in groove 207, and the inner side of the second compensation disc 208 is provided with the second plug-in groove 209. The first plug-in groove 207 and the second plug-in groove 209 are arranged in a perpendicular manner. By arranging in a cross shape, the axial deviation between the installation shaft 215 and the transition shaft 203 is compensated when the rotor rotates. Moreover, after the transition disc 210 is installed, the first plug-in plate 211 and the second plug-in plate 212 are also in a perpendicular state, which makes it easier to transmit the torque of the first compensation disc 206 to the second compensation disc 208, thereby driving the installation shaft 215 to rotate.

[0027] The first plug-in plate 211 is integrally connected to one side of the transition disc 210 and is plugged into the first plug-in groove 207, and the second plug-in plate 212 is integrally connected to the other side of the transition disc 210 and is plugged into the second plug-in groove 209. When the installation shaft 215 and the transition shaft 203 deviate, the first plug-in plate 211 slides in the first plug-in groove 207 or the second plug-in plate 212 slides in the second plug-in groove 209.

[0028] The length of the first plug plate 211 is greater than the diameter of the transition disc 210, and the first limiting part 213 is integrally connected to both sides of the first plug plate 211; the length of the second plug plate 212 is greater than the diameter of the transition disc 210, and the second limiting part 214 is integrally connected to both sides of the second plug plate 212. After the rotor bears the load in the radial direction, the first limiting part 213 and the second limiting part 214 limit the first compensation disc 206 and the second compensation disc 208 from falling out from both sides of the transition disc 210.

[0029] The driving assembly 3 has two groups, which are respectively arranged on the outer side of the supporting assembly 2. One group of the driving assembly 3 is used to drive the rotor to rotate forward, and the other group of the driving assembly 3 is used to drive the rotor to rotate reversely. By simulating the different rotation directions of the rotor, the stress performance of the rotor under different rotation directions can be understood, and the performance and durability of the rotor can be comprehensively evaluated. The driving assembly 3 includes a first moving plate 301, a first vertical plate 302, a gear box 303, a driving shaft 304, a variable speed shaft 305, a driving gear 306, a variable speed gear 307, a driving motor 308, and a plug 309.

[0030] The first moving plate 301 is slidably arranged on the top of the bottom plate 1 by means of the sliding rail and the sliding block (a linear cylinder for controlling the movement of the first moving plate 301 is not shown in the figure). The first vertical plate 302 is fixed on the top of the first moving plate 301, and the gear box 303 is fixed on the outer side of the first vertical plate 302. The driving shaft 304 and the variable speed shaft 305 are respectively rotatably installed in the gear box 303, the driving motor 308 is fixed on the outer side of the gear box 303 and connected with the driving shaft 304, and is used to drive the driving shaft 304 to rotate.

[0031] As shown in Figure 6 The driving gear 306 is sleeved on the driving shaft 304 through a key connection, the variable speed gear 307 is sleeved on the variable speed shaft 305 through a key connection and is in meshing with the driving gear 306, the variable speed gear 307 is driven to rotate by the driving gear 306, and then the variable speed shaft 305 is driven to rotate. The diameter of the driving gear 306 is greater than the diameter of the variable speed gear 307, so as to improve the rotation speed of the variable speed shaft 305, and then simulate the high-speed rotation of the rotor.

[0032] The insert block 309 is integrally connected to one end of the transmission shaft 305 and mates with the insertion slot 205 of the connector 204. During actual testing, one set of drive components 3 moves until the insert block 309 inserts into the insertion slot 205, completing the coupling of that set of drive components 3 with the mounting shaft 215, while the other set of drive components 3 separates from the mounting shaft 215. When the drive motor 308 is started, since both the insert block 309 and the insertion slot 205 are regular polygons, torque is transmitted to the transition shaft 203, which drives the rotor to rotate (the drive motors 308 of the two sets of drive components 3 rotate in opposite directions, thus driving the rotor to rotate in different directions, comprehensively evaluating the rotor's performance and durability).

[0033] The axial loading assembly 4 is movably mounted on the top of the base plate 1 to apply axial load to the high-speed rotating rotor. The axial loading assembly 4 includes a turntable 401, a second movable plate 402, a connecting plate 403, a second vertical plate 404, a first limiting plate 405, a second limiting plate 406, a clearance groove 407, an inner limiting groove 408, an outer limiting groove 409, and a ball bearing 410. The second movable plate 402 is slidably mounted on the top of the base plate 1 via a sliding rail and a slider. The turntable 401 is rotatably mounted on the top of the base plate 1. One side of the connecting plate 403 is pivotally connected to the second movable plate 402, and the other side of the connecting plate 403 is pivotally connected to the top of the turntable 401. The rotation of the turntable 401 drives the second movable plate 402 to move.

[0034] The second vertical plate 404 is fixed to the top of the second movable plate 402, as follows: Figures 7-9 As shown, the first limiting plate 405 is fixed to the top of the second vertical plate 404, the second limiting plate 406 is fixed to the side of the first limiting plate 405 near the rotor, and the clearance groove 407 horizontally passes through the first limiting plate 405 and the second limiting plate 406 to avoid the position of the mounting shaft 215.

[0035] The inner limiting groove 408 is arranged around the first limiting plate 405 on the side near the rotor, and the inner limiting groove 408 is hemispherical. The outer limiting groove 409 passes through the second limiting plate 406 and is arranged around the second limiting plate 406. The outer limiting groove 409 cooperates with the inner limiting groove 408, and the outer limiting groove 409 and the inner limiting groove 408 cooperate to form a spherical trajectory.

[0036] The ball 410 is positioned within the inner limiting groove 408 and is blocked by the outer limiting groove 409, such as Figure 8 As shown, the side of the ball 410 furthest from the first limiting plate 405 protrudes from the second limiting plate 406. During installation, the ball 410 is first placed in the inner limiting groove 408, and then the second limiting plate 406 is fixed to prevent the ball 410 from falling out.

[0037] When an axial load is applied to the rotor, the second moving plate 402 moves toward the rotor until the rolling ball 410 abuts against the side of the rotor. By setting the rolling ball 410, when the rolling ball 410 abuts against the side of the rotor and applies an axial force to the rotor, the rotation of the rotor will drive the rolling ball 410 to roll synchronously in the inner limiting groove 408 and the outer limiting groove 409. Applying an axial force to the rotor will not affect the rotation of the rotor. Moreover, the circumferentially arranged rolling ball 410 abuts against the side of the rotor, which provides support to the side of the rotor, avoids the high-speed rotating rotor from swaying, avoids affecting the test results, and ensures that the high-speed rotating rotor is always in axial rotation.

[0038] A radial loading assembly 5 is disposed on the top of the base plate 1 to apply a radial load to the highly rotating rotor. The radial loading assembly 5 includes a third moving plate 501, a fourth moving plate 502, a fixed plate 503, a lifting plate 504, and a loading wheel 505. The third moving plate 501 is slidably disposed on the top of the base plate 1 via a slide rail slider engagement, and the fourth moving plate 502 is slidably disposed on the top of the third moving plate 501 via a slide rail slider engagement. The fixed plate 503 is vertically fixed on the top of the fourth moving plate 502, and the moving directions of the third moving plate 501 and the fourth moving plate 502 are perpendicular to each other.

[0039] The lifting plate 504 is vertically and flexibly mounted on one side of the fixed plate 503, and the loading wheel 505 is rotatably mounted on the bottom of the lifting plate 504 via a rotating shaft. By setting the third moving plate 501, radial force can be applied to any position on the rotor surface, improving the versatility of the test results.

[0040] The axis of the loading wheel 505 is parallel to the axis of the mounting shaft 215. Therefore, when the loading wheel 505 abuts against the circumference of the rotor and applies a radial force to the rotor, the rotating rotor will drive the loading wheel 505 to rotate synchronously. Applying a radial force to the rotor will not affect the rotation of the rotor.

[0041] When conducting an over-rotation test on an engine rotor, the present invention first fixes the engine rotor between the mounting shafts 215 via flanges. By decoupling or coupling the drive components 3 on both sides with the mounting shafts 215, the rotor is driven to rotate in the forward or reverse direction. During this process, the axial load is applied to the rotor via the axial loading component 4, and the radial load is applied to the rotor via the radial loading component 5, thereby simulating the complex stress environment of the rotor under real working conditions and ensuring the reliability and stability of the test results.

[0042] The above embodiments are only for illustrating the technical concept and features of the present invention, and are intended to enable those skilled in the art to understand the content of the present invention and implement it accordingly. They should not be construed as limiting the scope of protection of the present invention. All equivalent changes or modifications made in accordance with the spirit and essence of the present invention should be covered within the scope of protection of the present invention.

Claims

1. A rotor over-rotation test device for an engine, characterized in that, It includes: Base plate (1); A support assembly (2) is spaced apart on the top of the base plate (1). The support assembly (2) includes a bearing frame and a mounting shaft (215) rotatably mounted inside the bearing frame. The rotor is fixed inside the mounting shaft (215). The drive assembly (3) is located on the opposite side of the support assembly (2) and is used to drive the mounting shaft (215) to rotate forward or backward. An axial loading assembly (4) is movably disposed on one side of the rotor to apply an axial force to the rotor; A radial loading assembly (5) is disposed on top of the base plate (1) and applies a radial force to the rotor.

2. The rotor over-rotation test device for an engine according to claim 1, characterized in that: The support assembly (2) also includes a transition shaft (203) rotatably mounted in the bearing housing, a connector (204) integrally connected to the outside of the transition shaft (203), a connector slot (205) formed in the connector (204), and a compensation unit connecting the transition shaft (203) and the mounting shaft (215).

3. The rotor over-rotation test device for an engine according to claim 2, characterized in that: The drive assembly (3) includes a first movable plate (301) movably disposed on the top of the base plate (1), a first upright plate (302) fixed on the top of the first movable plate (301), a gear shaft (305) rotatably mounted in the first upright plate (302), and an insert (309) integrally connected to one end of the gear shaft (305), wherein the insert (309) cooperates with the insertion slot (205).

4. The rotor over-rotation test device for an engine according to claim 1, characterized in that: The axial loading assembly (4) includes a second movable plate (402) movably disposed on the top of the base plate (1), a first limiting plate (405) fixed on the top of the second movable plate (402), and a ball (410) circumferentially disposed on the first limiting plate (405) near the rotor side. The ball (410) abuts against one side of the rotor and applies an axial force to the rotor.

5. The rotor over-rotation test device for an engine according to claim 4, characterized in that: The axial loading assembly (4) further includes an inner limiting groove (408) circumferentially disposed on one side of the first limiting plate (405), a second limiting plate (406) fixed on the side of the first limiting plate (405) near the rotor, an outer limiting groove (409) circumferentially disposed on the second limiting plate (406), and a clearance groove (407) penetrating the first limiting plate (405) and the second limiting plate (406). The ball (410) is rotatably disposed in the inner limiting groove (408) and the outer limiting groove (409).

6. The rotor over-rotation test device for an engine according to claim 1, characterized in that: The radial loading assembly (5) includes a third movable plate (501) movably disposed on the top of the base plate (1), a fourth movable plate (502) movably disposed on the top of the third movable plate (501), a fixed plate (503) fixed on the top of the fourth movable plate (502), a lifting plate (504) movably disposed on one side of the fixed plate (503), and a loading wheel (505) rotatably mounted on the bottom of the lifting plate (504). The moving directions of the third movable plate (501) and the fourth movable plate (502) are perpendicular to each other, and the axis of the loading wheel (505) is parallel to the axis of the mounting shaft (215).

7. The rotor over-rotation test device for an engine according to claim 2, characterized in that: The compensation unit includes a first compensation disc (206) fixed to the end of the transition shaft (203) away from the connector (204), a second compensation disc (208) fixed to the end of the mounting shaft (215) away from the rotor, and a transition disc (210) connecting the first compensation disc (206) and the second compensation disc (208).

8. The rotor over-rotation test apparatus for an engine according to claim 7, characterized in that: The compensation unit further includes a first slot (207) opened inside the first compensation plate (206), a second slot (209) opened inside the second compensation plate (208), a first insert plate (211) integrally connected to one side of the transition plate (210) and inserted into the first slot (207), a second insert plate (212) integrally connected to the other side of the transition plate (210) and inserted into the second slot (209), a first limiting part (213) integrally connected to both sides of the first insert plate (211), and a second limiting part (214) integrally connected to both sides of the second insert plate (212). The first slot (207) and the second slot (209) are perpendicular to each other.

9. The rotor over-rotation test device for an engine according to claim 3, characterized in that: The drive assembly (3) further includes a gearbox (303) fixed to one side of the first upright plate (302), a drive shaft (304) rotatably mounted in the gearbox (303), a drive gear (306) sleeved on the drive shaft (304), and a transmission gear (307) sleeved on the transmission shaft (305) and meshing with the drive gear (306), wherein the diameter of the drive gear (306) is larger than the diameter of the transmission gear (307).

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