aeroengine

Abstract

The present disclosure relates to an aeroengine, which includes: a rotor component; a stator component; a braking shaft fixedly connected to the rotor component and rotating synchronously with the rotor shaft of the rotor component; and a braking sleeve fixedly connected to the stator component; wherein, the axial cross-section of the braking shaft is non-circular, the axial cross-section of the braking sleeve is non-circular, and the braking shaft is configured to: in the state of rotor shaft failure, the braking shaft enters the braking sleeve and forms a circumferential limiting fit to prevent the rotation of the rotor shaft. By providing a braking shaft with a non-circular axial cross-section and a braking sleeve with a non-circular axial cross-section, in the state of rotor shaft failure, the braking shaft moves backward into the braking sleeve and forms a circumferential limiting fit. If the braking shaft continues to rotate, circumferential friction energy consumption and axial friction energy consumption will occur between the braking shaft and the braking sleeve until the braking shaft is stuck in the braking sleeve, thereby preventing the rotation of the rotor shaft. At the same time, it can play a certain role in restricting the axial rebound of the rotor component and improve the mechanical speed reduction efficiency.

Description

Technical Field

[0001] The present disclosure relates to an aeroengine. Background Art

[0002] The statements herein only provide background information related to the present disclosure and do not necessarily constitute prior art.

[0003] During the actual operation of a turbine-driven engine, shaft failure may occur due to over-torque, resonance, fatigue, corrosion, material defects, manufacturing errors, or other indirect events. Although the probability of shaft failure is small, once it occurs, it may lead to harmful consequences. For a dual-rotor engine, low-pressure shaft failure is common. After the low-pressure shaft fails, the turbine rotor decouples from the front-end load (compressor). At the same time, driven by the high-energy gas discharged from the combustion chamber, the speed instantaneously increases, or enters a super-rotation state. When the speed rises to a certain level, the disk stress reaches the critical value and fractures occur. The fractured high-energy fragments have the risk of penetrating the engine. Therefore, restricting the turbine super-rotation after shaft failure is a constraint that must be followed in the design of turbine engines.

[0004] In known dual-rotor engines, the rotor speed is generally directly monitored by installing a speed sensor or converted to obtain the rotor speed. The speed sensor is generally installed at the front end of the engine and cannot monitor the increase in the rear-end turbine speed caused by shaft failure. Even if a sensor is added at the turbine end, for a large civil turbofan engine, the entire process from the control system detecting and discriminating the occurrence of a shaft failure event to the fuel cut-off response takes a long time, which is about an order of magnitude slower than the time required for the turbine speed to rise to the critical speed. Therefore, restricting the speed after low-pressure shaft failure solely through the control system has strict requirements for the response time of the control system.

[0005] It is known that adding honeycomb or anti-friction devices to the low-pressure turbine stator structure (mainly referring to the guide vanes and the rear bearing housing of the low-pressure turbine), or designing axially bowed and swept low-pressure turbine guide vanes can limit the rotor speed by the collision and friction or jamming between the rotor and the stator after the shaft failure event occurs. However, adding honeycomb, anti-friction rings, and axially bowed blades all require an increase in the axial dimension of the engine. Moreover, after the low-pressure turbine rotor moves backward and collides with the stator structure, a collision force opposite to the axial force is generated, and the rotor may rebound, resulting in the inability to continuously perform the friction braking, further affecting the effect of restricting the low-pressure turbine rotor speed after low-pressure shaft failure.

[0006] Compared with the response time of the control system, the duration of the shaft failure event is very short. Therefore, civil aeroengines generally adopt a combination of mechanical and control systems to restrict the low-pressure turbine speed after shaft failure. Before the control system responds, the mechanical speed reduction effect must be ensured, otherwise the low-pressure turbine disk may fracture before the control system fully responds. Summary of the Invention

[0007] One technical problem to be solved by the present disclosure is to provide an aero-engine to improve the efficiency and reliability of rotational speed reduction.

[0008] An aero-engine provided according to some embodiments of the present disclosure includes: a rotor member; a stator member; a brake shaft fixedly connected to the rotor member and rotating synchronously with the rotor shaft of the rotor member; and a brake sleeve fixedly connected to the stator member; wherein, the axial cross-section of the brake shaft is non-circular, the axial cross-section of the brake sleeve is non-circular, and the brake shaft is configured to: in the state of rotor shaft failure, the brake shaft enters the brake sleeve and forms a circumferential limit fit to prevent the rotation of the rotor shaft.

[0009] In some embodiments, the brake shaft can form a radially local interference fit with the brake sleeve when entering the brake sleeve.

[0010] In some embodiments, the axial cross-section of the brake shaft is configured as a first elliptical cross-section, the axial cross-section of the brake sleeve is configured as a second elliptical cross-section, the outer diameter minor axis length of the first elliptical cross-section is less than the inner diameter minor axis length of the second elliptical cross-section, and the outer diameter major axis length of the first elliptical cross-section is between the inner diameter minor axis length and the inner diameter major axis length of the second elliptical cross-section.

[0011] In some embodiments, the axial cross-section of the brake shaft is configured as a runway shape, a dumbbell shape, a three-sided ring shape or a multi-sided ring shape.

[0012] In some embodiments, the axial cross-section of the brake sleeve is configured as a runway shape, a dumbbell shape, a three-sided ring shape or a multi-sided ring shape.

[0013] In some embodiments, the rotor shaft includes a high-pressure shaft and a low-pressure shaft, the stator member includes a rear bearing housing, the brake shaft is fixedly connected to the axial rear end of the low-pressure shaft, and the brake sleeve is fixedly connected to the rear bearing housing.

[0014] In some embodiments, the rotor member includes a sealing ring, the stator member includes a sealing seat, the brake shaft is fixedly connected to the sealing ring, and the brake sleeve is fixedly connected to the sealing seat.

[0015] In some embodiments, the rotor member includes rotor blades, the stator member includes stator blades, the brake shaft is fixedly connected to the inner ring of the rotor blades, and the brake sleeve is fixedly connected to the inner ring of the stator blades.

[0016] In some embodiments, the rotor member includes rotor blades, the stator member includes stator blades, the brake shaft is fixedly connected to the outer ring of the rotor blades, and the brake sleeve is fixedly connected to the outer ring of the stator blades.

[0017] In the technical solution of the present disclosure, by providing a brake shaft with a non-circular axial cross-section and a brake sleeve with a non-circular axial cross-section, in the event of a failure of the rotor shaft, the brake shaft moves backward into the brake sleeve and forms a circumferential limiting fit. When the brake shaft continues to rotate, circumferential frictional energy dissipation and axial frictional energy dissipation will occur with the brake sleeve until the brake shaft gets stuck in the brake sleeve, thereby preventing the rotation of the rotor shaft and being able to impose a certain axial rebound limitation on the rotor component, improving the mechanical speed reduction efficiency. BRIEF DESCRIPTION OF THE DRAWINGS

[0018] In order to more clearly illustrate the technical solutions in the embodiments of the present disclosure or the prior art, the following will briefly introduce the drawings required for use in the description of the embodiments or the prior art. Obviously, the drawings in the following description are only some embodiments of the present disclosure. For those of ordinary skill in the art, without creative efforts, other drawings can also be obtained based on these drawings.

[0019] Figure 1 is a schematic structural diagram of some embodiments of an aeroengine according to the present disclosure;

[0020] Figure 2 is Figure 1 a partially enlarged schematic view of the local structure of region A in

[0021] Figure 3 is Figure 1 a partially enlarged schematic view of the local structures of regions B and C in

[0022] Figure 4 is Figure 1 a partially enlarged schematic view of the local structure of region D in

[0023] Figure 5 is a schematic cross-sectional view of a brake shaft in some embodiments of the aeroengine according to the present disclosure;

[0024] Figure 6 is a schematic cross-sectional view of a brake sleeve in some embodiments of the aeroengine according to the present disclosure;

[0025] Figure 7 is a schematic view of an interference fit section of the cross-section of a brake shaft in some embodiments of the aeroengine according to the present disclosure;

[0026] Figure 8 is a schematic view of an interference fit section of the cross-section of a brake sleeve in some embodiments of the aeroengine according to the present disclosure;

[0027] Figure 9 is a schematic view of the structure of a brake shaft entering a brake sleeve in some embodiments of the aeroengine according to the present disclosure;

[0028] Figure 10It is a structural sectional view of the brake shaft entering the brake sleeve in some embodiments of the aeroengine of the present disclosure;

[0029] Figure 11 It is a schematic structural view of the brake shaft rotating in the brake sleeve in some embodiments of the aeroengine of the present disclosure;

[0030] Figure 12 It is a structural sectional view of the brake shaft rotating in the brake sleeve in some embodiments of the aeroengine of the present disclosure;

[0031] Figures 13 to 16 They are respectively schematic sectional views of the axial section of the brake shaft or the brake sleeve in the shape of a runway, a dumbbell, a trilateral ring, and a multi-sided ring in some other embodiments of the aeroengine of the present disclosure.

[0032] Explanation of reference numerals

[0033] 1. Roller bearing; 2. Ball bearing; 3. Ball bearing; 4. Roller bearing; 5. Roller bearing; 11. Low-pressure shaft; 12. High-pressure shaft; 13. Support conical wall; 21. Fan; 22. Low-pressure compressor; 22a. Booster-stage rotor; 22b. Booster-stage stator; 23. High-pressure compressor; 23a. High-pressure compressor rotor; 23b. High-pressure compressor stator; 24. High-pressure turbine; 24a. High-pressure turbine rotor; 24b. High-pressure turbine stator; 25. Low-pressure turbine; 25a. Low-pressure turbine rotor; 25b. Low-pressure turbine stator; 26. Combustion chamber; 31. Front bearing housing; 32. Inter-turbine bearing housing; 33. Rear bearing housing; 41. Fan housing; 51. Support plate; 61. Fracture position; 71. Shaft-sealing ring; A. Sealing area; B. Outer ring area of rotating and stationary blades; C. Inner ring area of rotating and stationary blades; D. Bearing area; 80. Sealing seat; 81. Sealing ring; 82. Rotor blade; 83. Stator blade; 84. Brake shaft; 85. Brake sleeve; 91. Second elliptical section; 92. First elliptical section. Detailed implementation manners

[0034] Now, various exemplary embodiments of the present disclosure will be described in detail with reference to the accompanying drawings. The description of the exemplary embodiments is merely illustrative and in no way limits the present disclosure and its application or use. The present disclosure can be implemented in many different forms and is not limited to the embodiments herein. These embodiments are provided to make the present disclosure thorough and complete and to fully convey the scope of the present disclosure to those skilled in the art. It should be noted that: Unless otherwise specifically stated, the relative arrangements of components and steps, the components of materials, numerical expressions, and numerical values set forth in these embodiments should be construed as merely exemplary and not as limitations.

[0035] The terms "first", "second" and similar terms used in this disclosure do not denote any order, quantity or importance, but are merely used to distinguish different parts. Terms such as "comprising" or "including" mean that the elements before this term cover the elements listed after this term, and do not exclude the possibility of also covering other elements. Terms such as "upper", "lower", "left", "right" are only used to represent relative positional relationships, and when the absolute position of the object being described changes, the relative positional relationship may also change accordingly.

[0036] In this disclosure, when it is described that a specific device is located between a first device and a second device, there may or may not be an intermediate device between the specific device and the first device or the second device. When it is described that a specific device is connected to other devices, the specific device may be directly connected to other devices without an intermediate device, or may not be directly connected to other devices but have an intermediate device.

[0037] All terms used in this disclosure have the same meanings as those understood by those of ordinary skill in the art to which this disclosure pertains, unless otherwise specifically defined. It should also be understood that terms defined in general dictionaries should be interpreted as having meanings consistent with their meanings in the context of the relevant art, and should not be interpreted in an idealized or overly formal sense, unless specifically defined as such here.

[0038] Techniques, methods and devices known to those of ordinary skill in the relevant art may not be discussed in detail, but where appropriate, the techniques, methods and devices should be regarded as part of the specification.

[0039] Combined Figure 1 and Figure 4 As shown in the figure, an aeroengine provided according to some embodiments of the present disclosure includes: a rotor member, a stator member, a brake shaft 84 and a brake sleeve 85, wherein the brake shaft 84 is fixedly connected to the rotor member and rotates synchronously with the rotor shaft of the rotor member; the brake sleeve 85 is fixedly connected to the stator member; the axial cross-section of the brake shaft 84 is non-circular, the axial cross-section of the brake sleeve 85 is non-circular, and the brake shaft 84 is configured to: in the state of rotor shaft failure, the brake shaft 84 enters the brake sleeve 85 and forms a circumferential limit fit to prevent the rotation of the rotor shaft.

[0040] In this illustrative embodiment, by providing a brake shaft 84 with a non-circular axial cross-section and a brake sleeve 85 with a non-circular axial cross-section, in the state of rotor shaft failure, the brake shaft 84 moves backward into the brake sleeve 85 and forms a circumferential limit fit. If the brake shaft 84 continues to rotate, circumferential friction energy consumption and axial friction energy consumption will occur between the brake shaft 84 and the brake sleeve 85 until the brake shaft 84 is stuck in the brake sleeve 85, thereby preventing the rotation of the rotor shaft, and at the same time, it can play a certain axial rebound restriction on the rotor member and improve the mechanical speed reduction efficiency.

[0041] Under normal operating conditions, there is an axial clearance between the brake shaft 84 and the brake sleeve 85 to avoid axial rubbing during normal operation and ensure the safe operation of the engine under normal conditions. That is, when the engine is operating normally, the brake shaft 84 and the brake sleeve 85 do not work.

[0042] As Figure 1 shown, taking an aero-engine as a twin-spool turbo-engine as an example, in some embodiments, the twin-spool turbo-engine includes a fan 21, a low-pressure compressor 22, a high-pressure compressor 23, a combustion chamber 26, a high-pressure turbine 24, and a low-pressure turbine 25. The rotor shaft includes a high-pressure shaft 12 and a low-pressure shaft 11. The low-pressure compressor 22 is driven by the low-pressure turbine 25, and the two are connected through the low-pressure shaft 11 and the support cone wall 13. The high-pressure compressor 23 is driven by the high-pressure turbine 24, and the two are connected through the high-pressure shaft 12.

[0043] Among them, the low-pressure compressor 22 includes a booster-stage rotor 22a and a booster-stage stator 22b. The high-pressure compressor 23 includes a high-pressure compressor rotor 23a and a high-pressure compressor stator 23b. The high-pressure turbine 24 includes a high-pressure turbine rotor 24a and a high-pressure turbine stator 24b. The low-pressure turbine 25 includes a low-pressure turbine rotor 25a and a low-pressure turbine stator 25b. The booster-stage rotor 22a, the high-pressure compressor rotor 23a, the high-pressure turbine rotor 24a, and the low-pressure turbine rotor 25a constitute the rotor components in the engine, while the booster-stage stator 22b, the high-pressure compressor stator 23b, the high-pressure turbine stator 24b, and the low-pressure turbine stator 25b constitute the stator components in the engine.

[0044] When the high-temperature and high-energy combustion gas is discharged from the combustion chamber 26, it will pass through the high-pressure turbine 24 and the low-pressure turbine 25 in sequence, and drive the high-pressure turbine rotor 24a and the low-pressure turbine rotor 25a to rotate. The high-pressure turbine rotor 24a drives the high-pressure compressor rotor 23a at the front end to rotate, and the low-pressure turbine rotor 25a drives the low-pressure compressor rotor 22a and the fan 21 to rotate.

[0045] The compressor connection end of the low-pressure shaft 11 is supported by a roller bearing 1 and a ball bearing 2, and the turbine connection end is supported by a roller bearing 5. The compressor connection end of the high-pressure shaft 12 is supported by a ball bearing 3, and the turbine connection end is supported by a roller bearing 4. The roller bearing 5 is mainly used to transmit the radial force, and the ball bearing 3 can transmit both the axial force and the radial force at the same time. The axial force or radial force on the roller bearing 1, the ball bearing 2, and the ball bearing 3 is mainly transmitted outward through the front bearing housing 31. The forces on the roller bearing 4 and the roller bearing 5 are respectively transmitted outward by the turbine inter-stage bearing housing 32 and the rear bearing housing 33 in the low-pressure turbine stator component 25b. The outside of the fan 21 is the fan housing 41, and the rear end is the guide vane support 51.

[0046] Regarding how to achieve the circumferential limit fit between the brake shaft 84 and the brake sleeve 85, in some embodiments, in combination with Figures 5 to 12 As shown, when the brake shaft 84 enters the brake sleeve 85, it can form a radially local interference fit with the brake sleeve 85. The axial cross-sectional dimensions of the brake shaft 84 and the brake sleeve 85 are designed to ensure that when the long side of the outer diameter of the brake shaft 84 is in the same direction as the long side of the inner diameter of the brake sleeve 85, the brake shaft 84 can be inserted into the brake sleeve 85 through axial displacement; when the long side of the outer diameter of the brake shaft 84 is in the same direction as the short side of the inner diameter of the brake sleeve 85, when the brake shaft 84 rotates in the brake sleeve 85, it is subjected to an appropriate resistance.

[0047] The brake shaft 84 and the brake sleeve 85 can be selectively arranged in other positions such as the sealing area, the inner and outer rings of the stator and rotor blades, etc., where relative axial movement and rotation may occur after the shaft fails. The layout is flexible and can also be set at multiple positions as described above, thereby improving the mechanical rotation reduction efficiency and reliable stability.

[0048] In combination with Figure 1 and Figure 2 As shown, in some embodiments, the brake shaft 84 and the brake sleeve 85 are arranged in the Figure 2 sealing area A shown. The rotor part includes a sealing ring 81, and the stator part includes a sealing seat 80. The brake shaft 84 is fixedly connected to the sealing ring 81, and the brake sleeve 85 is fixedly connected to the sealing seat 80.

[0049] In combination with Figure 1 and Figure 3 As shown, in some embodiments, the brake shaft 84 and the brake sleeve 85 are arranged in the Figure 3 outer ring area B of the stator-rotor blades shown. The rotor part includes rotor blades 82, and the stator part includes stator blades 83. The brake shaft 84 is fixedly connected to the outer ring of the rotor blades 82, and the brake sleeve 85 is fixedly connected to the outer ring of the stator blades 83. In some embodiments, the brake shaft 84 and the brake sleeve 85 are arranged in the Figure 3 inner ring area C of the stator-rotor blades shown. The brake shaft 84 is fixedly connected to the inner ring of the rotor blades 82, and the brake sleeve 85 is fixedly connected to the inner ring of the stator blades 83.

[0050] In combination with Figure 1 and Figure 4 As shown, in some embodiments, the brake shaft 84 and the brake sleeve 85 are arranged in the Figure 4 bearing area D shown. The rotor shaft includes a high-pressure shaft 12 and a low-pressure shaft 11, and the stator part includes a rear bearing housing 33. The brake shaft 84 is fixedly connected to the axial rear end of the low-pressure shaft 11, and the brake sleeve 85 is fixedly connected to the rear bearing housing 33.

[0051] In combination with Figures 4 to 12As shown, in some embodiments, the axial cross-section of the brake shaft 84 is configured as a first elliptical cross-section 92, and the axial cross-section of the brake sleeve 85 is configured as a second elliptical cross-section 91. The axial cross-sections of the brake shaft 84 and the brake sleeve 85 are changed from the conventional circular ring shape to an elliptical ring shape, as Figure 5 and Figure 6 shown. The minor axis length of the outer diameter of the first elliptical cross-section 92 is less than the minor axis length of the inner diameter of the second elliptical cross-section 91, and the major axis length r12 of the outer diameter of the first elliptical cross-section 92 is between the minor axis length r21 and the major axis length r22 of the inner diameter of the second elliptical cross-section 91.

[0052] The minor axis length r11 of the outer diameter of the first elliptical cross-section 92 of the brake shaft 84 is less than the minor axis length r21 of the inner diameter of the second elliptical cross-section 91 of the brake sleeve 85, and the major axis length r12 of the outer diameter of the first elliptical cross-section 92 of the brake shaft 84 is less than the major axis length r22 of the inner diameter of the second elliptical cross-section 91 of the brake sleeve 85. However, the major axis length r12 of the outer diameter of the first elliptical cross-section 92 of the brake shaft 84 is slightly greater than the minor axis length r21 of the inner diameter of the second elliptical cross-section 91 of the brake sleeve 85. That is, the brake shaft 84 and the brake sleeve 85 are designed to have a radial local interference fit, and the interference section is as Figure 7 and Figure 8 shown. Such dimensional control is beneficial in that on the one hand, after the rotor shaft fractures and fails at the fracture position 61, the brake shaft 84 moves backward while rotating. When the long side directions of the brake shaft 84 and the brake sleeve 85 are close to being the same, as Figure 9 and Figure 10 shown, the brake shaft 84 can be inserted into the brake sleeve 85. On the other hand, after the brake shaft 84 is inserted into the brake sleeve 85, it will continue to rotate. When there is a certain angular difference between the long sides of the brake shaft 84 and the brake sleeve 85, restricted by the interference fit design, the brake shaft 84 cannot rotate freely. Under the action of the torsional aerodynamic force and its own inertia, the brake shaft 84 rotates and impacts on the brake sleeve 85, as Figure 11 and Figure 12 shown. The impact will dissipate part of the energy on the brake shaft 84. In addition, the relative circumferential displacement and axial displacement between the brake shaft 84 and the brake sleeve 85 will also dissipate the energy of the brake shaft 84, and the axial resistance will limit the rebound of the brake shaft 84 to a certain extent. When the long side of the brake shaft 84 is in the same direction as the short side of the brake sleeve 85, the resistance received is the greatest. If the rotational speed of the brake shaft 84 has not completely dropped to zero and the brake shaft 84 continues to rotate, the long side of the brake shaft 84 tends to be in the same direction as the long side of the brake sleeve 85, and the rotational resistance received by the brake shaft 84 decreases. After the brake shaft 84 continues to rotate, it impacts on the brake sleeve 85, and so on, until the brake shaft 84 gets stuck in the brake sleeve 85, achieving mechanical speed reduction.

[0053] In some other alternative embodiments, such as Figure 13As shown, the axial cross-section of the brake shaft 84 is configured as a racetrack shape, that is, the short sides of the elliptical ring are changed to straight sides, and the elliptical ring becomes Figure 13 the racetrack shape shown; as Figure 14 shown, the axial cross-section of the brake shaft 84 is configured as a dumbbell shape, that is, the short sides of the elliptical ring are concave-designed, and the elliptical ring becomes Figure 14 the dumbbell shape shown; as Figure 15 shown, the axial cross-section of the brake shaft 84 is configured as a three-sided ring shape, that is, the elliptical ring shape is changed to Figure 15 the three-sided ring shape shown; as Figure 16 shown, the axial cross-section of the brake shaft 84 is configured as a multi-sided ring shape, that is, the elliptical ring shape is changed to Figure 16 the multi-sided ring shape shown. The cross-section design of the multi-sided ring shape can promote the uniform force distribution between the brake shaft 84 and the brake sleeve 85 in the circumferential interference fit section.

[0054] Similarly, in some embodiments, as Figures 13 to 16 shown, the axial cross-section of the brake sleeve 85 is configured as a racetrack shape, a dumbbell shape, a three-sided ring shape or a multi-sided ring shape.

[0055] So far, the embodiments of the present disclosure have been described in detail. To avoid obscuring the concept of the present disclosure, some details well known in the art have not been described. Those skilled in the art can fully understand how to implement the technical solutions disclosed here based on the above description.

[0056] Although some specific embodiments of the present disclosure have been described in detail by way of examples, those skilled in the art should understand that the above examples are only for illustration purposes and not for limiting the scope of the present disclosure. Those skilled in the art should understand that the above embodiments can be modified or some technical features can be equivalently replaced without departing from the scope and spirit of the present disclosure. The scope of the present disclosure is defined by the appended claims.

Claims

1. An aeroengine, characterized in that, Comprising: A rotor member; A stator member; A brake shaft (84), fixedly connected to the rotor member and synchronously rotating with the rotor shaft of the rotor member; And A brake sleeve (85), fixedly connected to the stator member; Wherein, the axial cross-section of the brake shaft (84) is non-circular, the axial cross-section of the brake sleeve (85) is non-circular, and the brake shaft (84) is configured to: in the state of rotor shaft failure, the brake shaft (84) enters the brake sleeve (85) and forms a circumferential limiting fit to prevent the rotation of the rotor shaft; The brake shaft (84) can form a radial local interference fit with the brake sleeve (85) when entering the brake sleeve (85); Wherein, The axial cross-section of the brake shaft (84) is configured as a first elliptical cross-section (92), the axial cross-section of the brake sleeve (85) is configured as a second elliptical cross-section (91), the minor axis length of the outer diameter of the first elliptical cross-section (92) is less than the minor axis length of the inner diameter of the second elliptical cross-section (91), and the major axis length of the outer diameter of the first elliptical cross-section (92) is between the minor axis length and the major axis length of the inner diameter of the second elliptical cross-section (91); or The axial cross-section of the brake shaft (84) is configured as a racetrack shape, dumbbell shape or multi-sided ring shape, and / or the axial cross-section of the brake sleeve (85) is configured as a racetrack shape, dumbbell shape or multi-sided ring shape.

2. The aeroengine according to claim 1, characterized in that, The rotor shaft includes a high-pressure shaft (12) and a low-pressure shaft (11), the stator member includes a rear bearing housing (33), the brake shaft (84) is fixedly connected to the axial rear end of the low-pressure shaft (11), and the brake sleeve (85) is fixedly connected to the rear bearing housing (33).

3. The aeroengine according to claim 1, characterized in that, The rotor member includes a sealing ring (81), the stator member includes a sealing seat (80), the brake shaft (84) is fixedly connected to the sealing ring (81), and the brake sleeve (85) is fixedly connected to the sealing seat (80).

4. The aeroengine according to claim 1, wherein, The rotor member includes rotor blades (82), the stator member includes stator blades (83), the brake shaft (84) is fixedly connected to the inner ring of the rotor blades (82), and the brake sleeve (85) is fixedly connected to the inner ring of the stator blades (83).

5. The aeroengine according to claim 1, characterized in that, The rotor member includes rotor blades (82), the stator member includes stator blades (83), the brake shaft (84) is fixedly connected to the outer ring of the rotor blades (82), and the brake sleeve (85) is fixedly connected to the outer ring of the stator blades (83).

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