Centrifugal impeller and aero-engine rotor

Abstract

The invention belongs to the technical field of aero-engines, and discloses a centrifugal impeller and an aero-engine rotor. The centrifugal impeller comprises an impeller body, a centrifugal switching section and a fastener; a connecting part is arranged on the side, close to the gas turbine disc, of the impeller body, the centrifugal switching section comprises an impeller switching part and a turbine switching part which are fixedly connected, an annular spigot is formed in the side, close to the impeller body, of the impeller switching part, and outer teeth are arranged on the outer side of the impeller switching part in the circumferential direction; the connecting part is fixedly connected with the impeller switching part through a fastener, the connecting part is located in the spigot, a positioning surface for radially positioning the impeller body is arranged in the spigot, and end teeth are arranged at the end, away from the impeller body, of the turbine switching part. The centrifugal impeller is provided with the centrifugal switching section, the impeller body and the centrifugal switching section can be made of different materials, the centrifugal switching section is made of high-temperature alloy, the abrasion resistance of the rear end teeth of the centrifugal impeller can be effectively improved, end tooth bonding is prevented or relieved, and the problems of end tooth bonding and disc body abrasion of the centrifugal impeller are solved.

Description

Technical Field

[0001] The invention belongs to the technical field of aeroengines, and in particular relates to a centrifugal impeller and an aeroengine rotor. Background Art

[0002] The multi-stage axial flow plus centrifugal combination is one of the most commonly used designs for aviation turboshaft engine compressors. Figure 1 It is a typical double-pivot aircraft engine rotor structure in the prior art, mainly composed of a shaft neck 6, an axial flow rotor 7, a centrifugal impeller (including an impeller body 1), a gas turbine disc 9 and a sealing stator 12. The end teeth are used to center the torque between the rotor discs of each stage, and the rotors of each stage are tightened by the center tie rod 5. The combustion rotor adopts segmented pre-tightening. First, the compressor section pre-tightening force is loaded by tightening the center tie rod 5 by the tooling, and then the limit pressure ring 4 is pressed against the end face of the centrifugal impeller disc body by the front nut 10 to complete the compressor section pre-tightening. Then, after the turbine section pre-tightening force is loaded by tightening the center tie rod 5 by the tooling, the gas turbine disc 9 is locked by the rear nut 11 to complete the turbine section rotor pre-tightening.

[0003] The centrifugal impeller is one of the most important rotating parts on the turboshaft engine rotor. The operating temperature of the high-pressure specific compressor centrifugal impeller is generally over 300°C. In order to meet the structural strength, life and weight requirements, titanium alloys with high specific strength are generally selected as centrifugal impeller materials. Although titanium alloys have excellent material mechanical properties and corrosion resistance, they have poor wear resistance. In high temperature environments, adhesion is easily generated on the two contact surfaces of the wear surface, and they are particularly sensitive to micro-motion wear. At the same time, compared with structural steel, stainless steel and high-temperature alloys, titanium alloys are more sensitive to surface damage and defects.

[0004] According to statistics, existing technologies such as Figure 1 After testing the turboshaft engine with the rotor structure shown, the following problems exist:

[0005] 1. The contact surface between the centrifugal impeller and the pressure ring basically has different degrees of wear. At the same time, the rear end teeth (connected to the gas turbine disk) of the centrifugal impeller of multiple turboshaft engines have obvious bonding. The end tooth bonding will affect the positioning accuracy of the end teeth, causing the engine vibration to increase. Wear will affect the fatigue resistance of the titanium alloy centrifugal impeller, reduce the fatigue life of the centrifugal impeller, and in severe cases, micro-motion fatigue damage may occur.

[0006] 2. At present, the main means to solve the problems of end tooth adhesion and disc wear of centrifugal impellers is to grind the end teeth and polish the disc to remove burrs after the test. This cannot fundamentally solve the problems of end tooth adhesion and disc wear of centrifugal impellers. In addition, end tooth grinding will affect the axial size of the engine rotor. According to usage experience, the parts will be scrapped after the cumulative grinding amount exceeds 0.2mm, resulting in increased maintenance costs. Summary of the invention

[0007] In view of the above problems, the present invention provides a centrifugal impeller and an aircraft engine rotor, which adopt the following technical solutions:

[0008] A centrifugal impeller comprises an impeller body, a centrifugal adapter section and a fastener; wherein the impeller body is provided with a connecting portion on a side close to a gas turbine disk, the centrifugal adapter section comprises an impeller adapter section and a turbine adapter section which are fixedly connected, the impeller adapter section is provided with an annular stopper on a side close to the impeller body, and the outer side of the impeller adapter section is provided with external teeth along the circumferential direction; the connecting portion is fixedly connected to the impeller adapter section through the fastener, the connecting portion is located in the stopper, the stopper has a positioning surface for radially positioning the impeller body, and the turbine adapter section is provided with end teeth at one end away from the impeller body.

[0009] Further, the fastener includes a bolt and a nut, wherein the connecting portion is axially provided with a first through hole, the impeller adapter is axially provided with a second through hole at the stop position, the second through hole is concentric with the first through hole, the bolt includes a nut, a smooth positioning section and a threaded section connected in sequence, the inner end face of the nut is in contact with the connecting portion, the positioning section is gap-fitted with the first through hole and the second through hole, and the threaded section is located outside the impeller adapter and is threadedly connected to the nut.

[0010] Furthermore, the centrifugal transition section is made of high-temperature alloy, and the impeller body is made of titanium alloy.

[0011] Furthermore, the connecting portion is clearance-matched with the stopper.

[0012] Furthermore, the impeller adapter and the turbine adapter are both annular, the inner diameter of the turbine adapter is larger than the inner diameter of the impeller adapter, and a groove is further provided between the impeller adapter and the turbine adapter.

[0013] Furthermore, the connecting portion includes a first annular portion and a second annular portion which are sequentially connected to the impeller body, the inner diameter of the first annular portion is greater than the inner diameter of the second annular portion, and the outer diameter of the first annular portion is equal to the outer diameter of the second annular portion.

[0014] Furthermore, the second annular portion is located inside the stopper, the outer wall surface of the stopper contacts the outer wall surfaces of the first annular portion and the outer wall surfaces of the second annular portion, the inner side surface of the stopper contacts the inner wall surface of the second annular portion, and the axial inner side surface of the stopper is used for radial positioning of the impeller body.

[0015] The present invention also provides an aero-engine rotor, comprising the centrifugal impeller, the limiting pressure ring and the central pull rod;

[0016] Wherein, the limiting pressure ring is arranged between the centrifugal adapter section and the center pull rod, the limiting pressure ring is fixedly connected to the center pull rod, the limiting pressure ring is provided with a limiting boss near the radial end face C of the impeller body, the radial end face C is in contact with the radial end face D of the impeller adapter away from the impeller body; the axial outer side surface E of the limiting boss is in contact with the axial inner side surface F of the impeller adapter.

[0017] The present invention also provides an aero-engine rotor, comprising the centrifugal impeller, the limiting pressure ring and the central pull rod.

[0018] Among them, the limit pressure ring is arranged between the centrifugal transition section and the center pull rod, the limit pressure ring is fixedly connected to the center pull rod, and the center pull rod is provided with a first boss between the limit pressure ring and the impeller body, and the axial outer side surface H of the first boss serves as a positioning surface in contact with the inner hole wall of the impeller body.

[0019] Furthermore, one end of the center pull rod is fixedly connected to the shaft neck, and an axial flow rotor, a centrifugal impeller and a gas turbine disk are sequentially sleeved on the outer side of the center pull rod. The other end of the center pull rod is threadedly connected to a rear nut, and the rear nut abuts against the gas turbine disk. The axial flow rotor and the centrifugal impeller are connected via end tooth transmission, and the centrifugal impeller is connected to the end teeth of the gas turbine disk via the end teeth of the turbine adapter.

[0020] Furthermore, the center pull rod is provided with a second boss at the position of the limiting pressure ring, the front nut fixes the limiting pressure ring on the second boss, and the center pull rod is provided with a third boss at the position of the gas turbine disk, and the axial outer side surface G of the third boss contacts the inner hole wall of the gas turbine disk.

[0021] Furthermore, it also includes a sealing stator component, which is sleeved on the outer sides of the centrifugal transition section and the gas turbine disk, and a coating that is sealingly connected to the outer teeth is provided on the inner side of one end of the sealing stator component.

[0022] Beneficial effects of the present invention:

[0023] 1. The centrifugal impeller of the present invention is provided with a centrifugal transition section, so that the impeller body and the centrifugal transition section can be made of different materials. The centrifugal transition section is made of high-temperature alloy compared to titanium alloy. This design can effectively improve the wear resistance of the rear end teeth of the centrifugal impeller, prevent or reduce the adhesion of the end teeth, and solve the problems of end tooth adhesion and disc wear of titanium alloy centrifugal impellers.

[0024] 2. The aircraft engine rotor of the present invention realizes radial limitation by means of a limiting pressure ring at the middle pre-tightening position, thereby reducing the eccentricity problem of the center tie rod during assembly pre-tightening and improving the assembly processability and structural reliability of the aircraft engine rotor.

[0025] Other features and advantages of the present invention will be described in the following description, and partly become obvious from the description, or be understood by implementing the present invention. The purpose and other advantages of the present invention can be realized and obtained by the structures pointed out in the description and the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0026] In order to more clearly illustrate the embodiments of the present invention or the technical solutions in the prior art, the following briefly introduces the drawings required for use in the embodiments or the description of the prior art. Obviously, the drawings described below are 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.

[0027] Figure 1 A schematic diagram of the structure of an aircraft engine rotor according to the prior art is shown;

[0028] Figure 2 A schematic diagram of the structure of an aircraft engine rotor according to an embodiment of the present invention is shown;

[0029] Figure 3 A schematic structural diagram of a centrifugal impeller according to an embodiment of the present invention is shown;

[0030] Figure 4 A schematic diagram of the installation of a limit pressure ring, a centrifugal adapter section, and a center pull rod according to an embodiment of the present invention is shown;

[0031] Figure 5 A schematic diagram of the installation of an impeller body, a limiting pressure ring, and a center pull rod according to an embodiment of the present invention is shown.

[0032] In the figure: 1, impeller body; 2, centrifugal adapter section; 3, fastener; 31, bolt; 32, nut; 101, connecting portion; 1011, first annular portion; 1012, second annular portion; 21, impeller adapter; 211, stopper; 212, external teeth; 213, groove; 214, radial end face D; 215, axial inner side face F; 22, turbine adapter; 221, axial outer side face A; 222, radial End face B; 4. Limiting pressure ring; 5. Center pull rod; 6. Shaft neck; 7. Axial flow rotor; 9. Gas turbine disk; 91. Fourth boss; 10. Front nut; 11. Rear nut; 41. Limiting boss; 411. Axial outer side surface E; 42. Radial end face C; 51. First boss; 511. Axial outer side surface H; 52. Second boss; 53. Third boss; 531. Axial outer side surface G; 12. Sealing stator component. DETAILED DESCRIPTION

[0033] In order to make the purpose, technical solution and advantages of the embodiments of the present invention clearer, the technical solution 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. 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.

[0034] It should be noted that the terms "first", "second" etc. in the present application are used to distinguish similar objects, and are not necessarily used to describe a specific order or sequential order. It should be understood that the data used in this way can be interchanged in appropriate circumstances, so that the embodiments of the present application described here. In the present application, the orientation or positional relationship indicated by the terms "upper", "lower", "left", "right", "front", "back", "top", "bottom", "inside", "outside", "middle", "vertical", "horizontal", "lateral", "longitudinal" etc. are based on the orientation or positional relationship shown in the accompanying drawings.

[0035] The invention provides a centrifugal impeller and an aero-engine rotor, which solve the problems of end tooth adhesion and disc wear of a centrifugal impeller made of titanium alloy, and improve the reliability and maintainability of the engine.

[0036] like Figure 2 As shown, a centrifugal impeller includes an impeller body 1, a centrifugal adapter section 2 and a fastener 3, wherein the impeller body 1 is provided with a connecting portion 101 on a side close to a gas turbine disk 9, and the centrifugal adapter section 2 includes an impeller adapter portion 21 and a turbine adapter portion 22 that are fixedly connected, for example, the impeller adapter portion 21 and the turbine adapter portion 22 are integrally formed; the impeller adapter portion 21 is provided with an annular stop 211 on a side close to the impeller body 1, and the outer side of the impeller adapter portion 21 is provided with external teeth 212 along the circumferential direction.

[0037] The connecting portion 101 is fixedly connected to the impeller adapter portion 21 via the fastener 3 , so as to achieve axial positioning of the connecting portion 101 and the impeller adapter portion 21 .

[0038] like Figure 3 As shown, for example, the fastener 3 includes a bolt 31 and a nut 32, the connecting portion 101 is axially provided with a first through hole, the impeller adapter portion 21 is axially provided with a second through hole at the stop 211 position, the second through hole is concentric with the first through hole, the bolt 31 includes a nut, a smooth positioning section and a threaded section connected in sequence, wherein the inner end face of the nut contacts the connecting portion 101, the positioning section is gap-matched with the first through hole and the second through hole, and the threaded section is located outside the impeller adapter portion 21 and is threadedly connected to the nut 32, thereby fixing the impeller body 1 and the centrifugal adapter section 2 in connection.

[0039] In this embodiment, the impeller body 1 and the centrifugal adapter section 2 are connected and fixed together by precision bolts 31 and nuts 32 to form an assembly, and the positioning accuracy of the front and rear end teeth of the centrifugal impeller is ensured by the first through hole on the impeller body 1, the second through hole on the centrifugal adapter section 2 and the positioning section on the bolt 31.

[0040] like Figure 2 and Figure 3 As shown, the connection portion 101 is located in the stopper 211 , and the stopper 211 has a positioning surface for radially positioning the impeller body 1 , thereby realizing radial positioning of the connection portion 101 and the impeller adapter portion 21 .

[0041] For example, the centrifugal transition section 2 is made of high-temperature alloy and the impeller body 1 is made of titanium alloy, which takes into account the advantages of high specific strength of titanium alloy and strong wear resistance of high-temperature alloy, and solves the problems of end tooth adhesion and disc wear of titanium alloy centrifugal impeller.

[0042] For example, the connection part 101 and the stop 211 are clearance matched, and the connection part 101 and the stop 211 are designed with a small clearance (such as H6 / h5 size matching), mainly because the linear expansion coefficient of high-temperature alloys is generally larger than that of titanium alloys. The small clearance stop 211 design here can suppress the relative deformation of the connection part 101 of the centrifugal adapter section 2 and the impeller body 1 caused by the temperature difference, thereby preventing the bolt 31 from being subjected to excessive shear force.

[0043] An end of the turbine adapter 22 away from the impeller body 1 is provided with end teeth, and the end teeth of the turbine adapter 22 mesh with the end teeth of the gas turbine disk 9 .

[0044] For example, the impeller adapter 21 and the turbine adapter 22 are both annular, and the inner diameter of the turbine adapter 22 is larger than the inner diameter of the impeller adapter 21 , so that there is an installation space between the turbine adapter 22 and the center tie rod 5 .

[0045] like Figure 3As shown, for example, a groove 213 is further provided between the impeller adapter 21 and the turbine adapter 22 to provide an installation space for the nut 32 .

[0046] like Figure 3 As shown, for example, the connecting portion 101 includes a first annular portion 1011 and a second annular portion 1012 which are sequentially connected to the impeller body 1, the inner diameter of the first annular portion 1011 is greater than the inner diameter of the second annular portion 1012, and the outer diameter of the first annular portion 1011 is equal to the outer diameter of the second annular portion 1012, so that the first annular portion 1011 and the second annular portion 1012 form an annular cavity for installing the bolt 31.

[0047] The second annular portion 1012 is located inside the stop 211, the outer wall of the stop 211 contacts the outer wall of the first annular portion 1011 and the outer wall of the second annular portion 1012, the inner side surface of the stop 211 contacts the inner wall of the second annular portion 1012, and the axial inner side surface of the stop 211 is used for radial positioning of the impeller body 1.

[0048] like Figure 2 As shown, the present invention further provides an aircraft engine rotor, comprising the above-mentioned centrifugal impeller, a limit pressure ring 4 and a center pull rod 5, wherein the limit pressure ring 4 is arranged between the centrifugal adapter section 2 and the center pull rod 5.

[0049] Among them, one end of the center tie rod 5 is fixedly connected to the shaft neck 6, and the shaft neck 6 serves as the front fulcrum. The outer side of the center tie rod 5 is sequentially sleeved with an axial flow rotor 7, a centrifugal impeller and a gas turbine disk 9. The limit pressure ring 4 is fixedly connected to the center tie rod 5 through a front nut 10. The other end of the center tie rod 5 is threadedly connected to the rear nut 11, and the rear nut 11 abuts against the gas turbine disk 9. The gas turbine disk 9 close to the rear nut 11 serves as a rear fulcrum.

[0050] The axial flow rotor 7 and the centrifugal impeller are connected via end gear transmission, and the centrifugal impeller is connected via end gear transmission of the turbine adapter portion 22 of the centrifugal adapter section 2 with the end gear of the gas turbine disc 9 .

[0051] like Figure 4 As shown, for example, a limiting boss 41 is provided on the limiting pressure ring 4 near the radial end face C42 of the impeller body 1, and the radial end face C42 of the limiting pressure ring 4 contacts the radial end face D214 of the impeller adapter 21 away from the impeller body 1; the axial outer side face E411 of the limiting boss 41 contacts the axial inner side face F215 of the impeller adapter 21.

[0052] The function of the limiting boss 41 of the limiting pressure ring 4 is to ensure the concentricity between the central tie rod 5 and the rotor blade disk of the flow channel component, and to reduce the eccentricity of the central tie rod 5 during the assembly segment pre-tightening by increasing the positioning surface.

[0053] like Figure 5As shown, for example, the center tie rod 5 is provided with a first boss 51 between the limiting pressure ring 4 and the impeller body 1, and the axial outer side surface H511 of the first boss 51 serves as a positioning surface in contact with the inner hole wall surface of the impeller body 1 to ensure the concentricity between the center tie rod 5 and the flow channel rotor blade disk.

[0054] For example, the aircraft engine rotor also includes a sealing stator component 12, which is sleeved on the outer side of the centrifugal adapter section 2 and the gas turbine disk 9. A coating that is sealed and connected to the outer teeth 212 is provided on the inner side of one end of the sealing stator component 12 to form a sealing system. For example, the coating can be a scratch-resistant aluminum-silicon coating, and there is a gap between the inner side of the other end of the sealing stator component 12 and the fourth boss 91 on the gas turbine disk 9.

[0055] For example, the center pull rod 5 is provided with a second boss 52 at the position of the limiting pressure ring 4, the front nut 10 fixes the limiting pressure ring 4 on the second boss 52, and the center pull rod 5 is provided with a third boss 53 at the position of the gas turbine disk 9, and the axial outer side surface G531 of the third boss 53 contacts the inner hole wall of the gas turbine disk 9.

[0056] like Figure 4 As shown, the axial outer side surface A221 of the turbine adapter 22 and the radial end surface B222 of the turbine adapter 22 close to the gas turbine disk 9 are used as reference surfaces to detect the runout at the outer side surface G of the third boss 53.

[0057] The results of the vibration test show that: the limit ring 4 adds a limit boss 41 or adds a third boss 53 to the center rod 5. After the compression section preload is loaded, the vibration at the outer side surface G of the third boss 53 can be controlled at about 0.1 relative to the axial outer side surface A221 and the radial end surface B222. Without the limit boss 41, the vibration deviation at surface G is relatively large, and the actual measured maximum vibration exceeds 0.5. The excessive eccentricity of the center rod 5 will cause the surface G to contact and wear with the inner hole of the gas turbine disk 9. In severe cases, it will cause the end teeth of the gas turbine disk 9 to not mesh with the end teeth of the centrifugal impeller, resulting in poor repeatability of the dynamic balance of the combustion rotor and large engine vibration.

[0058] In this embodiment, the limit pressure ring 4 is in contact with the centrifugal adapter section 2, which can solve the wear problem of the end face of the titanium alloy centrifugal impeller. The embodiment of the present invention realizes radial limitation of the middle section pre-tightening part by adding a limit boss 41 to the limit pressure ring 4 or adding a third boss 53 to the center pull rod 5, which can effectively control the coaxiality, shape and position dimensional accuracy of the center pull rod 5 and the rotor blade disk, reduce the eccentricity problem of the center pull rod 5 during assembly pre-tightening, and improve the assembly processability and structural reliability of the combustion rotor.

[0059] Although the present invention has been described in detail with reference to the aforementioned embodiments, those skilled in the art should understand that they can still modify the technical solutions described in the aforementioned embodiments, or make equivalent substitutions for some of the technical features therein; and these modifications or substitutions do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A centrifugal impeller, characterized in that: It comprises an impeller body (1), a centrifugal adapter section (2) and a fastener (3); The impeller body (1) is provided with a connecting portion (101) on a side close to the gas turbine disk (9); the centrifugal adapter section (2) comprises an impeller adapter portion (21) and a turbine adapter portion (22) which are fixedly connected; the impeller adapter portion (21) is provided with an annular stopper (211) on a side close to the impeller body (1); and the outer side of the impeller adapter portion (21) is provided with external teeth (212) along the circumferential direction; the connecting portion (101) is fixedly connected to the impeller adapter portion (21) via the fastener (3); the connecting portion (101) is located in the stopper (211); the stopper (211) has a positioning surface for radially positioning the impeller body (1); and the turbine adapter portion (22) is provided with end teeth at one end away from the impeller body (1).

2. The centrifugal impeller according to claim 1, characterized in that: The fastener (3) comprises a bolt (31) and a nut (32), wherein the connecting portion (101) is provided with a first through hole along the axial direction, and the impeller adapter portion (21) is provided with a second through hole along the axial direction at the stop (211) position, the second through hole and the first through hole being concentric, the bolt (31) comprising a nut, a smooth positioning section and a threaded section connected in sequence, the inner end surface of the nut being in contact with the connecting portion (101), the positioning section being in clearance fit with the first through hole and the second through hole, and the threaded section being located outside the impeller adapter portion (21) and being threadedly connected to the nut (32).

3. The centrifugal impeller according to claim 1, characterized in that: The centrifugal transfer section (2) is made of a high-temperature alloy, and the impeller body (1) is made of a titanium alloy.

4. The centrifugal impeller according to claim 3, characterized in that: The connecting portion (101) and the stopper (211) are clearance-matched.

5. The centrifugal impeller according to claim 1, characterized in that: The impeller adapter part (21) and the turbine adapter part (22) are both annular, the inner diameter of the turbine adapter part (22) is larger than the inner diameter of the impeller adapter part (21), and a groove (213) is further provided between the impeller adapter part (21) and the turbine adapter part (22).

6. The centrifugal impeller according to any one of claims 1 to 5, characterized in that: The connecting portion (101) comprises a first annular portion (1011) and a second annular portion (1012) which are sequentially connected to the impeller body (1); the inner diameter of the first annular portion (1011) is greater than the inner diameter of the second annular portion (1012); and the outer diameter of the first annular portion (1011) is equal to the outer diameter of the second annular portion (1012).

7. The centrifugal impeller according to claim 6, characterized in that: The second annular portion (1012) is located inside the stopper (211), the outer wall surface of the stopper (211) contacts the outer wall surface of the first annular portion (1011) and the outer wall surface of the second annular portion (1012), the inner side surface of the stopper (211) contacts the inner wall surface of the second annular portion (1012), and the axial inner side surface of the stopper (211) is used for radial positioning of the impeller body (1).

8. An aircraft engine rotor, characterized in that: It comprises the centrifugal impeller, the limiting pressure ring (4) and the central pull rod (5) as described in any one of claims 1 to 7; Wherein, the limiting pressure ring (4) is arranged between the centrifugal adapter section (2) and the center pull rod (5), the limiting pressure ring (4) is fixedly connected to the center pull rod (5), and the limiting pressure ring (4) is provided with a limiting boss (41) near the radial end face C (42) of the impeller body (1), and the radial end face C (42) is in contact with the radial end face D (214) of the impeller adapter part (21) away from the impeller body (1); the axial outer side face E (411) of the limiting boss (41) is in contact with the axial inner side face F (215) of the impeller adapter part (21).

9. An aircraft engine rotor, characterized in that: It comprises the centrifugal impeller, the limiting pressure ring (4) and the central pull rod (5) as described in any one of claims 1 to 7, Wherein, the limiting pressure ring (4) is arranged between the centrifugal transition section (2) and the center pull rod (5), the limiting pressure ring (4) is fixedly connected to the center pull rod (5), and the center pull rod (5) is provided with a first boss (51) between the limiting pressure ring (4) and the impeller body (1), and the axial outer side surface H (511) of the first boss (51) serves as a positioning surface in contact with the inner hole wall surface of the impeller body (1).

10. The aircraft engine rotor according to claim 8 or 9, characterized in that: One end of the center tie rod (5) is fixedly connected to the shaft neck (6), and an axial flow rotor (7), a centrifugal impeller and a gas turbine disk (9) are sequentially sleeved on the outer side of the center tie rod (5). The other end of the center tie rod (5) is threadedly connected to a rear nut (11), and the rear nut (11) abuts against the gas turbine disk (9). The axial flow rotor (7) and the centrifugal impeller are connected via end tooth transmission, and the centrifugal impeller is connected via the end teeth of the turbine adapter (22) to the end teeth of the gas turbine disk (9).

11. The aircraft engine rotor according to claim 8 or 9, characterized in that: The center pull rod (5) is provided with a second boss (52) at the position of the limiting pressure ring (4), and the front nut (10) fixes the limiting pressure ring (4) on the second boss (52). The center pull rod (5) is provided with a third boss (53) at the position of the gas turbine disk (9), and the axial outer side surface G (531) of the third boss (53) is in contact with the inner hole wall of the gas turbine disk (9).

12. The aircraft engine rotor according to claim 11, characterized in that: It also comprises a sealing stator component (12), wherein the sealing stator component (12) is sleeved on the outer sides of the centrifugal transition section (2) and the gas turbine disc (9), and a coating is provided on the inner side of one end of the sealing stator component (12) which is sealingly connected to the outer teeth (212).

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