Aero-engine core engine rotor stacking method

Abstract

The invention discloses an aero-engine core engine rotor stacking implementation method. The method comprises the following steps that the rotation axis of a rotor is determined; the section of the labyrinth disc is used as a stacking reference, the section of the shaft neck of the three-stage disc shaft is used as a stacking target, and stacking of the high-pressure compressor rotor supporting force-bearing part is completed; measuring the cross section of the front journal by taking the third-level cross section as a benchmark, measuring the first-level cross section by taking the third-level cross section as a benchmark, taking the shape and position compensation of the front journal cross section and the first-level cross section as a stacking target, and completing the stacking of a first-level disc and a second-level disc assembly; the high-pressure turbine rotor is stacked and assembled by taking the section of the labyrinth disc as a stacking reference and the section of the rear shaft neck as a stacking target; and the core machine is centered and stacked. According to the method, the stacking path is optimized, the connection state that the overall form and position deflection is large due to rotor assembly target deviation is improved, the concentricity and balance quality of the rotor are improved, and the assembly qualification rate and the high-pressure vibration fault removal rate are increased.

Description

Technical Field

[0001] The invention belongs to the technical field of rotor stacking, and in particular relates to a method for implementing rotor stacking of an aero-engine core machine. Background Art

[0002] Main engine vibration is one of the typical and main faults of aircraft engines. In engineering practice, the effective way to solve vibration faults is to optimize the shape and position of the core engine rotor, thereby reducing the rotor deflection and suppressing vibration excitation, in addition to enhancing the stiffness of the connection interface and reducing the initial imbalance of the rotor.

[0003] In recent years, the optimal concentricity of rotor components has been a research hotspot in the field of aeroengines and gas turbines, among which rotor stacking technology is an effective measure to optimize rotor concentricity. With the mature application of stacking technology in the rotor assembly process, the process of component concentricity optimization has moved from the traditional "trial and error" assembly to the "predictive" virtual assembly based on stacking calculation, and finally achieved high-efficiency and high-qualified engineering practice. According to statistics, the eight parts of a certain type of engine high-pressure rotor are rigidly connected and positioned by seven interference fits through four connection points. The relative assembly phases between the drums are arranged and combined, and the amount of engineering work is huge, which cannot be verified by trial assembly one by one. Blindly selecting the assembly phase is likely to lead to unqualified assembly acceptance indicators. In addition, the "trial and error" assembly method is not only inefficient, but also has an assembly pass rate of about 72.1%. Even if the trial and error assembly results meet the process requirements, it still cannot represent that the assembly state is the optimal solution. The application of rotor stacking technology effectively improves the rotor assembly quality and effectively reduces production costs.

[0004] The so-called rotor stacking path is to determine the stacking benchmark and target according to the rotor structural characteristics, and formulate a reasonable stacking optimization path to achieve the optimal rotor in the whole machine assembly state. Therefore, the stacking benchmark and optimization target are the basis of the stacking plan, and the stacking path is the key to the feasibility of the stacking result.

[0005] At present, the stacking calculation path is usually guided by the assembly sequence, assembled from front to back, and finally projected forward. However, due to its own shape and position errors, the front end face of a certain type of engine single disk has a vertical deviation from the true axis of the rotor, which leads to the generation of an erroneous stacking axis during the stacking calculation. After actual assembly, the rotor is "straight" but has deviated from the center line. Forcibly correcting the deviation through the front and rear fulcrums will inevitably cause interference between the bearing steel sleeve and the journal, resulting in large assembly internal stress or eccentric wear. At the same time, as the number of rotor stacking levels increases, the stacking calculation error will continue to accumulate. Moreover, due to the increase in rotor height, the eccentricity magnitude will continue to increase proportionally. That is, the assembly quality of the existing stacking technology deviates from the ideal situation, and the concentricity optimization of the rotor is not thorough. Summary of the invention

[0006] In order to solve the problem of large concentricity of rotors in the existing stacking method, the present invention proposes a method for stacking rotors of an aircraft engine core machine.

[0007] The objective of the present invention is achieved through the following technical solutions: The present invention discloses a method for stacking rotors of an aero-engine core machine, comprising the following steps: Determine the rotor rotation axis according to the rotor structural characteristics and support method; The stacking of the main support bearing part of the high-pressure compressor rotor is completed with the cross section of the grate disc as the stacking benchmark and the cross section of the third-stage disc shaft as the optimization target; Taking the front end of the third-level section of the third-level disk shaft and the second-level section of the first- and second-level disk assemblies as the benchmark, with the goal of optimizing the stacking of the third-level disk shaft journal and the first-level disk core, the first to third-level assemblies are partially stacked; The front end of the drum shaft with the comb tooth disc section is used as the stacking reference, and the rear shaft journal section is used as the stacking optimization target to complete the stacking of the high-pressure turbine rotor components; Based on the journal of the tertiary disc shaft and the rear stop of the comb disc section, the front stop of the comb disc section drum shaft and the journal of the rear shaft, the rear end face of the comb disc section and the front end face of the comb disc section drum shaft are stacked and optimized to complete the core machine centering stacking.

[0008] The beneficial effects of the present invention are: The present invention optimizes the core engine rotor stacking path by deeply exploring the core engine rotor structural features and rotor stacking assembly technology of this type of engine, improves the connection state with large overall shape and position deflection caused by the rotor stacking benchmark and stacking target setting not being consistent with the rotor support structure, optimizes the rotor concentricity, reduces the initial imbalance of the rotor, and improves the first-time assembly pass rate and high-voltage frequency vibration fault elimination rate. BRIEF DESCRIPTION OF THE DRAWINGS

[0009] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the drawings required for use in the embodiments or the description of the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For ordinary technicians in this field, other drawings can be obtained based on these drawings without paying creative work.

[0010] Figure 1 It is a schematic diagram of the engine rotor assembly; Figure 2 for Figure 1 A magnified view of some structures in the middle part A; Figure 3 This is a schematic diagram of the stacking path of the rotor of the aircraft engine core; Figure 4This is a schematic diagram of the core machine centering stacking path; Figure 5 The comparison diagram of concentricity change using the existing method and the method of this scheme is shown; Figure 6 The figure is a comparison chart of the disc center beat changes using the existing method and the method of this scheme. DETAILED DESCRIPTION

[0011] In order to make the purpose, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below in conjunction with the drawings in the embodiments of the present invention. Obviously, the described embodiments are part of the embodiments of the present invention, not all of the embodiments. Generally, the components of the embodiments of the present invention described and shown in the drawings here can be arranged and designed in various different configurations.

[0012] Therefore, the following detailed description of the embodiments of the present invention provided in the accompanying drawings is not intended to limit the scope of the invention claimed for protection, but merely represents selected embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by ordinary technicians in this field without creative work are within the scope of protection of the present invention.

[0013] It should be noted that, in the absence of conflict, the embodiments of the present invention and the features of the embodiments may be combined with each other.

[0014] It should be noted that similar reference numerals and letters denote similar items in the following drawings, and therefore, once an item is defined in one drawing, further definition and explanation thereof is not required in subsequent drawings.

[0015] In the description of the present invention, it should be noted that the terms "center", "upper", "lower", "left", "right", "vertical", "horizontal", "inside", "outside", etc. indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, or the positions or positional relationships in which the product of the invention is usually placed when in use, or the positions or positional relationships commonly understood by those skilled in the art, which are only for the convenience of describing the present invention and simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as limiting the present invention. In addition, the terms "first", "second", etc. are only used to distinguish the description, and cannot be understood as indicating or implying relative importance.

[0016] In the description of the present invention, it is also necessary to explain that, unless otherwise clearly specified and limited, the terms "set", "install", "connect", and "connect" should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection or an electrical connection; it can be a direct connection, or it can be indirectly connected through an intermediate medium, or it can be the internal communication of two elements. For ordinary technicians in this field, the specific meanings of the above terms in the present invention can be understood according to specific circumstances.

[0017] The present invention discloses a method for implementing rotor stacking of an aircraft engine core machine. Specifically, the method includes steps S11 to S15. It should be noted that the step identifiers in this scheme are only for the convenience of explaining the method and do not constitute a sequence limitation. The sequence of each step is based on its language description and the sequence of each signal.

[0018] Step S11, determining the rotor rotation axis 3 according to the rotor structural characteristics and the support method.

[0019] The engine rotor adopts a 1-0-1 support method, that is, the front end and the intermediate casing 1 support point are the three-stage disc shaft journal, the rear end and the rear casing support point are the high-turbine rear shaft, and the disc and drum parts that make up the rotor are rigidly connected by bolts, such as Figure 1 , 2 shown.

[0020] The front-end support features are: the high-pressure compressor rotor journal is assembled in the active arc bevel gear, the active arc bevel gear is supported on the ball bearing, the front end face of the three-stage disc shaft journal and the ball bearing, the two outer cylindrical surfaces and the active arc bevel gear are axially and radially positioned, and at the same time, the front end of the journal is fastened to the high-pressure rotor through the main shaft locking seat.

[0021] Connection features of compressor and turbine components: The comb disc is rigidly connected through centering stops and 48 bolts.

[0022] Rear end support features: The rear end of the high-pressure turbine is supported by the inner circle of the rear shaft and the intermediate bearing, and the rear shaft only plays a radial positioning role.

[0023] Therefore, the rotation axis 3 of the rotor depends on the center line determined by the ball bearings at the third stage and the intermediate bearings at the rear shaft.

[0024] Step S12, high-pressure compressor rotor main stacking step: taking the comb tooth disc section as the stacking reference and the third-stage disc shaft journal section as the stacking optimization target, the stacking of the main support and load-bearing part of the high-pressure compressor rotor is completed.

[0025] Specifically, measure the runout first: Specifically, measure the runout of the outer circle of the shaft neck with the rear stop and rear end face of the three-stage disc shaft as the reference; measure the runout of the front stop and front end face of the four-stage to nine-stage disc assembly with the rear stop and rear end face as the reference; measure the runout of the front stop and front end face of the comb tooth disc with the rear stop 4 and rear end face as the reference. Figure 1 , 3 As shown, the comb disc section M2 is used as the stacking reference and the outer circle 21 of the third-level disc shaft journal is used as the optimization target. The stacking optimization is performed from the comb disc section M2 to the front journal section M3 to control the concentricity to be less than or equal to 0.025 mm. Specifically, the stacking optimization path of this step is detailed in Figure 3 The stacking optimization path L1 in .

[0026] Through this step, the stacking path increases the importance of the positioning of the comb disc cross section M2 in determining the core machine shape, while avoiding interference of the front end face 22 of the tertiary disc shaft journal with the rotor stacking axis.

[0027] Step S13, high-pressure compressor rotor secondary stacking step: taking the front end of the third-level section M4 of the third-level disk shaft and the secondary section of the first and second-level disk assemblies as the reference, with the goal of optimizing the stacking of the third-level disk shaft journal and the first-level disk core, complete the partial stacking of the first to third-level assemblies.

[0028] Specifically, the rear stop and rear end surface of the first and second disks are used as the reference, and the first disk center of the first and second disk assembly is concentric with the outer circle 21 of the third disk shaft journal as the optimization target. The stacking optimization is performed in the direction of the third-level section M4 and the first disk center section so that the disk center runout is less than or equal to 0.03mm. Specifically, the stacking optimization path of this step is detailed in Figure 3 The stacking optimization path L2 in .

[0029] After this step, the stacking path not only reduces the influence of the end surface of the third-level section on the centroid in the assembled state, but also promotes the centroid of the first-level disk to approach the rotation center of the rotor, thereby ensuring the initial unbalance amount.

[0030] Step S14, high-pressure turbine rotor stacking step: Taking the front end of the drum shaft of the comb tooth disc section as the stacking reference and the rear journal section M1 as the stacking optimization target, the stacking assembly of the high-pressure turbine rotor components is completed.

[0031] Specifically, this step first measures the runout: using the front stop and front end face of the drum shaft as a reference to measure the runout of its rear stop and rear end face; using the front stop and front end face of the front sealing disk as a reference to measure the runout of its rear stop and rear end face; using the front stop and front end face of the high turbine disk as a reference to measure the runout of its rear stop and rear end face; using the front stop and front end face of the rear shaft as a reference to measure the runout of the inner circle of the shaft diameter. Then, using the front stop and front end face of the drum shaft as the stacking reference, and the inner circle of the rear shaft diameter as the optimization target, perform stacking optimization from the front end of the drum shaft of the comb disc section to the rear shaft neck section to control the concentricity to be less than or equal to 0.02mm. Specifically, the stacking optimization path of this step is detailed in the following. Figure 3 The stacking optimization path L3 in .

[0032] After this step, the path not only achieves the optimal shape and position of the high-pressure turbine rotor stacking assembly, but also takes into account the influence of the cross-section of the grate disc on the installation of high-turbine rotor components and the core engine support structure, thereby ensuring the core engine rotor assembly quality.

[0033] Step S15, core engine centering stacking step. Based on the three-stage disc shaft journal and the rear stop 4 of the comb disc section, the front stop and the rear shaft journal of the comb disc section drum shaft, the rear end face of the comb disc section and the front end face of the comb disc section drum shaft are stacked and optimized to complete the core engine centering stacking.

[0034] Specifically, this step first measures the runout: the runout of the rear end face of the comb disc is measured based on the outer circle of the third-level disc shaft journal and the rear stop 4 of the comb disc; the runout of the front end face of the drum shaft is measured based on the front stop of the drum shaft and the inner circle of the rear shaft. Then, with the minimum deviation of the two component axes, namely the stacking line L5 and the stacking line L7, the stacking optimization is performed from the two ends to the middle.

[0035] In the complete machine state, Figure 4 The outer diameter surface A of the three-stage disk shaft and the inner diameter surface D of the rear shaft determine the core engine support state, that is, the goal of the optimization of the core engine centering stacking is: a. Make A and D concentric; b. Reduce the offset of the waist position of the core engine. Therefore, based on the premise that the components have been optimized to a smaller shape and position, according to the mandatory constraints of A and D in the core engine assembly state, that is, the "joint reference", when measuring the components, the high-pressure compressor rotor uses the A and B surfaces as the reference to measure the F surface shape and position features; the high-pressure turbine rotor uses the drum shaft front stop surface C and the rear shaft shaft inner diameter surface D as the reference to measure the E surface shape and position features; finally, when the core engine is stacked, A and D are used as the stacking reference, and the front end surface E of the drum shaft and the rear end surface F of the comb disc are used as the optimization target to complete the core engine centering. Figure 4 As shown in the figure, the stacking line determined by planes B and F as a reference is stacking line L4; the stacking line determined by planes A and B as a reference is stacking line L5; the stacking line determined by planes C and E as a reference is stacking line L7; and the stacking line determined by planes C and D as a reference is stacking line L6.

[0036] The stacking method of this solution can increase the first-time qualified rate of core machine rotor parts assembly to 93.6%, and the high-voltage vibration fault elimination rate to 83.3%. It greatly reduces the number of reworks, reduces production costs, and improves corporate benefits.

[0037] For example, in order to verify the technical effect of the method of this scheme, the concentricity change of the high-pressure compressor rotor of 180 consecutive engines of the same model is compared with the existing stacking method and the method of this scheme. The overall concentricity distribution diagram of the rotor is shown in Figure 5 , where the traditional stacking path concentricity is the concentricity obtained by the existing method, and the optimized stacking path concentricity is the concentricity obtained by the method of this solution. The average values ​​of the traditional stacking path concentricity and the optimized stacking path concentricity are 0.02mm and 0.017mm respectively; the maximum values ​​are 0.053mm and 0.03mm respectively; the minimum values ​​are 0.006mm and 0.002mm respectively; and the standard deviations are 0.008 and 0.006 respectively.

[0038] See the core engine rotor disc heartbeat change for details. Figure 6 After stacking path optimization, the convergence range of disk centerline runout shifts to the left compared with that before optimization, and the average disk centerline runout is calculated to be 0.0022mm lower than that before optimization; at the same time, the distribution range of disk centerline runout is narrowed after optimization, and the standard deviation of disk centerline runout is calculated to be 0.0025mm lower than that before optimization, and the maximum value is 0.013mm lower than that before optimization. Among them, the average values ​​of the concentricity of the traditional stacking path and the disk centerline runout of the optimized stacking path are 0.0122mm and 0.01mm respectively; the maximum values ​​are 0.034mm and 0.021mm respectively; the minimum values ​​are 0.003mm and 0.002mm respectively; and the standard deviations are 0.007 and 0.0045 respectively.

[0039] Those skilled in the art will appreciate that the embodiments described herein are intended to help readers understand the principles of the present invention, and should be understood that the protection scope of the present invention is not limited to such specific statements and embodiments. Those skilled in the art can make various other specific variations and combinations that do not deviate from the essence of the present invention based on the technical revelations disclosed by the present invention, and these variations and combinations are still within the protection scope of the present invention.

Claims

1. A method for stacking rotors of an aircraft engine core, characterized in that: The following steps are involved: Determine the rotor rotation axis according to the rotor structural characteristics and support method; The stacking of the main support bearing part of the high-pressure compressor rotor is completed with the cross section of the grate disc as the stacking benchmark and the cross section of the third-stage disc shaft as the optimization target; Taking the front end of the third-level section of the third-level disk shaft and the second-level section of the first- and second-level disk assemblies as the benchmark, with the goal of optimizing the stacking of the third-level disk shaft journal and the first-level disk core, the first to third-level assemblies are partially stacked; The front end of the drum shaft with the comb tooth disc section is used as the stacking reference, and the rear shaft journal section is used as the stacking optimization target to complete the stacking of the high-pressure turbine rotor components; Based on the journal of the tertiary disc shaft and the rear stop of the comb disc section, the front stop of the comb disc section drum shaft and the journal of the rear shaft, the rear end face of the comb disc section and the front end face of the comb disc section drum shaft are stacked and optimized to complete the core machine centering stacking.

2. The method for stacking rotors of an aircraft engine core machine according to claim 1, characterized in that: The stacking of the main support bearing part of the high-pressure compressor rotor is completed by taking the cross section of the grate disc as the stacking reference and the cross section of the third-stage disc shaft as the optimization target, including: Measure the runout of the outer circle of the journal with the rear stop and rear end face of the three-stage disc shaft as the reference; Take the rear stop and rear end face of the 4th to 9th level disk assembly as the reference to measure the runout of the front stop and front end face; Take the rear stop and rear end face of the comb tooth disc as the reference to measure the runout of the front stop and front end face; Taking the comb tooth disc section as the stacking reference and the outer circle of the third-level disc shaft journal as the optimization target, stacking optimization is performed from the comb tooth disc section to the third-level disc shaft journal section to control the concentricity to be less than or equal to 0.025mm.

3. The method for stacking rotors of an aircraft engine core machine according to claim 2, characterized in that: The method of taking the front end of the third-level section of the third-level disk shaft and the second-level section of the first-level and second-level disk assemblies as the reference and achieving the optimization of stacking the third-level disk shaft journal and the first-level disk core as the goal, completing the partial stacking of the first-level to third-level assemblies includes: Measure the runout of the center and end face of the primary disk using the rear stop and rear end face of the primary and secondary disk assembly as reference; Measure the runout of the outer circle of the journal with the front stop and front end face of the third-level disc shaft as the reference; The stacking basis is taken as the rear stop and rear end face of the first- and second-stage disk assembly and the front stop and front end face of the third-stage disk shaft. The optimization goal is to make the first-stage disk center of the first- and second-stage disk assembly concentric with the outer circle of the third-stage disk shaft journal. Stacking optimization is carried out from the third-stage section to the front journal section and the first-stage disk center section so that the disk center runout is less than or equal to 0.03mm.

4. The method for stacking rotors of an aircraft engine core machine according to claim 1, characterized in that: The stacking of the high-pressure turbine rotor components is completed by taking the front end of the drum shaft of the comb tooth disc section as the stacking reference and the rear shaft journal section as the stacking optimization target, and comprising: Take the front stop and front end face of the drum shaft as the reference to measure the runout of the rear stop and rear end face; The front stop and front end surface of the sealing plate are used as the reference to measure the runout of the rear stop and rear end surface; Take the front stop and front end face of the high scroll disc as the reference to measure the runout of the rear stop and rear end face; Measure the runout of the inner circle of the shaft diameter based on the front stop and front end face of the rear shaft; The front stop and front end face of the drum shaft are used as the stacking basis, and the inner circle of the rear shaft diameter is used as the optimization target. The stacking optimization is carried out from the front end of the drum shaft of the comb disc section to the rear shaft journal section to control the concentricity to be less than or equal to 0.02mm.

5. The method for stacking rotors of an aircraft engine core machine according to claim 1, characterized in that: The stacking optimization of the rear end face of the comb tooth disc section and the front end face of the comb tooth disc section drum shaft is performed based on the journal of the third-stage disc shaft and the rear stop of the comb tooth disc section, the front stop of the comb tooth disc section drum shaft and the journal of the rear shaft, and the completion of the core machine centering stacking includes: Measure the runout of the rear end face of the comb disc based on the outer circle of the third-stage disc shaft journal and the rear stop of the comb disc; Measure the runout of the front end face of the drum shaft based on the front stop of the drum shaft and the inner circle of the rear shaft diameter; With the goal of minimizing the axis deviation after the two components are connected, stacking optimization is carried out from both ends to the middle to control the comb disc centerline runout to be less than or equal to 0.038mm.

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