A method for adjusting the axial force of an aircraft engine rotor

Abstract

The present invention relates to the technical field of aero-engine axial force regulation, and specifically to a method for regulating the axial force of an aero-engine rotor, comprising: constructing an initial high-pressure turbine disc cavity model; performing flow field simulation calculations on the initial high-pressure turbine disc cavity model; obtaining the initial axial force of the high-pressure turbine disc cavity; obtaining the high-pressure turbine disc cavity model after each adjustment; and determining the axial force of the aero-engine rotor. The present invention avoids the insufficient regulation capability of traditional regulation methods without making significant structural changes and without changing the gas consumption, and achieves the goal of regulating the axial force to an axial force that meets the requirements.

Description

Technical Field

[0001] The invention relates to the technical field of aero-engine axial force regulation, and in particular to a method for regulating the axial force of an aero-engine rotor. Background Art

[0002] Aircraft engines are highly complex and sophisticated thermal machines. The rotor axial force is a key parameter in aircraft engine design, and it must be within the tolerance range of the bearings, otherwise serious accidents will occur. Excessive or unstable rotor axial force may cause problems such as excessive bearing wear and bearing sliding, which in turn affects the overall performance and life of the engine. Therefore, careful design of the rotor axial force is the key to ensuring the reliable operation of aircraft engines.

[0003] The rotor axial force consists of two parts: the main channel axial force and the disc cavity axial force. Among them, the main channel axial force is determined by the engine aerodynamic parameter design and is usually not used as a regulating parameter for the design axial force; the area and pressure of the disc cavity are the main design means for regulating the axial force, and they undertake the important mission of designing the direction and magnitude of the axial force.

[0004] Typical high-pressure turbine rotor and stator cavity model Figure 2 As shown, the so-called disc cavity refers to Figure 2 The cavity formed between the rotating disk and the static disk, the area refers to the difference in axial projection area between the rotating disk and the static disk, and the pressure refers to the static pressure in the cavity. The pressure multiplied by the area is the rotor axial force exerted by the cavity on the rotating disk.

[0005] The prior art methods for adjusting the axial force include: 1. Adjusting the inlet loss, which is usually achieved by increasing or decreasing the flow area of ​​the inlet channel. Increasing the inlet flow area helps to increase the disk cavity pressure, thereby increasing the forward axial force; decreasing the inlet flow area helps to reduce the disk cavity pressure, thereby reducing the forward axial force. 2. Adjusting the losses at the two outlets, which is usually achieved by increasing or decreasing the flow area of ​​the outlet channel. However, since the outlet channel is a sealing structure of the rotor-stator system, for safety reasons, the sealing gap between the rotor and the stator cannot be too small. Therefore, objectively, it results in poor sealing effect and weak pressure regulation ability. 3. Adjusting the difference in projected area between the rotor and the stator in the disk cavity, usually involves adjusting the radial height of the journal and the corresponding stator disk, which requires a large adjustment of the geometric structure.

[0006] The existing technology can effectively adjust the rotor axial force in most cases, but in some cases, due to the strict requirements of the axial force index, limited gas source pressure, small gas consumption, and structural limitations that are difficult to break through, it will face the situation of insufficient adjustment ability. At this time, the axial force will not be able to meet the safety requirements within the full flight envelope. It is necessary to supplement more abundant adjustment means, that is, the existing technology adjusts the axial force, usually by treating the disc cavity as a chamber, creating a pressure value, and multiplying the projected area to obtain the axial force. Under the condition of a certain inlet flow rate, the pressure value depends on the flow resistance characteristics of the upstream and downstream resistance units of the chamber. Therefore, how to optimize the flow field distribution form and change the static pressure distribution of the disc cavity through the design of the structural layout without making major changes to the structure and keeping the gas consumption unchanged, and then effectively adjust the axial force is an urgent problem to be solved.

[0007] Therefore, it is necessary to provide an aero-engine rotor axial force adjustment method to solve the above problems. Summary of the invention

[0008] The invention provides an aero-engine rotor axial force regulating method to solve the existing problems.

[0009] A method for adjusting the axial force of an aero-engine rotor of the present invention adopts the following technical solution, including:

[0010] S1. constructing an initial high-pressure turbine disc cavity model according to a preset initial inlet radial position and initial pre-swirl angle of the pre-swirl inlet;

[0011] S2. According to the preset total pressure at the inlet of the cavity and the flow rates at the outlets of the two cavities, the initial high-pressure turbine cavity model is subjected to flow field simulation calculation of the cavity of the high-pressure turbine;

[0012] S3. Obtain the static pressure of the high-pressure turbine disc cavity according to the flow field simulation calculation results; integrate the static pressure from the minimum radius to the maximum radius of the high-pressure turbine disc surface to obtain the initial axial force of the high-pressure turbine disc cavity;

[0013] S4. If the initial axial force is equal to the required axial force of the high-pressure turbine disc cavity, the initial axial force is the axial force of the aircraft engine rotor; if the initial axial force is not equal to the axial force of the high-pressure turbine disc cavity, the adjustment direction of the pre-swirl inlet radial position is determined according to the initial axial force and the required axial force, the pre-swirl inlet radial position after each adjustment is obtained according to the adjustment direction and the preset adjustment value, and the high-pressure turbine disc cavity model after each adjustment is obtained according to the adjusted pre-swirl inlet radial position;

[0014] S5. Repeat steps S2 to S4 to obtain the adjusted axial force of the high-pressure turbine disc cavity, and determine whether the adjusted axial force of the high-pressure turbine disc cavity is equal to the required axial force, until the adjusted axial force of the high-pressure turbine disc cavity is equal to the required axial force, and then use the adjusted axial force of the high-pressure turbine disc cavity as the axial force of the aircraft engine rotor.

[0015] Preferably, the step of determining the adjustment direction of the pre-swirl inlet radial position according to the initial axial force and the axial force requirement is:

[0016] If the initial axial force is less than the required axial force, the adjustment direction of the radial position of the pre-swirl inlet is: along the maximum radius of the disk surface to the minimum radius of the disk surface;

[0017] If the initial axial force is greater than the required axial force, the adjustment direction of the radial position of the pre-swirl inlet is from the minimum radius of the disk surface to the maximum radius of the disk surface.

[0018] Preferably, the preset adjustment value is:

[0019] When the initial axial force is less than or equal to the required axial force, the preset adjustment value is 20% of the maximum radius of the disk.

[0020] Preferably, the steps of obtaining the radial position of the pre-swirl inlet after each adjustment according to the adjustment direction and the preset adjustment value are:

[0021] If the initial axial force is less than the required axial force, the pre-swirl inlet radial position after each adjustment is the pre-swirl inlet radial position after the initial pre-swirl inlet radial position is reduced by 20% of the maximum radius of the disk surface each time until the minimum radius of the disk surface is reached;

[0022] If the initial axial force is greater than the required axial force, the pre-swirl inlet radial position after each adjustment is the pre-swirl inlet radial position after each increase of 20% of the maximum radius of the disk surface from the initial pre-swirl inlet radial position until the maximum radius of the disk surface is reached.

[0023] Preferably, after step S5, if the adjusted axial force of the high-pressure turbine disc cavity is still not equal to the required axial force, then according to the preset adjustment angle and the pre-swirl angle of the initial pre-swirl inlet, and the pre-swirl angle of the pre-swirl inlet after each adjustment is obtained, steps S2 to S4 are repeated to obtain the adjusted axial force of the high-pressure turbine disc cavity until the adjusted axial force of the high-pressure turbine disc cavity is equal to the required axial force, and the adjusted axial force of the high-pressure turbine disc cavity is used as the axial force of the aircraft engine rotor.

[0024] Preferably, the preset adjustment angle is 20°.

[0025] Preferably, the step of obtaining the pre-spin angle of the pre-spin inlet after each adjustment is:

[0026] If the adjusted axial force is less than the required axial force, the preset adjustment angle is reduced each time based on the pre-spin angle of the initial pre-spin inlet to obtain the pre-spin angle of the pre-spin inlet after each adjustment;

[0027] If the adjusted axial force is greater than the required axial force, the preset adjustment angle is increased each time based on the initial pre-swirl angle of the pre-swirl inlet to obtain the pre-swirl angle of the pre-swirl inlet after each adjustment.

[0028] Preferably, the calculation formula of the axial force is:

[0029]

[0030] In the formula, represents the axial force; Indicates the minimum radius of the disk; Indicates the maximum radius of the disk; It represents the static pressure of the high-pressure turbine disc cavity; Represents the geometric area of ​​the high-pressure turbine disk.

[0031] Preferably, the pre-swirl angle of the initial pre-swirl inlet is 75°.

[0032] Preferably, the initial pre-swirl inlet radial position is 90% of the maximum radius position of the disk surface.

[0033] The beneficial effects of the present invention are:

[0034] The present invention adjusts the flow field inside the disc cavity by adjusting the pre-swirl inlet position of the disc cavity, thereby adjusting the pressure distribution inside the disc cavity, thereby adjusting the static pressure of the disc surface, and adjusting the axial force to the required axial force based on the final static pressure. That is, the present invention avoids the insufficient adjustment ability of the traditional adjustment method without making major changes to the structure and without changing the gas consumption, and achieves the adjustment of the axial force to the axial force that meets the requirements. BRIEF DESCRIPTION OF THE DRAWINGS

[0035] 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.

[0036] Figure 1 A schematic diagram of a flow chart of an aero-engine rotor axial force adjustment method according to the present invention;

[0037] Figure 2 This is a typical high-pressure turbine rotor and stator cavity model;

[0038] Figure 3 Schematic diagram of expected static pressure distribution at different pre-swirl inlet radial positions in an embodiment of the present invention;

[0039] Figure 4 It is a schematic diagram of static pressure simulation results obtained by simulating at the initial pre-swirl inlet radial position in an embodiment of the present invention;

[0040] Figure 5 It is a schematic diagram of static pressure simulation results obtained by simulating a position after reducing the maximum radius by 20% based on the initial pre-swirl inlet radial position as the pre-swirl inlet position in an embodiment of the present invention;

[0041] Figure 6 It is a schematic diagram of static pressure simulation results obtained by simulating a position after reducing the maximum radius by 40% based on the initial pre-swirl inlet radial position as the pre-swirl inlet position in an embodiment of the present invention;

[0042] Figure 7 It is a schematic diagram of static pressure simulation results obtained by simulating a position after reducing the maximum radius by 60% based on the initial pre-swirl inlet radial position as the pre-swirl inlet position in an embodiment of the present invention;

[0043] Figure 8 It is a schematic diagram of a 1 / 72 high-pressure turbine disc cavity model when the pre-spin angle is 75° in an embodiment of the present invention;

[0044] Fig. 9 It is a schematic diagram of a 1 / 72 high-pressure turbine disc cavity model when the pre-spin angle is 55° in an embodiment of the present invention;

[0045] Fig.10 It is a schematic diagram of a 1 / 72 high-pressure turbine disc cavity model when the pre-spin angle is 35° in an embodiment of the present invention;

[0046] Fig.11 It is a schematic diagram of a 1 / 72 high-pressure turbine disc cavity model when the pre-spin angle is 15° in an embodiment of the present invention;

[0047] Fig.12 It is a schematic diagram of the simulation results of the 1 / 72 high-pressure turbine disc cavity model when the pre-swirl angle is 75°;

[0048] Fig.13 It is a schematic diagram of the simulation results of the 1 / 72 high-pressure turbine disc cavity model when the pre-swirl angle is 55°;

[0049] Fig.14 It is a schematic diagram of the simulation results of the 1 / 72 high-pressure turbine disc cavity model when the pre-swirl angle is 35°;

[0050] Fig.15 Schematic diagram of the simulation results of the 1 / 72 high-pressure turbine disc cavity model when the pre-swirl angle is 15°. DETAILED DESCRIPTION

[0051] The following will be combined with the drawings in the embodiments of the present invention to clearly and completely describe the technical solutions in the embodiments of the present invention. Obviously, the described embodiments are only 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.

[0052] An embodiment of an aero-engine rotor axial force adjustment method of the present invention is as follows: Figure 1 As shown, including:

[0053] S1. Construct an initial high-pressure turbine disc cavity model;

[0054] Specifically, an initial high-pressure turbine disc cavity model is constructed according to a preset initial inlet radial position and an initial pre-swirl angle of the pre-swirl inlet.

[0055] For example, in this embodiment, the initial inlet radial position R and the inlet pre-spin angle θ are selected as the design basis. The initial pre-spin inlet pre-spin angle θ is θ is 75°; the initial pre-swirl inlet radial position R is 90% of the maximum radius of the disk. Figure 2 As shown, a high-pressure turbine disc cavity is formed between the rotating disc and the stator disc of the high-pressure turbine disc. The high-pressure turbine disc cavity has two disc cavity outlets. The minimum radius of the high-pressure turbine disc surface is R1, and the maximum radius of the high-pressure turbine disc surface is R2, wherein the minimum radius R1 is the mounting hole diameter of the high-pressure turbine shaft.

[0056] S2, performing flow field simulation calculation on the high-pressure turbine disc cavity of the initial high-pressure turbine disc cavity model;

[0057] Specifically, according to the preset total pressure at the disc cavity inlet and the two disc cavity outlet flow rates, the initial high-pressure turbine disc cavity model is subjected to flow field simulation calculation of the high-pressure turbine disc cavity.

[0058] For example, in this embodiment, the high-pressure turbine disc cavity flow field simulation calculation is carried out by using ANSYS CFX software. During the simulation calculation, the total disc cavity inlet pressure P is given. in (1500kPa) and two disc cavity outlet flow rates M out1 (0.343kg / s) and M out2 (0.146kg / s) to ensure that the total gas consumption does not increase when the axial force is adjusted, so as to avoid adverse effects on the overall performance.

[0059] S3, obtaining the initial axial force of the high-pressure turbine disc cavity;

[0060] Specifically, the static pressure of the high-pressure turbine disc cavity is obtained according to the flow field simulation calculation results; the static pressure is integrated from the minimum radius to the maximum radius of the high-pressure turbine disc surface to obtain the initial axial force of the high-pressure turbine disc cavity.

[0061] Exemplarily, in this embodiment, according to the flow field calculation result of step S2, the high-pressure turbine disc cavity static pressure P0 is extracted through the post-processing function of CFX, and the static pressure P0 is integrated from the minimum radius R1 to the maximum radius R2 of the high-pressure turbine disc surface according to the following formula (1), where A is the geometric area at the radius of the pre-swirl inlet radial position, thereby obtaining the axial force of the disc cavity, wherein the axial force expression is:

[0062] (1)

[0063] In the formula, represents the axial force; Indicates the minimum radius of the disk; Indicates the maximum radius of the disk; It represents the static pressure of the high-pressure turbine disc cavity; Represents the geometric area of ​​the high-pressure turbine disk.

[0064] S4, obtaining the high-pressure turbine disc cavity model after each adjustment;

[0065] Specifically, if the initial axial force is equal to the required axial force of the high-pressure turbine disc cavity, the initial axial force is the axial force of the aircraft engine rotor; if the initial axial force is not equal to the axial force of the high-pressure turbine disc cavity, the adjustment direction of the pre-swirl inlet radial position is determined according to the initial axial force and the required axial force, and the pre-swirl inlet radial position after each adjustment is obtained according to the adjustment direction and the preset adjustment value, and the high-pressure turbine disc cavity model after each adjustment is obtained according to the adjusted pre-swirl inlet radial position.

[0066] Exemplarily, in step S4, if the initial axial force is not equal to the axial force of the high-pressure turbine disc cavity, the step of determining the adjustment direction of the pre-swirl inlet radial position according to the initial axial force and the required axial force is: if the initial axial force is less than the required axial force, the adjustment direction of the pre-swirl inlet radial position is: along the maximum radius of the disc surface Minimum radius of the steering wheel Direction; if the initial axial force is greater than the required axial force, the adjustment direction of the pre-swirl inlet radial position is along the minimum radius of the disk surface. Maximum radius of the steering wheel direction.

[0067] Exemplarily, in step S4, the preset adjustment value is: when the initial axial force is less than the required axial force, the preset adjustment value is 20% of the maximum radius of the disk; when the initial axial force is greater than the required axial force, the preset adjustment value is also 20% of the maximum radius of the disk.

[0068] Exemplarily, the steps of obtaining the pre-rotation inlet radial position after each adjustment according to the adjustment direction and the preset adjustment value are as follows: if the initial axial force is less than the required axial force, the pre-rotation inlet radial position after each adjustment is the pre-rotation inlet radial position after the initial pre-rotation inlet radial position is reduced by 20% of the maximum radius of the disk surface each time until the minimum radius of the disk surface is reached. If the initial axial force is greater than the required axial force, the radial position of the pre-swirl inlet after each adjustment is the maximum radius of the disk surface increased each time at the initial pre-swirl inlet radial position. The radial position of the pre-spin inlet after 20% of the disk radius is reached. .

[0069] S5. Determine the axial force of the aeroengine rotor;

[0070] Specifically, repeat steps S2 to S4 to obtain the adjusted axial force of the high-pressure turbine disc cavity, and determine whether the adjusted axial force of the high-pressure turbine disc cavity is equal to the required axial force, until the adjusted axial force of the high-pressure turbine disc cavity is equal to the required axial force, and then use the adjusted axial force of the high-pressure turbine disc cavity as the axial force of the aircraft engine rotor.

[0071] It should be noted that in the design of aircraft engine air systems, a large pre-swirl design of the pre-swirl inlet is usually adopted, the purpose of which is to reduce the wind resistance temperature rise of the disk cavity and reduce the operating temperature of the turbine disk. Therefore, when optimizing the axial force, multiple design constraints of the high-pressure turbine disk cavity should be comprehensively considered, and the radial position of the inlet should be adjusted first, and then the pre-swirl angle should be considered. Since changing the radial position of the pre-swirl inlet and the inlet pre-swirl angle will affect the static pressure distribution of the disk cavity, the two are coupled. In order to fully release the adjustment of the axial force through the flow field organization, after step S5 of this embodiment, if the adjusted axial force of the high-pressure turbine disk cavity is still not equal to the required axial force, then according to the preset adjustment angle and the pre-swirl angle of the initial pre-swirl inlet, and the pre-swirl angle of the pre-swirl inlet after each adjustment is obtained, wherein the preset adjustment angle is 20°, and steps S2 to S4 are repeated to obtain the adjusted axial force of the high-pressure turbine disk cavity until the adjusted axial force of the high-pressure turbine disk cavity is equal to the required axial force, and the adjusted axial force of the high-pressure turbine disk cavity is used as the axial force of the aircraft engine rotor.

[0072] Exemplarily, in a specific embodiment, the steps for obtaining the pre-rotation angle of the pre-rotation inlet after each adjustment are: if the adjusted axial force is less than the required axial force, then the preset adjustment angle is reduced each time on the basis of the pre-rotation angle of the initial pre-rotation inlet, to obtain the pre-rotation angle of the pre-rotation inlet after each adjustment; if the adjusted axial force is greater than the required axial force, then the preset adjustment angle is increased each time on the basis of the pre-rotation angle of the initial pre-rotation inlet, to obtain the pre-rotation angle of the pre-rotation inlet after each adjustment.

[0073] The present embodiment is further described below with reference to the accompanying drawings:

[0074] Due to the influence of the centrifugal supercharging principle, the total pressure at the low radius of the high-pressure turbine disc cavity is often lower than the total pressure at the high radius of the high-pressure turbine disc cavity. By using the centrifugal supercharging principle and arranging the radial position of the inlet reasonably, the pressure distribution of the disc cavity will be affected. The influence principle is shown in the figure below: Figure 3 As shown in the figure, the pressure in the source area of ​​the disc cavity is determined by the inlet pressure and the total pressure loss of the air supply hole. Different air inlet positions usually do not affect the pressure in the source area. When the pressure in the source area is basically constant, the lower the radial position of the inlet, the higher the average static pressure in the disc cavity; the higher the radial position of the inlet, the lower the average static pressure in the disc cavity.

[0075] Through CFD calculation, the effect of adjusting the pressure distribution of the disc cavity by the centrifugal supercharging principle is simulated and verified:

[0076] Fix the cavity pressure, cavity temperature, flow rate of the two outlets and the physical speed of the rotating disk of the pre-swirl inlet cavity (gas collecting cavity), change the radial position of the pre-swirl inlet, and verify the results as follows Figures 4 to 7 As shown in the figure, the verification results are consistent with expectations. The lower the pre-swirl inlet radial radius is, the higher the average static pressure of the disc cavity is. The average static pressure value of the disc surface is further statistically analyzed, as shown in Table 1. Under the calculation conditions of this paper, lowering the inlet radius position can increase the axial force forward by 6%, that is, by 234N.

[0077] Table 1

[0078]

[0079] The pre-swirl angle of the pre-swirl inlet of the disc cavity refers to the angle at which the air inlet passage is inclined toward the direction of rotation of the turntable. Figures 8 to 11 As shown, Figure 8 It is a 1 / 72 high-pressure turbine disc cavity model when the pre-swirl angle is 75°; Fig. 9 It is a 1 / 72 high-pressure turbine disc cavity model when the pre-swirl angle is 55°; Fig.10 It is a 1 / 72 high-pressure turbine disc cavity model when the pre-swirl angle is 75°; Fig.11 is a 1 / 72 high-pressure turbine disc cavity model when the pre-swirl angle is 15°; Figures 8 to 11 As shown in the figure, the larger the pre-swirl angle, the stronger the circumferential speed of the intake air. Under the further promotion of the rotating disk, the overall rotation speed of the airflow in the disk cavity will be increased. When the total pressure of the disk cavity remains basically unchanged, the higher the rotation speed, the lower the static pressure. Since the axial force depends on the static pressure of the disk surface, the purpose of adjusting the axial force of the turbine disk can be achieved by adjusting the rotation speed of the airflow in the disk cavity.

[0080] The effect of adjusting the pre-spin angle of the disc cavity inlet is simulated and verified by CFD calculation:

[0081] The cavity pressure, cavity temperature, flow rate of the two outlets and the physical speed of the rotating disk are fixed according to the pre-swirl inlet cavity (gas collecting cavity). Figures 8 to 11 Change the pre-spin angle of the pre-spin inlet and verify the result as Figure 12 to Figure 15 As shown in Table 2, the verification result is consistent with expectations. The smaller the pre-spin angle, the greater the average static pressure. The average static pressure value of the disk surface is further statistically analyzed, as shown in Table 2. Under the calculation conditions of this paper, reducing the pre-spin angle can increase the axial force forward by 22%, that is, by 786N.

[0082] Table 2

[0083]

[0084] The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principle of the present invention should be included in the protection scope of the present invention.

Claims

1. A method for adjusting the axial force of an aircraft engine rotor, characterized in that: include: S1. constructing an initial high-pressure turbine disc cavity model according to a preset initial inlet radial position and initial pre-swirl angle of the pre-swirl inlet; S2. According to the preset total pressure at the inlet of the cavity and the flow rates at the outlets of the two cavities, the initial high-pressure turbine cavity model is subjected to flow field simulation calculation of the cavity of the high-pressure turbine; S3. Obtain the static pressure of the high-pressure turbine disc cavity according to the flow field simulation calculation results; integrate the static pressure from the minimum radius to the maximum radius of the high-pressure turbine disc surface to obtain the initial axial force of the high-pressure turbine disc cavity; S4. If the initial axial force is equal to the required axial force of the high-pressure turbine disc cavity, the initial axial force is the axial force of the aircraft engine rotor; if the initial axial force is not equal to the axial force of the high-pressure turbine disc cavity, the adjustment direction of the pre-swirl inlet radial position is determined according to the initial axial force and the required axial force, the pre-swirl inlet radial position after each adjustment is obtained according to the adjustment direction and the preset adjustment value, and the high-pressure turbine disc cavity model after each adjustment is obtained according to the adjusted pre-swirl inlet radial position; S5. Repeat steps S2 to S4 to obtain the adjusted axial force of the high-pressure turbine disc cavity, and determine whether the adjusted axial force of the high-pressure turbine disc cavity is equal to the required axial force, until the adjusted axial force of the high-pressure turbine disc cavity is equal to the required axial force, and then use the adjusted axial force of the high-pressure turbine disc cavity as the axial force of the aircraft engine rotor.

2. The method for adjusting the axial force of an aircraft engine rotor according to claim 1, characterized in that: The steps to determine the adjustment direction of the pre-swirl inlet radial position according to the initial axial force and axial force requirements are: If the initial axial force is less than the required axial force, the adjustment direction of the radial position of the pre-swirl inlet is: along the maximum radius of the disk surface to the minimum radius of the disk surface; If the initial axial force is greater than the required axial force, the adjustment direction of the radial position of the pre-swirl inlet is from the minimum radius of the disk surface to the maximum radius of the disk surface.

3. The method for adjusting the axial force of an aircraft engine rotor according to claim 2, characterized in that: The preset adjustment values ​​are: When the initial axial force is less than or greater than the required axial force, the preset adjustment value is 20% of the maximum radius of the disk.

4. The method for adjusting the axial force of an aircraft engine rotor according to claim 3, characterized in that: The steps for obtaining the radial position of the pre-swirl inlet after each adjustment according to the adjustment direction and the preset adjustment value are as follows: If the initial axial force is less than the required axial force, the pre-swirl inlet radial position after each adjustment is the pre-swirl inlet radial position after the initial pre-swirl inlet radial position is reduced by 20% of the maximum radius of the disk surface each time until the minimum radius of the disk surface is reached; If the initial axial force is greater than the required axial force, the pre-swirl inlet radial position after each adjustment is the pre-swirl inlet radial position after each increase of 20% of the maximum radius of the disk surface from the initial pre-swirl inlet radial position until the maximum radius of the disk surface is reached.

5. The method for adjusting the axial force of an aircraft engine rotor according to claim 1, characterized in that: After step S5, if the adjusted axial force of the high-pressure turbine disc cavity is still not equal to the required axial force, then according to the preset adjustment angle and the pre-swirl angle of the initial pre-swirl inlet, and the pre-swirl angle of the pre-swirl inlet after each adjustment is obtained, steps S2 to S4 are repeated to obtain the adjusted axial force of the high-pressure turbine disc cavity until the adjusted axial force of the high-pressure turbine disc cavity is equal to the required axial force, and the adjusted axial force of the high-pressure turbine disc cavity is used as the axial force of the aircraft engine rotor.

6. The method for adjusting the axial force of an aircraft engine rotor according to claim 5, characterized in that: The preset adjustment angle is 20°.

7. The method for adjusting the axial force of an aircraft engine rotor according to claim 6, characterized in that: The steps for obtaining the pre-spin angle of the pre-spin inlet after each adjustment are: If the adjusted axial force is less than the required axial force, the preset adjustment angle is reduced each time based on the pre-spin angle of the initial pre-spin inlet to obtain the pre-spin angle of the pre-spin inlet after each adjustment; If the adjusted axial force is greater than the required axial force, the preset adjustment angle is increased each time based on the initial pre-swirl angle of the pre-swirl inlet to obtain the pre-swirl angle of the pre-swirl inlet after each adjustment.

8. The method for adjusting the axial force of an aircraft engine rotor according to claim 1, characterized in that: The calculation formula for the axial force is: In the formula, represents the axial force; Indicates the minimum radius of the disk; Indicates the maximum radius of the disk; It represents the static pressure of the high-pressure turbine disc cavity; Represents the geometric area of ​​the high-pressure turbine disk.

9. The method for adjusting the axial force of an aircraft engine rotor according to claim 1, characterized in that: The prespin angle of the initial prespin inlet is 75°.

10. The method for adjusting the axial force of an aircraft engine rotor according to claim 1, characterized in that: The initial pre-swirl inlet radial position is 90% of the maximum radius position of the disk.

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