Aero-engine compressor based on damping regulation and control mechanism

Abstract

The invention relates to the technical field of mechanical parts, in particular to an aero-engine compressor based on a damping regulation and control mechanism, which comprises an engine casing, a fan assembly, a fan casing, a high-pressure compressor casing, a combustion chamber, a high-pressure turbine casing and the like, a fan casing is connected in the casing, a fan assembly is connected in the fan casing, one side of the fan casing is connected with a high-pressure compressor casing, one side of the high-pressure compressor casing is connected with a combustion chamber, and one side of the combustion chamber is connected with a high-pressure turbine casing. A plurality of groups of first hydraulic dampers and first damping springs are arranged to reduce the longitudinal vibration amplitude of the connecting plate, and a plurality of groups of second hydraulic dampers, second damping springs, third hydraulic dampers and third damping springs are further arranged to reduce the transverse vibration amplitude of the connecting plate. Therefore, the stability and the uniformity of the internal air flow can be kept, the air flowing quality is improved, the energy conversion efficiency of the energy-saving air conditioner can be improved, and the energy-saving effect is achieved.

Description

Technical Field

[0001] The invention relates to the technical field of mechanical parts, and in particular to an aero-engine compressor based on a damping control mechanism. Background Art

[0002] Although the development of aerospace originated from the needs of military applications, its impact on the national economy and social life goes far beyond that. It is not only a symbol of a country's scientific and technological strength, but also an important force in promoting global progress. Through applications such as satellite communications, weather forecasting, and earth observation, aerospace technology has profoundly changed the way people live. As one of the most intuitive applications in the civil field, the aviation industry has greatly promoted the development of international trade and tourism.

[0003] In aerospace vehicles, the engine is one of the most core and vital components. Existing aircraft engines mainly rely on fuel combustion to drive the rotor to rotate at high speed, thereby generating thrust or lift to provide flight power for the aircraft. However, in this process, the high-speed movement of the airflow inside the engine and the extremely high pressure difference produce extreme working conditions, which can cause severe vibrations in the internal mechanism. Excessive vibration levels can accelerate the wear between mechanical parts, cause structural fatigue, and may even cause parts damage, seriously affecting the performance and life of the engine. Summary of the invention

[0004] In order to overcome the above-mentioned shortcomings of the prior art, an object of the present invention is to provide an aircraft engine compressor based on a damping control mechanism.

[0005] An aircraft engine compressor based on a damping control mechanism comprises an engine casing, a fan assembly, a fan case, a high-pressure compressor casing, a combustion chamber, a high-pressure turbine casing, a low-pressure turbine casing, a connecting plate, a first connecting block, a first hydraulic damper and a first damping spring. The casing is connected with the fan casing, the fan assembly is connected with the fan casing, one side of the fan casing is connected with the high-pressure compressor casing, one side of the high-pressure compressor casing is connected with the combustion chamber, one side of the combustion chamber is connected with the high-pressure turbine casing, one side of the high-pressure turbine casing is connected with the low-pressure turbine casing, at least two connecting plates are connected between the high-pressure compressor casing and the high-pressure turbine casing, the connecting plates are uniformly distributed along the circumference of the high-pressure compressor casing and the high-pressure turbine casing, at least two first connecting blocks are connected to the inner wall of the engine casing at intervals along the circumference, the first hydraulic damper is connected between the first connecting block and the connecting plate, the piston rod of the first hydraulic damper is fixedly connected to the connecting plate, and the first damping spring is connected between the first hydraulic damper and the connecting plate.

[0006] As a further preferred scheme, it also includes a second hydraulic damper, a first rotating rod and a second shock-absorbing spring. The second hydraulic damper is connected to the side of the connecting plate away from each other, the second hydraulic damper is located on the side of the connecting plate close to the high-pressure turbine casing, the second shock-absorbing spring is connected between the housing of the second hydraulic damper and its piston rod, the first rotating rod is rotatably connected to the piston rod of the second hydraulic damper, and the first rotating rod is rotatably connected to the first hydraulic damper.

[0007] As a further preferred scheme, it also includes a third hydraulic damper, a second rotating rod and a third shock-absorbing spring. The third hydraulic damper is connected to the side of the connecting plate away from each other, the third hydraulic damper is located on the side of the connecting plate close to the high-pressure compressor casing, the third shock-absorbing spring is connected between the shell of the third hydraulic damper and its piston rod, the second rotating rod is rotatably connected to the piston rod of the third hydraulic damper, and the second rotating rod is rotatably connected to the first hydraulic damper.

[0008] As a further preferred solution, it also includes a first connecting frame and a second connecting frame, wherein the piston rods of adjacent second hydraulic dampers are connected to the first connecting frame, and the piston rods of adjacent third hydraulic dampers are connected to the second connecting frame.

[0009] As a further preferred scheme, it also includes a temperature detector and a pressurizing component. The first hydraulic damper, the second hydraulic damper and the third hydraulic damper are all connected to the pressurizing component, the connecting plates are all connected to the temperature detector, the temperature detector is electrically connected to the engine system, and the pressurizing component is electrically connected to the engine system.

[0010] As a further preferred embodiment, the pressurizing component includes a cylinder, a fluid storage tank and a connecting pipe. The housings of the first hydraulic damper, the second hydraulic damper and the third hydraulic damper are all connected with a cylinder and a connecting pipe. A fluid storage tank is connected between the connecting pipe and the cylinder. The first hydraulic damper, the second hydraulic damper and the third hydraulic damper are all connected with the connecting pipe. The fluid storage tanks are all connected with the connecting pipe. The piston rods of the cylinders are all extended into the fluid storage tanks. The cylinders are all electrically connected to the engine system.

[0011] As a further preferred solution, it also includes a connecting frame and an air-sealing shock-absorbing ring. The connecting frame is connected to the inside of the engine casing, and the air-sealing shock-absorbing ring is connected between the fan casing and the connecting frame.

[0012] As a further preferred scheme, it also includes a second connecting block, a third connecting block, a fourth hydraulic damper and a fourth shock-absorbing spring. At least two second connecting blocks are connected to the outer wall of the low-pressure turbine casing at intervals along the circumferential direction, and at least two third connecting blocks are connected to the inner wall of the engine casing at intervals along the circumferential direction. A fourth hydraulic damper is connected between the second connecting block and the third connecting block, the piston rod of the fourth hydraulic damper is fixedly connected to the second connecting block, and a fourth shock-absorbing spring is connected between the housing of the fourth hydraulic damper and its piston rod.

[0013] The present invention has the following advantages: 1. The present invention is provided with multiple groups of first hydraulic dampers and first shock-absorbing springs, which can reduce the longitudinal vibration amplitude of the connecting plate, and is also provided with multiple groups of second hydraulic dampers, second shock-absorbing springs, third hydraulic dampers and third shock-absorbing springs, which can reduce the lateral vibration amplitude of the connecting plate, thereby helping to maintain the stability and uniformity of the internal airflow of the present invention, thereby improving the quality of air flow, helping to improve the energy conversion efficiency of the present invention, and achieving energy-saving effects.

[0014] 2. The present invention is also provided with a connecting frame and an air-sealed shock-absorbing ring, which can reduce the vibration amplitude of the fan casing and improve the stability and uniformity of air intake. It is also provided with a fourth hydraulic damper and a fourth shock-absorbing spring, which can reduce the vibration amplitude of the low-pressure turbine casing, further extend the service life of the present invention, and reduce safety hazards.

[0015] 3. The present invention is also provided with a temperature detector and a pressurizing assembly to improve the pressure bearing capacity of the first hydraulic damper, the second hydraulic damper and the third hydraulic damper to adapt to the different output powers of the present invention and ensure the shock absorbing effect of the compressor of the engine. BRIEF DESCRIPTION OF THE DRAWINGS

[0016] Figure 1 It is a schematic diagram of the three-dimensional structure of the present invention.

[0017] Figure 2 It is a schematic cross-sectional view of an engine casing of the present invention.

[0018] Figure 3 It is a schematic diagram of the structures of the combustion chamber, high-pressure turbine housing and low-pressure turbine housing of the present invention.

[0019] Figure 4 It is a structural schematic diagram of the first connecting block and the first hydraulic damper etc. of the present invention.

[0020] Figure 5 It is a schematic structural diagram of the connecting plate, the first connecting block and the first hydraulic damper of the present invention.

[0021] Figure 6 It is a schematic structural diagram of the fan assembly, fan casing and high-pressure compressor casing of the present invention.

[0022] Figure 7 It is a schematic diagram of the structure of the fan casing, connecting frame and air seal damping ring of the present invention.

[0023] Figure 8 It is a schematic diagram of the structure of the second connecting block and the third connecting block of the present invention.

[0024] Wherein: 1-engine casing, 2-fan assembly, 201-fan casing, 3-high-pressure compressor casing, 4-combustion chamber, 5-high-pressure turbine casing, 6-low-pressure turbine casing, 7-connecting plate, 8-first connecting block, 9-first hydraulic damper, 10-first shock absorbing spring, 11-second hydraulic damper, 111-first connecting frame, 12-first rotating rod, 13-second shock absorbing spring, 14-third hydraulic damper, 141-second connecting frame, 15-second rotating rod, 16-third shock absorbing spring, 17-cylinder, 18-liquid storage tank, 19-connecting pipe, 20-connecting frame, 21-gas seal shock absorbing ring, 22-second connecting block, 23-third connecting block, 24-fourth hydraulic damper, 25-fourth shock absorbing spring, 26-temperature detector. DETAILED DESCRIPTION

[0025] Hereinafter, embodiments of the present invention will be described with reference to the drawings.

[0026] An aircraft engine compressor based on a damping control mechanism, such as Figure 1-Figure 8 As shown, it includes an engine casing 1, a fan assembly 2, a fan casing 201, a high-pressure compressor casing 3, a combustion chamber 4, a high-pressure turbine casing 5, a low-pressure turbine casing 6, a connecting plate 7, a first connecting block 8, a first hydraulic damper 9 and a first damping spring 10. The casing is fixedly connected with the fan casing 201, the fan casing 201 is connected with the fan assembly 2, the right side of the fan casing 201 is fixedly connected with the high-pressure compressor casing 3, the right side of the high-pressure compressor casing 3 is fixedly connected with the combustion chamber 4, the right side of the combustion chamber 4 is fixedly connected with the high-pressure turbine casing 5, and the high-pressure turbine casing A low-pressure turbine casing 6 is fixedly connected to the right side of the engine casing 1, three connecting plates 7 are fixedly connected between the outer wall of the high-pressure compressor casing 3 and the outer wall of the high-pressure turbine casing 5, and the connecting plates 7 are evenly distributed along the circumference of the high-pressure compressor casing 3 and the high-pressure turbine casing 5. Three first connecting blocks 8 are fixedly connected to the inner wall of the engine casing 1 at even intervals along the circumference, and a first hydraulic damper 9 is fixedly connected between the first connecting block 8 and the connecting plate 7, a piston rod of the first hydraulic damper 9 is fixedly connected to the connecting plate 7, and a first damping spring 10 is fixedly connected between the first hydraulic damper 9 and the connecting plate 7.

[0027] like Figure 2-Figure 5As shown, it also includes a second hydraulic damper 11, a first rotating rod 12, a second shock absorbing spring 13, a third hydraulic damper 14, a second rotating rod 15 and a third shock absorbing spring 16. The second hydraulic damper 11 is fixedly connected to the side of the connecting plate 7 away from each other. The second hydraulic damper 11 is located on the side of the connecting plate 7 close to the high-pressure turbine housing 5. The second shock absorbing spring 13 is fixedly connected between the housing of the second hydraulic damper 11 and its piston rod. The piston rod of the second hydraulic damper 11 is rotatably connected to the second hydraulic damper 11. A first rotating rod 12 is connected, and the first rotating rod 12 is rotationally connected to the first hydraulic damper 9. The side of the connecting plate 7 that is away from each other is fixedly connected to the third hydraulic damper 14. The third hydraulic damper 14 is located on the side of the connecting plate 7 close to the high-pressure compressor casing 3. A third shock-absorbing spring 16 is fixedly connected between the shell of the third hydraulic damper 14 and its piston rod. The piston rod of the third hydraulic damper 14 is rotationally connected to a second rotating rod 15, and the second rotating rod 15 is rotationally connected to the first hydraulic damper 9.

[0028] When the compressor of the present engine is in operation, the air flow pressure in the high-pressure compressor casing 3 and the high-pressure turbine casing 5 increases. Under the action of the high-speed movement of the air flow inside the high-pressure compressor casing 3 and the high-pressure turbine casing 5 and the extremely high pressure difference, the high-pressure compressor casing 3 and the high-pressure turbine casing 5 will cause the connecting plate 7 to vibrate. Due to the elastic characteristics of the first shock-absorbing spring 10, the first shock-absorbing spring 10 can be quickly compressed or stretched to absorb and store part of the energy. With the deformation of the first shock-absorbing spring 10, the piston rod of the first hydraulic damper 9 moves into its housing. The liquid in the first hydraulic damper 9 will generate resistance to the movement of the piston rod. The first hydraulic damper 9 can suppress the secondary vibration that may be caused by the rebound of the first shock-absorbing spring 10, thereby reducing the longitudinal vibration amplitude of the connecting plate 7, thereby achieving the shock-absorbing effect on the high-pressure compressor casing 3 and the high-pressure turbine casing 5. When the vibration amplitude is weakened, the first shock-absorbing spring 10 can make the piston rod of the first hydraulic damper 9 rebound and reset, and the first hydraulic damper 9 can avoid the first shock-absorbing spring 1 0 excessive vibration, when the connecting plate 7 vibrates laterally, the piston rod of the second hydraulic damper 11 extends, the first connecting block 8 rotates, the piston rod of the third hydraulic damper 14 retracts, and the second connecting block 22 reverses. Under the elastic force of the second shock absorbing spring 13 and the third shock absorbing spring 16, the piston rod of the second hydraulic damper 11 retracts, the first connecting block 8 reverses, the piston rod of the third hydraulic damper 14 extends, and the second connecting block 22 rotates. According to the damping principle of the first hydraulic damper 9 and the first shock absorbing spring 10, the second hydraulic damper 11, the second shock absorbing spring 13, the third hydraulic damper 14 and the third shock absorbing spring 16 can reduce the lateral vibration amplitude of the high-pressure compressor casing 3 and the high-pressure turbine casing 5, and then can help maintain the stability and uniformity of the air flow inside the compressor of the engine, thereby improving the quality of air flow, helping to improve the energy conversion efficiency of the entire engine, achieving energy saving effects, and can also extend the service life of the compressor of the engine, reduce the replacement frequency of parts, and reduce maintenance costs.

[0029] like Figure 2-Figure 4 As shown, the first connecting frame 111 and the second connecting frame 141 are also included. The first connecting frame 111 is fixedly connected between the piston rods of the adjacent second hydraulic dampers 11, and the second connecting frame 141 is fixedly connected between the piston rods of the adjacent third hydraulic dampers 14. The first connecting frame 111 can improve the stability between the adjacent second hydraulic dampers 11, and the second connecting frame 141 can improve the stability between the adjacent third hydraulic dampers 14, thereby improving the shock absorption effect of the engine compressor.

[0030] like Figure 2 , Figure 3 , Figure 6 , Figure 7 and Figure 8As shown, it also includes a connecting frame 20, an air-sealed shock-absorbing ring 21, a second connecting block 22, a third connecting block 23, a fourth hydraulic damper 24 and a fourth shock-absorbing spring 25. The connecting frame 20 is fixedly connected inside the engine casing 1, and an air-sealed shock-absorbing ring 21 is fixedly connected between the fan casing 201 and the connecting frame 20. Three second connecting blocks 22 are fixedly connected to the outer wall of the low-pressure turbine casing 6 at uniform intervals along the circumferential direction, and three third connecting blocks 23 are connected to the inner wall of the engine casing 1 at intervals along the circumferential direction. A fourth hydraulic damper 24 is fixedly connected between the second connecting block 22 and the third connecting block 23, and a piston rod of the fourth hydraulic damper 24 is fixedly connected to the second connecting block 22. A fourth shock-absorbing spring 25 is fixedly connected between the shell of the fourth hydraulic damper 24 and its piston rod. The second connecting block 22 is set to a high-temperature resistant material, which can isolate the high temperature of the low-pressure turbine casing 6, thereby protecting the fourth hydraulic damper 24.

[0031] When the compressor of the engine is working, the fan assembly 2 quickly inhales the outside air, and the high-speed flowing air causes the fan casing 201 to vibrate. The air seal damping ring 21 can reduce the vibration generated by the fan casing 201, and improve the stability and uniformity of air intake. When the combustion gas is ejected from the low-pressure turbine casing 6, the high-temperature combustion gas will affect the stability of the air near the low-pressure turbine casing 6, thereby causing vibration to the low-pressure turbine casing 6. According to the damping principle of the first hydraulic damper 9 and the first damping spring 10, the fourth hydraulic damper 24 and the fourth damping spring 25 can reduce the vibration amplitude of the low-pressure turbine casing 6, further extending the service life of the engine compressor and reducing safety hazards.

[0032] like Figure 2-Figure 5 As shown, a temperature detector 26 and a pressurizing component are also included. The first hydraulic damper 9, the second hydraulic damper 11 and the third hydraulic damper 14 are all connected with a pressurizing component. The side of the connecting plate 7 away from each other is fixedly connected with a temperature detector 26. The temperature detector 26 is electrically connected to the engine system, and the pressurizing components are all electrically connected to the engine system.

[0033] like Figure 2-Figure 5 As shown, the pressurizing component includes a cylinder 17, a liquid reservoir 18 and a connecting pipe 19. The cylinder 17 and the connecting pipe 19 are fixedly connected to the shells of the first hydraulic damper 9, the second hydraulic damper 11 and the third hydraulic damper 14. The liquid reservoir 18 is fixedly connected between the connecting pipe 19 and the cylinder 17. The liquid reservoir 18 stores the same liquid as that in the first hydraulic damper 9, the second hydraulic damper 11 and the third hydraulic damper 14. The first hydraulic damper 9, the second hydraulic damper 11 and the third hydraulic damper 14 are respectively connected to the connecting pipes 19 thereon, the liquid reservoir 18 is connected to the connecting pipes 19 thereon, the piston rods of the cylinders 17 are extended into the liquid reservoir 18, and the cylinders 17 are electrically connected to the engine system.

[0034] When the output power of the engine compressor is increased, the temperature inside the engine casing 1 increases and the vibration amplitude will increase. At this time, the temperature inside the engine casing 1 is detected by the temperature detector 26. When the temperature inside the engine casing 1 increases, the temperature detector 26 transmits a signal to the engine system. The engine system controls the piston rod of the cylinder 17 to extend, so that the liquid in the liquid storage tank 18 is injected into the first hydraulic damper 9, the second hydraulic damper 11 and the third hydraulic damper 14, so that the damping characteristics of the first hydraulic damper 9, the second hydraulic damper 11 and the third hydraulic damper 14 can be adjusted, and the pressure bearing capacity of the first hydraulic damper 9, the second hydraulic damper 11 and the third hydraulic damper 14 can be improved to adapt to the different output powers of the engine compressor and ensure the shock absorption effect of the engine compressor.

[0035] The above is only a specific embodiment of the present invention, but the protection scope of the present invention is not limited thereto. Any person skilled in the art can easily think of changes or substitutions within the technical scope disclosed by the present invention, which should be included in the protection scope of the present invention. Therefore, the protection scope of the present invention should be based on the protection scope of the claims.

Claims

1. An aircraft engine compressor based on a damping control mechanism, comprising an engine casing (1), a fan assembly (2), a fan case (201), a high-pressure compressor casing (3), a combustion chamber (4), a high-pressure turbine casing (5) and a low-pressure turbine casing (6), wherein the casing is connected to the fan case (201), the fan case (201) is connected to the fan assembly (2), one side of the fan case (201) is connected to the high-pressure compressor casing (3), one side of the high-pressure compressor casing (3) is connected to the combustion chamber (4), one side of the combustion chamber (4) is connected to the high-pressure turbine casing (5), and one side of the high-pressure turbine casing (5) is connected to the low-pressure turbine casing (6), characterized in that: The invention also comprises a connecting plate (7), a first connecting block (8), a first hydraulic damper (9) and a first damping spring (10); at least two connecting plates (7) are connected between the high-pressure compressor casing (3) and the high-pressure turbine casing (5); the connecting plates (7) are evenly distributed along the circumference of the high-pressure compressor casing (3) and the high-pressure turbine casing (5); at least two first connecting blocks (8) are connected to the inner wall of the engine casing (1) at intervals along the circumference; a first hydraulic damper (9) is connected between the first connecting block (8) and the connecting plate (7); a piston rod of the first hydraulic damper (9) is fixedly connected to the connecting plate (7); and a first damping spring (10) is connected between the first hydraulic damper (9) and the connecting plate (7).

2. The aircraft engine compressor based on the damping control mechanism according to claim 1, characterized in that: It also includes a second hydraulic damper (11), a first rotating rod (12) and a second damping spring (13); the second hydraulic damper (11) is connected to the side of the connecting plate (7) that is away from each other; the second hydraulic damper (11) is located on the side of the connecting plate (7) close to the high-pressure turbine casing (5); the second damping spring (13) is connected between the housing of the second hydraulic damper (11) and its piston rod; the first rotating rod (12) is rotatably connected to the piston rod of the second hydraulic damper (11); and the first rotating rod (12) is rotatably connected to the first hydraulic damper (9).

3. The aircraft engine compressor based on the damping control mechanism according to claim 2, characterized in that: It also includes a third hydraulic damper (14), a second rotating rod (15) and a third damping spring (16); the third hydraulic damper (14) is connected to the side of the connecting plate (7) away from each other; the third hydraulic damper (14) is located on the side of the connecting plate (7) close to the high-pressure compressor casing (3); a third damping spring (16) is connected between the shell of the third hydraulic damper (14) and its piston rod; the second rotating rod (15) is rotatably connected to the piston rod of the third hydraulic damper (14); and the second rotating rod (15) is rotatably connected to the first hydraulic damper (9).

4. The aircraft engine compressor based on the damping control mechanism according to claim 3, characterized in that: It also includes a first connecting frame (111) and a second connecting frame (141), wherein the piston rods of adjacent second hydraulic dampers (11) are connected to the first connecting frame (111), and the piston rods of adjacent third hydraulic dampers (14) are connected to the second connecting frame (141).

5. The aircraft engine compressor based on the damping control mechanism according to claim 4, characterized in that: It also includes a temperature detector (26) and a pressurizing component. The first hydraulic damper (9), the second hydraulic damper (11) and the third hydraulic damper (14) are all connected to the pressurizing component. The connecting plate (7) is connected to the temperature detector (26). The temperature detector (26) is electrically connected to the engine system. The pressurizing component is electrically connected to the engine system.

6. The aircraft engine compressor based on the damping control mechanism according to claim 5, characterized in that: The pressurizing component comprises a cylinder (17), a liquid storage tank (18) and a connecting pipe (19); the housings of the first hydraulic damper (9), the second hydraulic damper (11) and the third hydraulic damper (14) are all connected with the cylinder (17) and the connecting pipe (19); the connecting pipe (19) and the cylinder (17) are all connected with the liquid storage tank (18); the first hydraulic damper (9), the second hydraulic damper (11) and the third hydraulic damper (14) are all connected with the connecting pipe (19); the liquid storage tank (18) is all connected with the connecting pipe (19); the piston rods of the cylinders (17) are all extended into the liquid storage tank (18); and the cylinders (17) are all electrically connected with the engine system.

7. The aircraft engine compressor based on the damping control mechanism according to claim 6, characterized in that: The engine compressor also includes a connection frame (20) and an air seal damping ring (21); the connection frame (20) is connected inside the engine casing (1); and the air seal damping ring (21) is connected between the fan casing (201) and the connection frame (20).

8. The aircraft engine compressor based on the damping control mechanism according to claim 7, characterized in that: The engine compressor also includes a second connecting block (22), a third connecting block (23), a fourth hydraulic damper (24) and a fourth damping spring (25); at least two second connecting blocks (22) are connected to the outer wall of the low-pressure turbine housing (6) at intervals along the circumferential direction; at least two third connecting blocks (23) are connected to the inner wall of the engine casing (1) at intervals along the circumferential direction; a fourth hydraulic damper (24) is connected between the second connecting block (22) and the third connecting block (23); a piston rod of the fourth hydraulic damper (24) is fixedly connected to the second connecting block (22); and a fourth damping spring (25) is connected between the housing of the fourth hydraulic damper (24) and its piston rod.

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