A method and system for vibration reduction design of an integrated stator blade

Abstract

The application relates to the technical field of structural strength design, and discloses a whole-ring stator blade vibration reduction design method and system. A dangerous mode is identified by performing modal analysis on an analysis model of a whole-ring stator blade. An analysis model of total vibration response coefficients of the whole-ring stator blade is constructed by analyzing vibration response coefficients of the stator blade under all dangerous modes. The total vibration response coefficients of the blade are minimized by adjusting stacking rules of the blade, so that the probability of high-cycle fatigue damage of the blade is reduced. The application can change vibration response characteristics of the blade by adjusting the stacking rules of the blade without affecting aerodynamic performance and increasing the weight of the blade, so as to achieve the purpose of reducing vibration stress, effectively improve the high-cycle fatigue resistance of the whole-ring stator blade, and further improve the safety, economy and maintainability of the engine.

Description

Technical Field

[0001] This invention relates to the field of structural strength design technology, and discloses a vibration reduction design method and system for a complete ring stator blade. Background Technology

[0002] As the workload of impellers continues to increase, the risk of high-cycle fatigue cracks or fractures in their stator blades is also increasing. If stator blades break off, they can easily damage rotor blades, thus affecting engine safety. If stator blades only develop cracks, they must be replaced to ensure safety once they exceed a certain limit, leading to poorer engine economy and maintainability. The entire ring stator blade needs to be replaced, which is less economical than the fan-shaped stator blade structure.

[0003] To reduce the probability of high-cycle fatigue failure in stator blades, the following methods can usually be adopted: adjusting the excitation order or blade frequency to move the resonance point outside the operating speed range; increasing the blade thickness to improve the blade's vibration resistance; and adding damping structures to the blade flange to improve blade vibration damping.

[0004] The above methods all have certain limitations: First, because the engine operates over a wide range of speeds, frequency tuning measures are generally only applicable to resonance points near the edge of the operating speed range. Often, due to the large number of resonance points, it is difficult to avoid all of them when tuning. Second, increasing blade thickness often conflicts with aerodynamic performance design requirements. Under aerodynamic constraints, the effect of increasing thickness to improve the blade's vibration resistance is generally limited. Finally, adding structural damping to the blade edge is usually only effective for vibration modes where there is significant coupling between the blade and the blade edge, and is generally ineffective for vibration modes of a single blade. Summary of the Invention

[0005] The purpose of this invention is to provide a vibration reduction design method and system for a ring stator blade. This method can change the vibration response characteristics of the blade by adjusting the stacking pattern of the blade without affecting aerodynamic performance or increasing the blade weight, thereby reducing vibration stress. This can effectively improve the high-cycle fatigue resistance of the ring stator blade, thereby improving the safety, economy and maintainability of the engine.

[0006] To achieve the above-mentioned technical effects, the technical solution adopted by the present invention is as follows:

[0007] A vibration reduction design method for a complete ring stator blade includes: An analytical model of the entire ring stator blade was constructed, and modal analysis of multiple vibration orders of the stator blade under different engine operating speeds was carried out using the finite element analysis method. Based on the modal analysis results, engine operating speed and excitation order, Campbell diagrams were plotted. On the Campbell diagram, the resonance speed point where the resonance margin between the engine operating speed and the engine speed is less than a preset margin threshold is identified as a critical point, and the mode corresponding to the critical point is identified as a critical mode. The blade of the stator is evenly divided into three parts along the radial height: the tip, the middle, and the root. The maximum circumferential displacement of the blade under each critical mode is obtained by experiment or simulation, as well as the maximum circumferential displacement of each part under each critical mode. The vibration response coefficients of the stator blade under the corresponding dangerous mode are obtained by analyzing the maximum circumferential displacement of the stator blade body under each dangerous mode and the maximum circumferential displacement of each part under the corresponding dangerous mode. Using the stacking law of the aerodynamic cross section of the entire ring stator blade as the adjustment variable, and minimizing the sum of the vibration response coefficients under all dangerous modes of the stator blade as the design objective, the target stator blade structure of the entire ring stator blade is generated.

[0008] Furthermore, the analytical model of the entire ring stator blade is a 1 / N sector of the entire ring stator blade, wherein the sector contains at least one stator blade, and N is the number of blades in the entire ring stator blade.

[0009] Furthermore, when performing modal analysis of multiple vibration orders of the stator blade at different engine operating speeds using the finite element method, the excitation vibration orders are all vibration orders lower than the highest frequency of the stator blade, where the highest frequency is based on... Analysis yielded, among which The maximum excitation order induced by the structure. This is the maximum operating speed of the engine rotor. Pi is the mathematical constant of a circle.

[0010] Furthermore, the vibration response coefficient of the stator blade under the corresponding critical mode is based on ,in For the first Vibration response coefficients under dangerous modes, For the first The maximum circumferential displacement of the stator blade under the first critical mode. For the first The maximum circumferential displacement of the stator blade tip under the first critical mode. For the first The maximum circumferential displacement of the stator blade midsection under the first critical mode. For the first The maximum circumferential displacement of the stator blade root section under the dangerous mode.

[0011] Furthermore, taking the accumulation law of the aerodynamic cross section of the entire ring stator blade as the adjustment variable, and minimizing the sum of the vibration response coefficients under all dangerous modes of the stator blade as the design objective, the method for generating the target stator blade structure of the entire ring stator blade includes: With the engine axis as the X-axis and the airflow direction as the positive X-axis, a three-dimensional rectangular coordinate system O-XYZ is established, with the Z-axis as the stacking axis of a single stator blade, given multiple stator blades. The stator blades are divided along the Z-axis into One aerodynamic cross section (in this embodiment) ), to obtain the centroid coordinates of each aerodynamic section as , ; Based on the centroid coordinates of all aerodynamic sections of all given stator blades, fit the Z-axis coordinates of the aerodynamic sections. With X-axis coordinates First relational model ,in , , , X-axis superposition coefficient; Z-axis coordinates of the fitted aerodynamic section. Y-axis coordinate The second relational model ,in , , , The Y-axis stacking coefficient; Establish the response surface equations relating the X-axis and Y-axis stacking coefficients of all stator blades to the total vibration response coefficient. ,in Indicates the first X-axis superposition coefficients, Indicates the first Y-axis superposition coefficient, , , , , , , These are the fitting parameters, obtained through data fitting; Solving the response surface relation equation satisfies The minimum X-axis and Y-axis stacking coefficients are used to obtain the stacking law of the aerodynamic section by substituting the corresponding stacking coefficients into the first and second relational models. The blade generated according to the stacking law is the target stator blade structure.

[0012] To achieve the above-mentioned technical effects, the present invention also provides a whole-ring stator blade vibration reduction design system for implementing the aforementioned whole-ring stator blade vibration reduction design method, comprising: The modal analysis module is used to construct an analytical model of the entire ring stator blade. It uses the finite element analysis method to perform modal analysis of multiple vibration orders of the stator blade at different engine operating speeds, and generates Campbell diagrams based on the modal analysis results, engine operating speed, and excitation order. The hazardous mode identification module is used to identify the resonant speed points on the Campbell diagram where the resonance margin between the engine operating speed and the resonant speed is less than a preset margin threshold as hazardous points, and the modes corresponding to the hazardous points are identified as hazardous modes. The data acquisition module is used to divide the blade of the stator blade into three parts along the radial height: the tip, the middle, and the root. The module obtains the maximum circumferential vibration displacement of the blade in each critical mode through experiments or simulations, as well as the maximum circumferential vibration displacement of each part in each critical mode. The response coefficient analysis module is used to analyze and obtain the vibration response coefficient of the stator blade under the corresponding dangerous mode based on the maximum circumferential displacement of the stator blade body under each dangerous mode, and the maximum circumferential displacement of each part under the corresponding dangerous mode. The output module is adjusted to generate the target stator blade structure of the entire ring stator blade, with the accumulation law of the aerodynamic cross section of the entire ring stator blade as the adjustment variable and the minimum sum of the vibration response coefficients under all dangerous modes of the stator blade as the design objective.

[0013] Furthermore, the analysis model of the entire ring stator blade in the modal analysis module is a 1 / N sector of the entire ring stator blade, wherein the sector contains at least one stator blade, and N is the number of blades of the entire ring stator blade.

[0014] Furthermore, in the modal analysis module, when performing modal analysis of multiple vibration orders of the stator blade at different engine operating speeds using the finite element analysis method, the excitation vibration orders are all vibration orders lower than the highest frequency of the stator blade, wherein the highest frequency is based on... Analysis yielded, among which The maximum excitation order induced by the structure. This is the maximum operating speed of the engine rotor. Pi is the mathematical constant of a circle.

[0015] Furthermore, the vibration response coefficient of the stator blade in the response coefficient analysis module under the corresponding critical mode is based on... ,in For the first Vibration response coefficients under dangerous modes, For the first The maximum circumferential displacement of the stator blade under the first critical mode. For the first The maximum circumferential displacement of the stator blade tip under the first critical mode. For the first The maximum circumferential displacement of the stator blade midsection under the first critical mode. For the first The maximum circumferential displacement of the stator blade root section under the dangerous mode.

[0016] Furthermore, the adjustment output module includes: The coordinate system construction unit is used to establish an arbitrary three-dimensional rectangular coordinate system O-XYZ with the engine axis as the X-axis, the airflow direction as the positive X-axis, and given multiple stator blades, with the Z-axis as the stacking axis of a single stator blade. Aerodynamic section dividing unit, used to divide the stator blade along the Z-axis into sections. There are several aerodynamic sections, and the centroid coordinates of each aerodynamic section are obtained as follows: , ; The relational model building unit is used to fit the Z-axis coordinates of the aerodynamic sections based on the centroid coordinates of all aerodynamic sections of all given stator blades. With X-axis coordinates First relational model ,in , , , X-axis superposition coefficient; Z-axis coordinates of the fitted aerodynamic section. Y-axis coordinate The second relational model ,in , , , The Y-axis stacking coefficient; The response surface equation construction unit is used to establish the response surface relationship equations between the X-axis stacking coefficient, Y-axis stacking coefficient, and total vibration response coefficient of all stator blades. ,in Indicates the first X-axis superposition coefficients, Indicates the first Y-axis superposition coefficient, , , , , , , These are the fitting parameters, obtained through data fitting; Analysis and adjustment unit, used to solve for the satisfaction of response surface relation equations. The minimum X-axis and Y-axis stacking coefficients are used to obtain the stacking law of the aerodynamic section by substituting the corresponding stacking coefficients into the first and second relational models. The blade generated according to the stacking law is the target stator blade structure.

[0017] Compared with the prior art, the beneficial effects of the present invention are: the present invention can change the vibration response characteristics of the blades by adjusting the stacking pattern of the blades without affecting the aerodynamic performance or increasing the blade weight, thereby reducing the vibration stress. It can effectively improve the high-cycle fatigue resistance of the entire ring stator blades, thereby improving the safety, economy and maintainability of the engine. Attached Figure Description

[0018] Figure 1 This is a flowchart of the vibration reduction design method for the entire ring stator blade in Example 1 or 2; Figure 2 This is a structural block diagram of the whole-ring stator blade vibration reduction design system in Example 1; Figure 3 Campbell diagram of the stator blade in Example 2; Figure 4 This is a schematic diagram showing the division of the leaf blade of the Jingzi leaf into three parts: the leaf tip, the leaf middle, and the leaf root in Example 2. Figure 5 This is a schematic diagram of the stator blade stacking scheme in Example 2; The module includes: 1. Modal analysis module; 2. Hazardous mode identification module; 3. Data acquisition module; 4. Response coefficient analysis module; and 5. Adjustment output module. Detailed Implementation

[0019] The present invention will now be described in further detail with reference to the embodiments and accompanying drawings. However, this should not be construed as limiting the scope of the above-described subject matter of the present invention to the following embodiments; all technologies implemented based on the content of the present invention fall within the scope of the present invention.

[0020] Example 1 See Figure 1 A vibration reduction design method for a complete ring stator blade, comprising: An analytical model of the entire ring stator blade was constructed, and modal analysis of multiple vibration orders of the stator blade under different engine operating speeds was carried out using the finite element analysis method. Based on the modal analysis results, engine operating speed and excitation order, Campbell diagrams were plotted. On the Campbell diagram, the resonance speed point where the resonance margin between the engine operating speed and the engine speed is less than a preset margin threshold is identified as a critical point, and the mode corresponding to the critical point is identified as a critical mode. The blade of the stator is evenly divided into three parts along the radial height: the tip, the middle, and the root. The maximum circumferential displacement of the blade under each critical mode is obtained by experiment or simulation, as well as the maximum circumferential displacement of each part under each critical mode. The vibration response coefficients of the stator blade under the corresponding dangerous mode are obtained by analyzing the maximum circumferential displacement of the stator blade body under each dangerous mode and the maximum circumferential displacement of each part under the corresponding dangerous mode. Using the stacking law of the aerodynamic cross section of the entire ring stator blade as the adjustment variable, and minimizing the sum of the vibration response coefficients under all dangerous modes of the stator blade as the design objective, the target stator blade structure of the entire ring stator blade is generated.

[0021] In this embodiment, modal analysis is performed on the analytical model of the entire ring stator blade to identify critical modes. By analyzing the vibration response coefficients of the stator blade under all critical modes, an analytical model of the total vibration response coefficient of the entire ring stator blade is constructed. By adjusting the blade stacking pattern, the total vibration response coefficient of the blade is minimized, thereby reducing the probability of high-cycle fatigue failure of the blade. This invention can change the vibration response characteristics of the blade by adjusting the blade stacking pattern without affecting aerodynamic performance or increasing blade weight, thereby reducing vibration stress. It can effectively improve the high-cycle fatigue resistance of the entire ring stator blade, thus improving the safety, economy, and maintainability of the engine.

[0022] Based on the same inventive concept, this embodiment also provides a whole-ring stator blade vibration reduction design system for implementing the aforementioned whole-ring stator blade vibration reduction design method, including: Modal analysis module 1 is used to construct an analysis model of the entire ring stator blade. It uses the finite element analysis method to perform modal analysis of multiple vibration orders of the stator blade at different engine operating speeds, and generates Campbell diagrams based on the modal analysis results, engine operating speed, and excitation order. The hazardous mode identification module 2 is used to identify the resonant speed points on the Campbell diagram where the resonant margin between the engine operating speed and the engine speed is less than a preset margin threshold as hazardous points, and the modes corresponding to the hazardous points are identified as hazardous modes. Data acquisition module 3 is used to divide the blade of the stator blade into three parts along the radial height: the tip, the middle, and the root. The maximum circumferential vibration displacement of the blade of the stator blade under each dangerous mode is obtained by test or simulation, as well as the maximum circumferential vibration displacement of each part under each dangerous mode. The response coefficient analysis module 4 is used to obtain the vibration response coefficient of the stator blade under the corresponding dangerous mode based on the maximum circumferential displacement of the stator blade body under each dangerous mode and the maximum circumferential displacement of each part under the corresponding dangerous mode. The output module 5 is adjusted to generate the target stator blade structure of the entire ring stator blade, with the accumulation law of the aerodynamic cross section of the entire ring stator blade as the adjustment variable and the minimum sum of the vibration response coefficients under all dangerous modes of the stator blade as the design objective.

[0023] In this embodiment, the adjustment output module 5 includes: The coordinate system construction unit is used to establish an arbitrary three-dimensional rectangular coordinate system O-XYZ with the engine axis as the X-axis, the airflow direction as the positive X-axis, and given multiple stator blades, with the Z-axis as the stacking axis of a single stator blade. Aerodynamic section dividing unit, used to divide the stator blade along the Z-axis into sections. There are several aerodynamic sections, and the centroid coordinates of each aerodynamic section are obtained as follows: , ; The relational model building unit is used to fit the Z-axis coordinates of the aerodynamic sections based on the centroid coordinates of all aerodynamic sections of all given stator blades. With X-axis coordinates First relational model ,in , , , X-axis superposition coefficient; Z-axis coordinates of the fitted aerodynamic section. Y-axis coordinate The second relational model ,in , , , The Y-axis stacking coefficient; The response surface equation construction unit is used to establish the response surface relationship equations between the X-axis stacking coefficient, Y-axis stacking coefficient, and total vibration response coefficient of all stator blades. ,in Indicates the first X-axis superposition coefficients, Indicates the first Y-axis superposition coefficient, , , , , , , These are the fitting parameters, obtained through data fitting; Analysis and adjustment unit, used to solve for the satisfaction of response surface relation equations. The minimum X-axis and Y-axis stacking coefficients are used to obtain the stacking law of the aerodynamic section by substituting the corresponding stacking coefficients into the first and second relational models. The blade generated according to the stacking law is the target stator blade structure.

[0024] Example 2 See Figure 1 , Figures 3 to 5 A vibration reduction design method for a complete ring stator blade, comprising: Step 1: Construct an analytical model of the entire ring stator blade, and use the finite element analysis method to perform modal analysis of multiple vibration orders of the stator blade at different engine operating speeds. Based on the modal analysis results, engine operating speed and excitation order, construct a Campbell diagram. In this embodiment, a finite element analysis model of the 1 / N sector of the entire ring stator blade is pre-established, where N is the number of blades of the entire ring stator blade; the sector should contain at least one stator blade; Then according to The highest frequency obtained from modal analysis And based on the finite element method, the modes of all vibration orders below the highest frequency are solved; Based on the modal analysis results, engine operating speed, and excitation order, a Campbell diagram is plotted as follows: Figure 3 As shown.

[0025] Step 2: On the Campbell diagram, identify the resonant speed points where the resonance margin between the engine operating speed and the engine speed is less than a preset margin threshold as the danger points, and determine the modes corresponding to the danger points as the danger modes; In this embodiment, points with a resonance margin of less than 10% are selected as dangerous points, and the corresponding modes are dangerous modes. The number of dangerous modes is generally not 0. Figure 3 The resonant speed point A is 8400 rpm, and the resonance margin between it and the operating speed of 8000 rpm is 4.76%, which is less than the preset margin threshold of 10%, and is therefore identified as a dangerous point.

[0026] Step 3: Divide the blade of the stator blade into three parts along the radial height: the tip, the middle, and the root. Obtain the maximum circumferential vibration displacement of the stator blade blade under each critical mode by test or simulation, as well as the maximum circumferential vibration displacement of each part under each critical mode. In this embodiment, the leaf blade of the *Stachys aurea* is divided into three parts: the leaf tip, the middle of the leaf, and the leaf root. Figure 4 The maximum circumferential displacement of the stator blade under each critical mode, as well as the maximum circumferential displacement of each part under each critical mode, can be obtained from the modal analysis results in step one.

[0027] Step 4: Based on the maximum circumferential displacement of the stator blade body under each critical mode, and the maximum circumferential displacement of each part under the corresponding critical mode, the vibration response coefficient of the stator blade under the corresponding critical mode is obtained. In this embodiment, the vibration response coefficient of the stator blade under the corresponding critical mode is based on ,in For the first Vibration response coefficients under dangerous modes, For the first The maximum circumferential displacement of the stator blade under the first critical mode. For the first The maximum circumferential displacement of the stator blade tip under the first critical mode. For the first The maximum circumferential displacement of the stator blade midsection under the first critical mode. For the first The maximum circumferential displacement of the stator blade root section under the dangerous mode.

[0028] Step 5: Using the stacking law of the aerodynamic cross section of the entire ring stator blade as the adjustment variable, and taking the minimum sum of the vibration response coefficients under all dangerous modes of the stator blade as the design objective, generate the target stator blade structure of the entire ring stator blade. In this step, the overall vibration response coefficient of the entire ring stator blade is first constructed. , The total number of dangerous modes; the total vibration response coefficient of the blade is an important parameter characterizing the probability of high-cycle fatigue failure of the blade. The larger the value, the greater the probability of high-cycle fatigue failure of the blade. Therefore, in this embodiment, the total vibration response coefficient of the blade can be minimized by adjusting the stacking pattern of the blade, thereby reducing the probability of high-cycle fatigue failure of the blade.

[0029] This embodiment provides an implementation case for adjusting the stacking pattern of the blades. The specific adjustment logic is as follows: 5.1 With the engine axis as the X-axis and the airflow direction as the positive X-axis, a three-dimensional rectangular coordinate system O-XYZ is established with the Z-axis as the stacking axis of a single stator blade, given multiple stator blades; 5.2 Divide the stator blades along the Z-axis into... One aerodynamic cross section (in this embodiment) ), to obtain the centroid coordinates of each aerodynamic section as , ; 5.3 Fit the Z-axis coordinates of the aerodynamic sections based on the centroid coordinates of all given stator blades. With X-axis coordinates First relational model ,in , , , X-axis superposition coefficient; Z-axis coordinates of the fitted aerodynamic section. Y-axis coordinate The second relational model ,in , , , The Y-axis stacking coefficient; 5.4 Establish the response surface equations relating the X-axis and Y-axis stacking coefficients of all stator blades to the total vibration response coefficient. ,in Indicates the first X-axis superposition coefficients, Indicates the first Y-axis superposition coefficient, , , , , , , These are the fitting parameters, obtained through data fitting; 5.5 Solving for the Response Surface Relationship Equation The minimum X-axis and Y-axis stacking coefficients are used to obtain the stacking law of the aerodynamic section by substituting the corresponding stacking coefficients into the first and second relational models. The blade generated according to this law is the target blade. like Figure 5 Based on the original accumulation pattern, multiple accumulation axial blade-bowl side offset schemes and accumulation axial blade-back side offset schemes were formed through adjustments. The corresponding response surface relation equations were obtained through steps 5.1 to 5.4, and then the solutions satisfying the response surface relation equations were solved. The minimum X-axis and Y-axis stacking coefficients can be used to further analyze the stacking pattern of the aerodynamic cross-section.

[0030] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for vibration reduction design of a complete ring stator blade, characterized in that, include: An analytical model of the entire ring stator blade was constructed, and modal analysis of multiple vibration orders of the stator blade under different engine operating speeds was carried out using the finite element analysis method. Based on the modal analysis results, engine operating speed and excitation order, Campbell diagrams were plotted. On the Campbell diagram, the resonance speed point where the resonance margin between the engine operating speed and the engine speed is less than a preset margin threshold is identified as a critical point, and the mode corresponding to the critical point is identified as a critical mode. The blade of the stator is evenly divided into three parts along the radial height: the tip, the middle, and the root. The maximum circumferential displacement of the blade under each critical mode is obtained by experiment or simulation, as well as the maximum circumferential displacement of each part under each critical mode. The vibration response coefficients of the stator blade under the corresponding dangerous mode are obtained by analyzing the maximum circumferential displacement of the stator blade body under each dangerous mode and the maximum circumferential displacement of each part under the corresponding dangerous mode. Using the stacking law of the aerodynamic cross section of the entire ring stator blade as the adjustment variable, and minimizing the sum of the vibration response coefficients under all dangerous modes of the stator blade as the design objective, the target stator blade structure of the entire ring stator blade is generated.

2. The vibration reduction design method for the entire ring stator blade according to claim 1, characterized in that, The analytical model of the entire ring stator blade is a 1 / N sector of the entire ring stator blade, wherein the sector contains at least one stator blade, and N is the number of blades of the entire ring stator blade.

3. The vibration reduction design method for the entire ring stator blade according to claim 1, characterized in that, When performing modal analysis of multiple vibration orders of stator blades at different engine operating speeds using the finite element method, the excitation vibration orders are all vibration orders lower than the highest frequency of the stator blade, where the highest frequency is determined according to... Analysis yielded, among which The maximum excitation order induced by the structure. This is the maximum operating speed of the engine rotor. Pi is the mathematical constant of a circle.

4. The vibration reduction design method for the entire ring stator blade according to claim 1, characterized in that, The vibration response coefficient of the stator blade under the corresponding critical mode is based on ,in For the first Vibration response coefficients under dangerous modes, For the first The maximum circumferential displacement of the stator blade under the first critical mode. For the first The maximum circumferential displacement of the stator blade tip under the first critical mode. For the first The maximum circumferential displacement of the stator blade midsection under the first critical mode. For the first The maximum circumferential displacement of the stator blade root section under the dangerous mode.

5. The vibration reduction design method for the entire ring stator blade according to claim 1, characterized in that, Using the stacking law of the aerodynamic cross-section of the entire ring stator blade as the adjustment variable, and minimizing the sum of the vibration response coefficients under all dangerous modes of the stator blade as the design objective, the methods for generating the target stator blade structure of the entire ring stator blade include: With the engine axis as the X-axis and the airflow direction as the positive X-axis, a three-dimensional rectangular coordinate system O-XYZ is established, with the Z-axis as the stacking axis of a single stator blade, given multiple stator blades. The stator blades are divided along the Z-axis into There are several aerodynamic sections, and the centroid coordinates of each aerodynamic section are obtained as follows: , ; Based on the centroid coordinates of all aerodynamic sections of all given stator blades, fit the Z-axis coordinates of the aerodynamic sections. With X-axis coordinates First relational model ,in , , , X-axis superposition coefficient; Z-axis coordinates of the fitted aerodynamic section. Y-axis coordinate The second relational model ,in , , , The Y-axis stacking coefficient; Establish the response surface equations relating the X-axis and Y-axis stacking coefficients of all stator blades to the total vibration response coefficient. ,in Indicates the first X-axis superposition coefficients, Indicates the first Y-axis superposition coefficient, , , , , , , These are the fitting parameters, obtained through data fitting; Solving the response surface relation equation satisfies The minimum X-axis and Y-axis stacking coefficients are used to obtain the stacking law of the aerodynamic section by substituting the corresponding stacking coefficients into the first and second relational models. The blade generated according to the stacking law is the target stator blade structure.

6. A full-ring stator blade vibration reduction design system, used to implement the full-ring stator blade vibration reduction design method according to claim 1, characterized in that, include: The modal analysis module is used to construct an analytical model of the entire ring stator blade. It uses the finite element analysis method to perform modal analysis of multiple vibration orders of the stator blade at different engine operating speeds, and generates Campbell diagrams based on the modal analysis results, engine operating speed, and excitation order. The hazardous mode identification module is used to identify the resonant speed points on the Campbell diagram where the resonance margin between the engine operating speed and the resonant speed is less than a preset margin threshold as hazardous points, and the modes corresponding to the hazardous points are identified as hazardous modes. The data acquisition module is used to divide the blade of the stator blade into three parts along the radial height: the tip, the middle, and the root. The module obtains the maximum circumferential vibration displacement of the blade in each critical mode through experiments or simulations, as well as the maximum circumferential vibration displacement of each part in each critical mode. The response coefficient analysis module is used to analyze and obtain the vibration response coefficient of the stator blade under the corresponding dangerous mode based on the maximum circumferential displacement of the stator blade body under each dangerous mode, and the maximum circumferential displacement of each part under the corresponding dangerous mode. The output module is adjusted to generate the target stator blade structure of the entire ring stator blade, with the accumulation law of the aerodynamic cross section of the entire ring stator blade as the adjustment variable and the minimum sum of the vibration response coefficients under all dangerous modes of the stator blade as the design objective.

7. The whole-ring stator blade vibration reduction design system according to claim 6, characterized in that, The analysis model of the entire ring stator blade in the modal analysis module is a 1 / N sector of the entire ring stator blade, wherein the sector contains at least one stator blade, and N is the number of blades of the entire ring stator blade.

8. The whole-ring stator blade vibration reduction design system according to claim 6, characterized in that, In the modal analysis module, when performing modal analysis of multiple vibration orders of the stator blade at different engine operating speeds using the finite element analysis method, the excitation vibration orders are all vibration orders lower than the highest frequency of the stator blade, where the highest frequency is based on... Analysis yielded, among which The maximum excitation order induced by the structure. This is the maximum operating speed of the engine rotor. Pi is the mathematical constant of a circle.

9. The whole-ring stator blade vibration reduction design system according to claim 6, characterized in that, The vibration response coefficient analysis module calculates the vibration response coefficient of the stator blade under the corresponding critical mode based on... ,in For the first Vibration response coefficients under dangerous modes, For the first The maximum circumferential displacement of the stator blade under the first critical mode. For the first The maximum circumferential displacement of the stator blade tip under the first critical mode. For the first The maximum circumferential displacement of the stator blade midsection under the first critical mode. For the first The maximum circumferential displacement of the stator blade root section under the dangerous mode.

10. The whole-ring stator blade vibration reduction design system according to claim 9, characterized in that, The adjustment output module includes: The coordinate system construction unit is used to establish an arbitrary three-dimensional rectangular coordinate system O-XYZ with the engine axis as the X-axis, the airflow direction as the positive X-axis, and given multiple stator blades, with the Z-axis as the stacking axis of a single stator blade. Aerodynamic section dividing unit, used to divide the stator blade along the Z-axis into sections. There are several aerodynamic sections, and the centroid coordinates of each aerodynamic section are obtained as follows: , ; The relational model building unit is used to fit the Z-axis coordinates of the aerodynamic sections based on the centroid coordinates of all aerodynamic sections of all given stator blades. With X-axis coordinates First relational model ,in , , , X-axis superposition coefficient; Z-axis coordinates of the fitted aerodynamic section. Y-axis coordinate The second relational model ,in , , , The Y-axis stacking coefficient; The response surface equation construction unit is used to establish the response surface relationship equations between the X-axis stacking coefficient, Y-axis stacking coefficient, and total vibration response coefficient of all stator blades. ,in Indicates the first X-axis superposition coefficients, Indicates the first Y-axis superposition coefficient, , , , , , , These are the fitting parameters, obtained through data fitting; Analysis and adjustment unit, used to solve for the satisfaction of response surface relation equations. The minimum X-axis and Y-axis stacking coefficients are used to obtain the stacking law of the aerodynamic section by substituting the corresponding stacking coefficients into the first and second relational models. The blade generated according to the stacking law is the target stator blade structure.

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