Buffering and damping structure for thrust bearing of aero-engine

Abstract

The invention discloses an aero-engine thrust bearing buffering and damping structure which comprises a thrust bearing, a bearing ring cavity structure and a bearing buffering structure, a bearing outer ring is installed in a ring cavity of a fixed supporting frame, a bearing inner ring is installed on a fan rotating shaft, and a buffering body is arranged between the bearing outer ring and the ring cavity. And the bearing outer ring is provided with an instantaneous breaking boss which is radially positioned with the ring cavity. When fan blades of an aero-engine fly to lose a limit load similar to that of the aero-engine, an impact load is transmitted to the force bearing structure from the fan rotor through the bearing, the load is fused after exceeding the bearing limit of the boss, the outer ring of the bearing is allowed to move relative to the ring cavity in the radial direction, and the buffering and damping effects of a fan rotor system are achieved by extruding the buffering body. Meanwhile, due to the design of the damping structure, the critical rotating speed of the fan rotor is reduced, and the load on the bearing when the rotor passes through the critical rotating speed is further reduced. In the windmill state, the structure can effectively reduce the vibration level of the rotor, and stable operation of the bearing under the non-power condition is ensured.

Description

Technical Field

[0001] The present invention belongs to the field of aircraft engine technology and relates to safety protection and vibration reduction technology for aircraft engine bearing systems. Specifically, the present invention relates to an aircraft engine thrust bearing buffer vibration reduction structure, which is applied to aircraft engine rotor bearings and has the function of preventing bearing jamming and shaft sticking under extreme load environments such as fan blade loss and large imbalance, thereby improving the survivability of the bearing and ensuring the stable operation of the rotor. Background Art

[0002] During the operation of aircraft engines, especially in extreme load environments, such as when fan blades are lost, the rotor system needs to maintain stable operation to ensure the safety of the aircraft. When an aircraft engine has a blade loss accident (referring to the phenomenon that the engine fan blades break and detach from the fan disk due to material fatigue, impact with foreign objects, etc.), the control system will usually automatically cut off the fuel supply and stop the engine immediately. At this time, the speed of the engine rotor gradually decreases from the high speed under normal working conditions to the so-called windmill speed. Windmill speed refers to the speed at which air flows through the fan component of the engine, pushing the fan to continue rotating when the aircraft loses power in the air and begins to glide.

[0003] In this case, if the bearing gets stuck or the rotor seizes, the air will not be able to push the fan rotor to rotate, thus forming a huge wind resistance. The huge wind resistance will not only significantly reduce the taxiing time of the aircraft, but also seriously threaten the safety of the aircraft. At present, the high and low pressure rotors of the twin-rotor turbine engine are supported on rolling bearings, which need to bear the radial and axial loads of the rotor. In extreme cases, such as the breakage of the fan blades due to bird strikes or other external factors, a significant unbalanced load will be generated at the fan end. The unbalanced load will be quickly transmitted to the bearings close to the fan, and then transmitted to the supporting structure through the bearing structure. Therefore, the damage of these loads to the bearings must be considered when designing turbine engines.

[0004] In a fan blade loss accident, bearing seizure is primarily affected by three major physical processes:

[0005] The first physical process: The loss of a fan blade generates an instantaneous impact load on the bearing close to the fan, which causes the rolling element of the bearing to deform, and then causes the bearing to get stuck. Especially at the moment when the fan blade flies off, the load on the bearing increases sharply. If it is not designed properly, it may not be able to withstand this sudden impact force, resulting in permanent damage to the bearing assembly.

[0006] The second physical process: The rotor system with the fan blades flying off decelerates from the operating speed to the windmill speed. Since the fan rotor often operates above multiple critical speeds, it will pass the critical speed during the deceleration process. The rotor system with the fan blades flying off is subjected to a large unbalanced load. In the process of passing the critical speed, the rotor amplitude and fulcrum load often increase suddenly. This increase in vibration may cause bearing jamming and even cause accidents such as engine shaft seizure or double rotor collision.

[0007] The third physical process: Even if the fan rotor does not experience the above-mentioned bearing jamming or other faults before it drops to the windmill speed, there is still a risk of bearing jamming and shaft seizure in the windmill state due to the large imbalance and the longer running time in the windmill state compared to the above two processes.

[0008] If the bearing gets stuck or the shaft seizes during any of the three processes, the engine rotor will stop rotating, causing great wind resistance to the aircraft, shortening the aircraft's taxiing time and threatening the aircraft's safety. Therefore, how to effectively protect the engine bearings under extreme conditions such as the loss of fan blades, and ensure that the rotor system can safely drop from the operating speed to the windmill speed and operate stably in the windmill state, is a technical problem that needs to be solved in the field of aircraft engine design. This is not only related to the reliability of the engine itself, but also directly affects the overall safety performance of the aircraft. Summary of the invention

[0009] (I) Purpose of the invention

[0010] In view of the defects and shortcomings of aircraft engines under extreme load conditions such as fan blade loss, bearings are susceptible to instantaneous impact damage, over-critical load influence, and large unbalanced load hazards in windmill state. In order to solve at least one of the above-mentioned and other technical problems in the prior art, the present invention proposes an aircraft engine thrust bearing buffering and vibration reduction structure. By adopting the bearing buffering and vibration reduction structure, it can effectively absorb the instantaneous impact load of fan blade loss, reduce the support stiffness to reduce the over-critical load, and provide a buffering and vibration reduction effect in the windmill state to reduce the vibration level of the rotor, reduce the load transmitted to the bearing, reduce the damage to the bearing caused by large unbalanced load, ensure the thrust capacity of the bearing, ensure that the rotor system can safely and smoothly reduce the speed from the operating speed to the windmill speed and operate stably in the windmill state, thereby improving the reliability and safety of the aircraft engine under extreme conditions.

[0011] (II) Technical solution

[0012] In order to achieve the purpose of the invention and solve the technical problems, the present invention adopts the following technical solutions:

[0013] A thrust bearing buffering and vibration reduction structure for an aircraft engine is used to protect the thrust bearing and ensure safe operation of the engine under extreme load conditions such as fan blade loss, and comprises at least a thrust bearing, a bearing ring cavity structure and a bearing buffering structure, wherein:

[0014] The thrust bearing is arranged immediately downstream of the fan rotor, and comprises at least a bearing outer ring, a bearing inner ring, and a ball body arranged between the bearing outer ring and the bearing inner ring, wherein: the bearing inner ring is fixedly arranged on the fan shaft in an axially and radially immovable manner, and the bearing outer ring is arranged in the bearing ring cavity structure in an axially immovable manner;

[0015] The bearing ring cavity structure is used to provide support and positioning for the thrust bearing outer ring and allow the bearing outer ring to produce radial relative movement with respect to the ring cavity under extreme load conditions, and includes at least one ring cavity support, two ring cavity half rings and a nut pressing piece, wherein: the ring cavity support is an integral structure and is fixedly connected to the engine casing, and includes at least one cylindrical annular side wall extending axially and an annular bottom wall arranged at the upstream end of the annular side wall; the bearing outer ring is arranged in the inner cavity of the annular side wall, and its upstream end wall abuts against the annular bottom wall; the two annular cavity half rings are symmetrically arranged and abut against the downstream end wall of the bearing outer ring, and each of the annular cavity half rings cooperates with the downstream end of the annular side wall through an embedded stop and is axially compressed and fixed by the nut pressing piece to form a stable and detachable closed annular cavity;

[0016] The bearing buffer structure at least comprises a plurality of buffer bodies arranged in the annular space between the outer circumferential surface of the bearing outer ring and the inner circumferential surface of the annular side wall and arranged evenly spaced along the circumferential direction, each of the buffer bodies respectively contacts the annular bottom wall and the two annular cavity half rings in the axial direction and respectively contacts the outer circumferential surface of the bearing outer ring and the inner circumferential surface of the annular side wall in the radial direction, so that the bearing buffer structure can absorb axial and radial impact loads and provide damping and vibration reduction effects;

[0017] At least one instantaneous break boss is respectively arranged on the upstream end wall and the downstream end wall of the bearing outer ring, wherein the instantaneous break boss on the upstream end wall is radially matched with the annular bottom wall, and the instantaneous break boss on the downstream end wall is radially matched with the two annular cavity half rings, and each instantaneous break boss is structurally designed to break preferentially when subjected to an impact load exceeding a preset threshold, allowing the bearing outer ring to produce relative radial movement with the annular cavity under extreme load conditions.

[0018] (III) Technical Effect

[0019] Compared with the prior art, the aircraft engine thrust bearing support structure of the present invention has at least the following significant technical effects:

[0020] (1) Instantaneous loss of fan blades: The present invention provides multiple protection mechanisms under extreme load conditions such as loss of fan blades through the innovative coordinated design of the bearing ring cavity structure and the bearing buffer structure. By providing an instantaneous break boss and making its load limit smaller than the load limit of the bearing jam, it is ensured that under extreme load conditions, the instantaneous break boss can be broken first, which can prevent the bearing from jamming when subjected to instantaneous impact or unbalanced load. At the same time, the multiple buffer bodies provided in the bearing buffer structure can absorb the impact kinetic energy generated by the loss of blades, significantly reducing the instantaneous load transmitted to the thrust bearing, which not only helps to reduce the risk of bearing jamming, but also helps to protect the structural integrity of the entire bearing system.

[0021] (2) Fan rotor over critical speed: The present invention can reduce the support stiffness of the 1# support point by optimizing the support structure, thereby reducing the critical speed of the fan rotor, and further reducing the bearing load when the fan rotor passes the critical speed, avoiding the risk of jamming due to excessive bearing load, and improving the operating stability and reliability of the entire system. In addition, the ability to reduce the critical speed provides greater flexibility for engine design and enhances the safe operation of the rotor system under various operating conditions.

[0022] (3) Windmilling state of fan rotor: The bearing buffer structure of the present invention is designed to not only absorb impact loads, but also provide continuous buffering and vibration reduction. This feature effectively reduces the vibration level of the rotor in the windmilling state, thereby reducing the load transmitted to the bearing and reducing the risk of bearing seizure during long-term operation. By effectively managing vibration, the invention extends the service life of bearings and other related components, improving the reliability and overall performance of the system.

[0023] (4) The annular cavity support and annular cavity half-ring structure of the present invention adopt an integral design and are fixedly connected to the engine casing by high-strength fasteners, which significantly improves the stability and durability of the structure. This design can effectively prevent displacement and loosening under extreme working conditions, ensure the airtightness and functional stability of the annular cavity, and further enhance the operating reliability of the aircraft engine under complex working conditions. At the same time, the buffer body material used in the present invention is metal rubber, and its excellent elasticity and damping properties can effectively absorb the impact load from extreme working conditions such as the loss of fan blades. The design of the buffer body enables it to provide excellent vibration reduction effects in both axial and radial directions, reduce the vibration level of the rotor system, thereby reducing fatigue damage to the bearings and other key components, and extending the service life of the aircraft engine. In addition, the stopper fit and detachable design between the annular cavity half-ring and the annular cavity support of the present invention improve the convenience of maintenance, and reduce maintenance time and cost by quickly disassembling specific components for inspection or replacement. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1It is a schematic diagram of the installation position of the aero-engine thrust bearing buffer vibration reduction structure of the present invention.

[0025] Figure 2 It is a partial view of the aircraft engine thrust bearing buffer vibration reduction structure in normal working condition.

[0026] Figure 3 yes Figure 2 sectional view of .

[0027] Figure 4 It is a partial view of the aircraft engine thrust bearing buffer vibration reduction structure under extreme working conditions.

[0028] Figure 5 yes Figure 4 sectional view of .

[0029] Explanation of the reference numerals: axis line 1, low-pressure rotating shaft 2, fan blade 3, thrust bearing 4, bearing outer ring 5, annular cavity support 6, annular cavity half ring 7, engine intermediate casing 8, stop 9, nut clamping piece 10, buffer body 11, instantaneous break boss 12, torque transmission lug 13. DETAILED DESCRIPTION

[0030] In order to make the purpose, technical scheme and advantages of the implementation of the present invention clearer, the technical scheme in the embodiment of the present invention will be described in more detail below in conjunction with the drawings in the embodiment of the present invention. The described embodiments are part of the embodiments of the present invention, rather than all of the embodiments. The embodiments described below with reference to the drawings are exemplary and are intended to be used to explain the present invention, and should not be understood as limiting the present invention. Based on the embodiments in the present invention, all other embodiments obtained by ordinary technicians in this field without making creative work are within the scope of protection of the present invention.

[0031] The present invention aims to provide an aircraft engine thrust bearing buffering and vibration reduction structure, through which the bearing buffering and vibration reduction structure can effectively absorb the instantaneous impact load of the fan blade flying away, reduce the support stiffness to reduce the over-critical load, and provide a buffering and vibration reduction effect in a windmill state to reduce the vibration level of the rotor, reduce the load transmitted to the bearing, reduce the damage to the bearing caused by a large unbalanced load, ensure the thrust capacity of the bearing, ensure that the rotor system can safely and smoothly reduce the speed from the operating speed to the windmill speed and operate stably in the windmill state, thereby improving the reliability and safety of the aircraft engine under extreme working conditions.

[0032] As a preferred example, Figure 1The figure shows a schematic diagram of the installation position of the thrust bearing vibration reduction structure of the aircraft engine of the present invention. The aircraft engine is preferably a twin-rotor turbine engine, and its low-pressure rotor includes a low-pressure shaft 2 with an axial centerline 1, and a fan blade 3 at the front portion thereof. The front end of the low-pressure shaft 2 is supported for rotation by a thrust bearing 4 near the fan blades. Figure 2 This is a partial view of the aero-engine thrust bearing buffer vibration reduction structure of the present invention in a working state. Figure 4 It is a partial view under extreme working conditions. Figure 3 , 5 They are Figure 2 , 4 sectional view of .

[0033] like Figures 1 to 5 As shown, the thrust bearing buffering and vibration reduction structure of the aircraft engine of the embodiment of the present invention comprises at least a thrust bearing, a bearing ring cavity structure and a bearing buffer structure. The thrust bearing 4 is arranged immediately downstream of the fan blade 3, and comprises a bearing outer ring 5, a bearing inner ring and a ball body arranged between the bearing outer ring and the bearing inner ring, wherein: the bearing inner ring is fixedly arranged on the low-pressure rotating shaft 2 in an axially and radially immovable manner, and the bearing outer ring 5 is arranged in the bearing ring cavity structure in an axially immovable manner.

[0034] The bearing ring cavity structure is used to provide support and positioning for the thrust bearing outer ring and allow the bearing outer ring to produce radial relative movement relative to the ring cavity under extreme load conditions. Its overall design is a half-structure, including a ring cavity support 6, a ring cavity half ring 7 and a nut pressing member 10. The bearing outer ring 5 is supported and constrained by the ring cavity support 6 and the ring cavity half ring 7. The ring cavity support 6 is an integral structure and is fixedly connected to the engine intermediate casing 8 by bolts, and the ring cavity support 6 includes a cylindrical annular side wall extending axially and an annular bottom wall arranged at the upstream end of the annular side wall. The bearing outer ring 5 is arranged in the inner cavity of the annular side wall, and its upstream end wall abuts against the annular bottom wall. The two annular cavity half rings 7 are arranged symmetrically and abut against the downstream end wall of the bearing outer ring 5, and each annular cavity half ring 7 is matched with the downstream end of the annular side wall of the annular cavity support 6 through an embedded stop 9, and is pressed by a nut pressing member 10 to form a stable and detachable closed annular cavity structure.

[0035] The bearing buffer structure includes at least a plurality of buffer bodies 11 which are arranged in the annular space between the outer circumferential surface of the bearing outer ring 5 and the inner circumferential surface of the annular side wall and are evenly spaced along the circumferential direction. Each buffer body 11 is in contact with the annular bottom wall and the two annular cavity half rings in the axial direction, and is in contact with the inner circumferential surface of the annular cavity and the outer circumferential surface of the bearing outer ring 5 in the radial direction, so that the bearing buffer structure can absorb axial and radial impact loads and provide damping and vibration reduction effects.

[0036] At least one instantaneous break boss 12 is respectively arranged on the upstream end wall and the downstream end wall of the bearing outer ring 5, wherein the instantaneous break boss 12 on the upstream end wall is radially matched with the annular bottom wall of the annular cavity support 6, and the instantaneous break boss 12 on the downstream end wall is radially matched with the annular cavity half ring 7. Each instantaneous break boss 12 is structurally designed to break preferentially when subjected to an impact load exceeding a preset threshold, allowing the bearing outer ring 5 to produce relative radial movement with the annular cavity under extreme load conditions.

[0037] In addition, at least one torque transmission lug 13 is provided on the upstream end wall and / or downstream end wall of the bearing outer ring 5. The torque transmission lug 13 cooperates with corresponding teeth or grooves on the annular bottom wall and / or the end of the annular cavity half ring 7 to prevent the bearing outer ring 5 from circumferentially twisting in the annular cavity.

[0038] like Figure 3 As shown, the buffer bodies 11 are arranged in the annular cavity structure, and these buffer bodies 11 cover the entire annular cavity. The material of the buffer body 11 is mainly metal rubber. The so-called metal rubber is a homogeneous elastic porous substance. It is formed by a certain process method, in which a certain mass of stretched, spiral metal wires are orderly arranged in a stamping (or rolling) mold, and then formed by a cold stamping method. Its raw material is metal wire, which has both the inherent properties of the selected metal and the elasticity like rubber, which can absorb the energy of impact and play a damping and vibration reduction effect. The material of the metal wire is selected from at least one of nickel-based alloy, titanium alloy or stainless steel, and the density, wire diameter and weaving method of the metal rubber material are optimized according to the working environment and load requirements to provide the best vibration reduction and durability performance.

[0039] Under normal working conditions, the buffer body 11 does not transmit force. The load borne by the rotor is directly transmitted to the annular cavity structure through the instantaneous break boss 12. When a strong impact load such as a blade loss occurs, the impact load is transmitted to the nearest thrust bearing structure, and the load exceeds the load limit of the instantaneous break boss 12 and breaks. Figure 4 As shown. The radial constraints between the bearing outer ring 5 and the annular cavity support 6 and the annular cavity half ring 7 are released, and relative movement can occur between the bearing inner ring and the annular cavity. During the operation of the rotor, the radial relative movement between the bearing outer ring and the annular cavity will compress the buffer body 11. The compression of the buffer body absorbs part of the impact energy, and at the same time, the radial movement range of the bearing becomes larger, which also releases the constraint of the bearing on the rotor to a certain extent. Figure 5 shown.

[0040] Preferably, the buffer body 11 adopts a gradient stiffness design in the radial direction, with lower stiffness on the side close to the bearing outer ring 5 and higher stiffness on the side close to the annular side wall, so as to achieve the best vibration reduction effect under different loads, and is optimized through finite element analysis and experiments to better adapt to complex load conditions.

[0041] As another preference, the outer surface of the buffer body 11 may be provided with a plurality of longitudinal guide grooves, which are used to guide the deformation during the compression and recovery process of the buffer body so that it has better flexibility in the direction of force, thereby ensuring that the buffer body can provide greater energy absorption effect under the action of impact load.

[0042] Preferably, the instantaneous break boss 12 adopts a controllable fracture structure design, including at least one preset stress concentration area, the geometric shape and size of which are accurately calculated and simulated to ensure reliable fracture under a preset load threshold, and the material of the instantaneous break boss is selected from an alloy with good fracture toughness to ensure sufficient strength and rigidity under normal working conditions.

[0043] As another preferred embodiment, the load limit of the instantaneous break boss is smaller than the load limit of the bearing jamming. The entire boss is made of heat-treated low-hardness alloy material and is provided with a plurality of radially distributed stress concentration grooves to ensure that the boss breaks preferentially when the load exceeds the preset limit, thereby achieving controlled fracture behavior, avoiding jamming and damage to the bearing, and ensuring the safety and stability of the system under extreme working conditions.

[0044] As another preferred embodiment, the instantaneous break boss of the outer ring of the bearing adopts a multi-layer structure design, where each layer is made of alloy materials with different hardness. By breaking in stages under different degrees of impact loads, the load is gradually released to reduce the instantaneous impact on the outer ring of the bearing and avoid severe vibration caused by a single break.

[0045] Further preferably, the instantaneous break boss adopts a multi-layer gradient hardness structure design, wherein the layer close to the outer ring of the bearing is a high-hardness alloy material to enhance its initial impact resistance, and the layer away from the outer ring of the bearing is a low-hardness metal material so that it breaks first when the load exceeds a preset value. This design ensures that the instantaneous break boss can break in stages when subjected to a gradually increasing impact load, thereby accurately controlling the release of the load, ensuring that the boss breaks first before the bearing gets stuck, and reducing the risk of secondary damage.

[0046] Preferably, the nut clamp 10 adopts a self-locking structure design, including a nut body with locking teeth and a locking washer matching therewith, so as to prevent the nut from loosening under a vibration environment, while facilitating disassembly and maintenance. The material of the nut clamp 10 is a high-temperature resistant, high-strength alloy to adapt to the harsh working environment inside the aircraft engine.

[0047] Preferably, the annular cavity support 6 is fixedly connected to the engine intermediate casing 8 by fasteners, which include high-strength bolts and high-temperature resistant nuts, and anti-loosening washers and anti-vibration coatings are provided at the bolt connections to ensure that during the operation of the engine, the annular cavity support maintains a stable connection in a high temperature and high vibration environment to prevent loosening or displacement, thereby further improving the reliability and durability of the overall structure.

[0048] The working principle of the aero-engine thrust bearing support structure of the present invention is as follows:

[0049] During the normal operation of the engine, the unbalanced force acting on the local part of the shaft is all transmitted through the annular cavity without passing through the buffer body. Once the unbalanced force does not exceed the preset threshold, the annular cavity and the buffer body will not produce relative movement; when a strong impact load similar to a blade loss occurs, the impact load is transmitted to the bearing structure, the load exceeds the load-bearing capacity of the instantaneous break boss, and a break occurs. The radial constraint between the outer ring of the bearing and the annular cavity is released, and the two can move relative to each other. During the operation of the rotor, the radial relative movement between the outer ring of the bearing and the annular cavity will compress the buffer body. The compression of the buffer body absorbs part of the impact energy, and the main metal rubber structure is used to absorb the impact energy and also plays a damping and vibration reduction function. Because the rotor is rotating, the buffer body is repeatedly squeezed and rebounded with the movement of the bearing to consume vibration energy.

[0050] The thrust bearing support structure of the aircraft engine proposed in the embodiment of the invention can not only absorb the instantaneous impact load of the blade, but also reduce the vibration in the deceleration stage after the unbalanced load acts. In addition, the bearing is not damaged during the whole process and the axial positioning of the rotating shaft can still be achieved. When the unbalanced load is large, no additional device is required to achieve the axial positioning of the rotating shaft, which simplifies the configuration, reduces the weight, and thus improves the engine performance.

[0051] In addition, it should be noted that the shapes and names of the parts and components of the specific embodiments described in this specification may be different. Any equivalent or simple changes made based on the structure, features and principles described in the patent concept of the present invention are included in the protection scope of the patent of the present invention. The technicians in the technical field of the present invention can make various modifications or supplements to the specific embodiments described or replace them in a similar manner, as long as they do not deviate from the structure of the present invention or exceed the scope defined by the claims, they should all fall within the protection scope of the present invention.

Claims

1. An aircraft engine thrust bearing buffer vibration reduction structure, comprising at least a thrust bearing, a bearing ring cavity structure and a bearing buffer structure, characterized in that: The thrust bearing is arranged immediately downstream of the fan rotor, and comprises at least a bearing outer ring, a bearing inner ring, and a ball body arranged between the bearing outer ring and the bearing inner ring, wherein: the bearing inner ring is fixedly arranged on the fan shaft, and the bearing outer ring is arranged in the bearing ring cavity structure; The bearing ring cavity structure is used to provide support and positioning for the thrust bearing outer ring and allow the bearing outer ring to produce radial relative movement with respect to the ring cavity under extreme load conditions, and at least includes an ring cavity support, two ring cavity half rings and a nut clamping piece, wherein: the ring cavity support is an integral structure and is fixedly connected to the engine casing, and at least includes a cylindrical annular side wall extending axially and an annular bottom wall arranged at the upstream end of the annular side wall; the bearing outer ring is arranged in the inner cavity of the annular side wall, and its upstream end wall abuts against the annular bottom wall; the two annular cavity half rings are symmetrically arranged and abut against the downstream end wall of the bearing outer ring, and each of the annular cavity half rings cooperates with the downstream end of the annular side wall through an embedded stop and is axially compressed and fixed through the nut clamping piece; The bearing buffer structure at least comprises a plurality of buffer bodies arranged in the annular space between the outer circumferential surface of the bearing outer ring and the inner circumferential surface of the annular side wall and arranged evenly spaced along the circumferential direction, each of the buffer bodies respectively contacts the annular bottom wall and the two annular cavity half rings in the axial direction and respectively contacts the outer circumferential surface of the bearing outer ring and the inner circumferential surface of the annular side wall in the radial direction; At least one instantaneous break boss is respectively arranged on the upstream end wall and the downstream end wall of the bearing outer ring, wherein the instantaneous break boss on the upstream end wall is radially matched with the annular bottom wall, and the instantaneous break boss on the downstream end wall is radially matched with the two annular cavity half rings, and each instantaneous break boss is structurally designed to break preferentially when subjected to an impact load exceeding a preset threshold, allowing the bearing outer ring to produce relative radial movement with the annular cavity under extreme load conditions.

2. The aircraft engine thrust bearing buffer vibration reduction structure according to claim 1, characterized in that: At least one torque transmission lug is also provided on the upstream end wall and / or downstream end wall of the bearing outer ring, and the torque transmission lug cooperates with the corresponding tooth or groove structure on the annular bottom wall and / or the annular cavity half ring to prevent the bearing outer ring from circumferentially twisting in the annular cavity.

3. The aircraft engine thrust bearing buffer vibration reduction structure according to claim 1, characterized in that: The buffer body is made of a metal rubber material, which is woven from metal wires and has nonlinear stiffness characteristics, wherein the material of the metal wires is selected from at least one of nickel-based alloys, titanium alloys or stainless steel, and the density, wire diameter and weaving method of the metal rubber material are optimized according to the working environment and load requirements.

4. The aircraft engine thrust bearing buffer vibration reduction structure according to claim 1, characterized in that: The buffer body adopts a gradual stiffness design in the radial direction, with lower stiffness on the side close to the outer ring of the bearing and higher stiffness on the side close to the annular side wall, so as to achieve the best vibration reduction effect under different loads, and is optimized through finite element analysis and experiments to better adapt to complex load conditions.

5. The aircraft engine thrust bearing buffer vibration reduction structure according to claim 1, characterized in that: The outer surface of the buffer body is provided with a plurality of longitudinal guide grooves, which are used to guide deformation during compression and recovery of the buffer body, so that it has better flexibility in the force direction, thereby ensuring that the buffer body can provide a greater energy absorption effect under the impact load.

6. The aircraft engine thrust bearing buffer vibration reduction structure according to claim 1, characterized in that: The instant-break boss adopts a controllable fracture structure design, including at least one preset stress concentration area. The geometric shape and size of this area are accurately calculated and simulated to ensure reliable fracture under a preset load threshold. The material of the instant-break boss is an alloy with good fracture toughness to ensure sufficient strength and rigidity under normal working conditions.

7. The aircraft engine thrust bearing buffer vibration reduction structure according to claim 1, characterized in that: The load limit of the instantaneous-break boss is smaller than the load limit of the bearing jamming. The entire boss is made of heat-treated low-hardness alloy material and is provided with a plurality of radially distributed stress concentration grooves to ensure that the boss breaks preferentially when the load exceeds the preset limit, thereby achieving controlled fracture behavior, avoiding jamming and damage of the bearing, and ensuring the safety and stability of the system under extreme working conditions.

8. The aircraft engine thrust bearing buffer vibration reduction structure according to claim 1, characterized in that: The instantaneous breaking boss of the bearing outer ring adopts a multi-layer structure design, each layer is made of alloy materials with different hardness. By breaking in stages under different degrees of impact loads, the load is gradually released to reduce the instantaneous impact on the bearing outer ring and avoid severe vibration caused by a single break.

9. The aircraft engine thrust bearing buffer vibration reduction structure according to claim 8, characterized in that: The instantaneous breaking boss adopts a multi-layer gradient hardness structure design, in which a layer close to the outer ring of the bearing is a high-hardness alloy material to enhance its initial impact resistance, and a layer away from the outer ring of the bearing is a low-hardness metal material so that it breaks first when the load exceeds a preset value.

10. The aircraft engine thrust bearing buffer vibration reduction structure according to claim 1, characterized in that: The nut clamp adopts a self-locking structure design, including a nut body with locking teeth and a locking washer matching therewith, to prevent the nut from loosening in a vibration environment, while facilitating disassembly and maintenance. The material of the nut clamp is a high-temperature resistant, high-strength alloy.

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