Design method of aero-engine spiral bevel gear damping ring

Abstract

The invention provides a design method of an aero-engine spiral bevel gear damping ring. The design method comprises the following steps: S1, carrying out a vibration characteristic test on an original configuration bevel gear; s2, designing a damping ring and a bevel gear damping ring groove for the original-configuration bevel gear; s3, the bevel gear with the damping ring groove and the bevel gear with the damping ring are subjected to the vibration characteristic test again; s4, the vibration reduction effect of the damping ring is evaluated through a vibration characteristic test, and if the design requirement is met, the step S5 is executed; otherwise, returning to S2 to modify the geometric parameters of the damping ring and the bevel gear damping ring groove; s5, performing fatigue analysis on the damping ring; s6, the fatigue life of the damping ring is evaluated, and if the design requirement is met, the step S7 is executed; otherwise, returning to S2 to modify the geometric parameters of the damping ring and the bevel gear damping ring groove; and S7, completing the design of the damping ring. It is ensured that the damping ring can remarkably reduce the vibration amplitude of the bevel gear in the operation process of the aero-engine, and the product reliability and safety are improved.

Description

Technical Field

[0001] The invention relates to the technical field of aeroengine damping ring design, and in particular to a design method for an aeroengine spiral bevel gear damping ring. Background Art

[0002] The bevel gear damping ring is a component used for vibration and noise reduction of bevel gears. With the continuous advancement of aircraft engine technology, bevel gears are gradually developing in the direction of high speed, high load and low weight. Due to the high speed of aircraft engine bevel gears and the harsh working environment, the overall gear vibration problem often occurs. In order to reduce the weight of the bevel gears, designers often use thin plates and narrow rim structures. This makes it impossible to avoid the resonant speed range of bevel gears only through structural frequency modulation and dynamic stress calculation. It is necessary to find a more effective way to avoid the resonance of bevel gears. Installing damping rings is currently an internationally recognized vibration reduction countermeasure for aircraft engine bevel gears.

[0003] When the damping ring is working, due to its own centrifugal force, it is pressed against the inner surface of the gear to generate positive pressure. The rapid alternating stress generated when the gear vibrates causes relative sliding between the damping ring and the gear, resulting in sliding friction, thereby consuming the energy generated by the gear vibration to achieve control of the gear vibration. The positive pressure between the outer surface of the damping ring and the inner surface of the gear damping ring groove needs to be controlled within an appropriate range. Excessive pressure will result in no relative sliding between the damping ring and the bevel gear, and too little pressure will result in too little friction and ineffective damping and vibration reduction effects. Therefore, this places high demands on the design of the damping ring.

[0004] The development of large bypass ratio commercial aircraft engines in China started late and is difficult. Currently, structural frequency modulation and dynamic stress calculations are mostly used to avoid the resonant speed range of arc bevel gears. Even with the experience sharing of leading domestic and foreign aircraft engine companies, there is still a lack of systematic bevel gear damping ring design methods, and the damping and vibration reduction effects cannot be effectively verified. During the whole machine test, faults caused by bevel gear resonance often occur, resulting in the failure of the whole machine test.

[0005] In view of this, the inventor of the present application has designed a design method for an aircraft engine spiral bevel gear damping ring in order to overcome the above technical problems. Summary of the invention

[0006] The technical problem to be solved by the present invention is to overcome the defects in the prior art that there is a lack of a systematic bevel gear damping ring design method and that the damping and vibration reduction effect cannot be effectively verified, and to provide a design method for an aircraft engine arc bevel gear damping ring.

[0007] The present invention solves the above technical problems through the following technical solutions:

[0008] The present invention provides a design method for a damping ring of an aero-engine spiral bevel gear, which is characterized in that the method comprises the following steps: S1, performing a vibration characteristic test on an original configuration bevel gear; S2, designing a damping ring and a bevel gear damping ring groove for the original configuration bevel gear; S3, respectively performing a vibration characteristic test again on a bevel gear with a damping ring groove and a bevel gear equipped with a damping ring; S4, evaluating the vibration reduction effect of the damping ring through the vibration characteristic test, and if the design requirements are met, entering step S5; if the design requirements are not met, returning to step S2 to modify the geometric parameters of the damping ring and the bevel gear damping ring groove;

[0009] S5, perform fatigue analysis on the damping ring; S6, evaluate the fatigue life of the damping ring, if it meets the design requirements, proceed to step S7; if it does not meet the design requirements, return to step S2 to modify the geometric parameters of the damping ring and the bevel gear damping ring groove; S7, complete the design of the damping ring.

[0010] According to one embodiment of the present invention, step S1 includes: attaching strain gauges to the original configuration bevel gears to conduct a vibration characteristic test, applying the same accessory power load during the test, keeping the speed increase and deceleration unchanged, drawing a stress cloud map for each vibration mode, and keeping the power level consistent; drawing a Campbell diagram, and recording the resonance stress level and the resonance displacement peak.

[0011] According to one embodiment of the present invention, in step S2: the design contents of the damping ring and the bevel gear damping ring groove include the selection of the damping ring structure, the layout of the positions of the damping ring and the bevel gear damping ring groove, and the design of the geometric parameters of the damping ring and the bevel gear damping ring groove; the design follows the design criteria and design requirements of the arc bevel gear damping ring.

[0012] According to an embodiment of the present invention, the damping ring structure includes an integral damping ring, an open damping ring and a spiral damping ring.

[0013] According to an embodiment of the present invention, the layout of the damping ring and the bevel gear damping ring groove positions is determined by the bevel gear web structure, gear tooth parameters, and gear shaft structure.

[0014] According to one embodiment of the present invention, the geometric parameters of the damping ring and the bevel gear damping ring groove include: damping ring thickness, damping ring width, damping ring chamfer, damping ring diameter in a constrained state, damping ring diameter in a free state, damping ring groove chamfer, damping ring groove width, damping ring groove shoulder height, damping ring groove bottom diameter and damping ring groove shoulder diameter.

[0015] According to one embodiment of the present invention, step S3 includes: attaching strain gauges to bevel gears with damping ring grooves and bevel gears equipped with damping rings, and performing vibration characteristic tests again; performing a series of sweep frequency tests to depict the dynamic characteristics and vibration characteristics of the gears at different torque levels, drawing a stress cloud diagram for each vibration mode, and comparing the stress peak value at the resonance point of each vibration reduction system with the stress peak value of the corresponding non-vibration reduction system to keep the power level consistent; drawing a Campbell diagram, and recording the resonance stress level and the resonance displacement peak value.

[0016] According to one embodiment of the present invention, the method for evaluating the vibration reduction effect of the damping ring through a vibration characteristic test in step S4 includes: comparing and analyzing the Campbell diagram, resonance stress level and resonance displacement peak value before and after the bevel gear is assembled with the damping ring through the vibration characteristic test, verifying the damping vibration reduction effect according to the scatter point fitting line of the axial displacement of the bevel gear and the axial and radial damping coefficients of the damping ring, and evaluating the vibration reduction effect of the damping ring through the judgment criteria of the arc bevel gear damping ring to determine whether the vibration reduction effect meets the standard.

[0017] According to an embodiment of the present invention, step S5 comprises the following steps: 51 , analyzing the low cycle fatigue of the damping ring; S 52 , analyze the high cycle fatigue of the damping ring.

[0018] According to an embodiment of the present invention, step S7 comprises the following steps: 71 , draw the engineering drawing of the damping ring; S 72 , change the engineering drawing of bevel gear; S 73 , verify the vibration reduction effect of the damping ring through experiments.

[0019] The positive and progressive effects of the present invention are:

[0020] This patent invention provides a systematic and complete design method for the damping ring of the involute bevel gear of an aircraft engine, including the design process, design basis, design criteria, design requirements and design verification. It elaborates on each design activity in the design process of the involute bevel gear damping ring in a detailed and standardized manner, and provides a method for obtaining the corresponding design parameters for the development scenarios with or without initial vibration characteristic test conditions. It clarifies the core methods such as vibration characteristic test, layout design, geometric parameter design, and damping ring vibration reduction effect verification, to ensure that the damping ring can significantly reduce the vibration amplitude of the bevel gear during the operation of the aircraft engine and improve product reliability and safety. BRIEF DESCRIPTION OF THE DRAWINGS

[0021] The above and other features, properties and advantages of the present invention will become more apparent through the following description in conjunction with the accompanying drawings and embodiments, in which the same reference numerals always represent the same features, wherein:

[0022] Figure 1 The present invention is a schematic flow chart of a design method for an aero-engine spiral bevel gear damping ring.

[0023] Figure 2A It is a front view schematic diagram of the installation position of the strain gauge in the design method of the aero-engine spiral bevel gear damping ring of the present invention.

[0024] Figure 2B It is a cross-sectional schematic diagram of the installation position of the strain gauge in the design method of the aero-engine spiral bevel gear damping ring of the present invention.

[0025] Figure 3A It is a schematic diagram of the structure of the integral damping ring.

[0026] Figure 3B It is a schematic diagram of the structure of an open type damping ring.

[0027] Figure 3C It is a schematic diagram of the structure of the spiral damping ring.

[0028] Figure 4A It is a schematic diagram of the layout of the damping ring and the damping ring groove of the bevel gear, in which the damping ring groove is located at the large end of the bevel gear.

[0029] Figure 4B It is a schematic diagram of the layout of the damping ring and the damping ring groove of the bevel gear, in which the damping ring groove is located at the small end of the bevel gear.

[0030] Figure 5 It is a schematic diagram of geometric parameters of the cross-section of the damping ring and the bevel gear ring groove in the design method of the aircraft engine spiral bevel gear damping ring of the present invention.

[0031] Figure 6 It is a schematic diagram of a scatter diagram of the axial displacement of a three-pitch-diameter rear-traveling wave bevel gear and the axial / radial damping coefficient of the damping ring in the design method of the aero-engine spiral bevel gear damping ring of the present invention.

[0032] Figure 7 It is a schematic diagram of the installation position of a probe sensor for measuring the axial displacement value B1 of a bevel gear in the design method of an aircraft engine spiral bevel gear damping ring of the present invention.

[0033] [Reference Signs]

[0034] Strain gauge 100

[0035] Damping ring 200

[0036] Bevel gear damping ring groove 300

[0037] Probe Sensor 400 DETAILED DESCRIPTION

[0038] In order to make the above-mentioned objects, features and advantages of the present invention more obvious and easy to understand, the specific embodiments of the present invention are described in detail below with reference to the accompanying drawings.

[0039] Embodiments of the present invention will now be described in detail with reference to the accompanying drawings. Reference will now be made in detail to preferred embodiments of the present invention, examples of which are shown in the accompanying drawings. Wherever possible, the same reference numerals will be used in all drawings to represent the same or similar parts. In addition, although the terms used in the present invention are selected from well-known and commonly used terms, some of the terms mentioned in the specification of the present invention may be selected by the applicant at his or her discretion, and their detailed meanings are explained in the relevant parts of the description herein. In addition, it is required to understand the present invention not only by the actual terms used, but also by the meaning implied by each term.

[0040] like Figure 1 As shown, the present invention provides a design method for an aircraft engine spiral bevel gear damping ring, comprising the following steps:

[0041] Step S1, performing a vibration characteristic test on the original configuration bevel gear.

[0042] Step S2: Designing the damping ring 200 and the bevel gear damping ring groove 300 for the original configuration bevel gear.

[0043] Step S3, performing vibration characteristic tests again on the bevel gear with the damping ring groove and the bevel gear equipped with the damping ring 200 respectively.

[0044] Step S4, evaluate the vibration reduction effect of the damping ring 200 through a vibration characteristic test. If it meets the design requirements, proceed to step S5; if it does not meet the design requirements, return to step S2 to modify the geometric parameters of the damping ring 200 and the bevel gear damping ring groove 300.

[0045] Step S5: performing fatigue analysis on the damping ring 200.

[0046] Step S6, evaluate the fatigue life of the damping ring 200, if it meets the design requirements, proceed to step S7; if it does not meet the design requirements, return to step S2 to modify the geometric parameters of the damping ring 200 and the bevel gear damping ring groove 300.

[0047] Step S7, completing the design of the damping ring 200.

[0048] As a preferred implementation of the design method of the aero-engine spiral bevel gear damping ring of the present invention, step S1 comprises:

[0049] A strain gauge 100 is attached to the original configuration bevel gear for a vibration characteristic test. During the test, the same accessory power load is applied, the speed increase and deceleration remain unchanged, and a stress cloud diagram is drawn for each vibration mode to keep the power level consistent; a Campbell diagram is drawn, and the resonance stress level and resonance displacement peak are recorded.

[0050] Specifically, firstly, the vibration characteristic test of the original bevel gear is carried out, and the strain gauge 100 is attached to the bevel gear. It is recommended to attach two strain gauges 100 at the same position to prevent one of them from failing. The specific installation position of the strain gauge 100 is as follows: Figure 2A and Figure 2B As shown. Draw the Campbell diagram and record the resonant stress level and resonant displacement peak. During the test, the same accessory power load should be applied, the speed increase and deceleration should remain unchanged, and the stress cloud diagram should be drawn for each vibration mode. The consistent power level is crucial for the test point.

[0051] As a preferred implementation of the design method of the aero-engine spiral bevel gear damping ring of the present invention, in step S2:

[0052] The design contents of the damping ring 200 and the bevel gear damping ring groove 300 include the selection of the structural form of the damping ring 200, the layout of the positions of the damping ring 200 and the bevel gear damping ring groove 300, and the design of the geometric parameters of the damping ring 200 and the bevel gear damping ring groove 300; the design follows the design criteria and design requirements of the arc bevel gear damping ring.

[0053] That is, for the original configuration bevel gear, the damping ring 200 and the bevel gear damping ring groove 300 are designed, including the selection of the damping ring 200 structure, the layout of the position and the design of the geometric parameters. The specific design must comply with the design criteria and design requirements.

[0054] As a preferred implementation of the design method of the aero-engine spiral bevel gear damping ring of the present invention, the damping ring 200 includes an integral damping ring, an open damping ring and a spiral damping ring.

[0055] As a preferred embodiment of the design method of the aircraft engine spiral bevel gear damping ring of the present invention, the layout of the damping ring 200 and the bevel gear damping ring groove 300 is determined by the bevel gear web structure, gear tooth parameters, and gear shaft structure.

[0056] As a preferred implementation method of the design method of the aero-engine spiral bevel gear damping ring of the present invention, the geometric parameters of the damping ring 200 and the bevel gear damping ring groove 300 include: damping ring thickness, damping ring width, damping ring chamfer, damping ring diameter in the constrained state, damping ring diameter in the free state, damping ring groove chamfer, damping ring groove width, damping ring groove shoulder height, damping ring groove bottom diameter and damping ring groove shoulder diameter.

[0057] As a preferred implementation of the design method of the aero-engine spiral bevel gear damping ring of the present invention, step S3 comprises:

[0058] A strain gauge 100 is attached to the bevel gear with a damping ring groove and the bevel gear equipped with a damping ring 200, and vibration characteristic tests are performed again;

[0059] Conduct a series of sweep frequency tests to depict the dynamic and vibration characteristics of the gears at different torque levels. Draw a stress cloud diagram for each vibration mode. Compare the stress peak at the resonance point of each vibration reduction system with the stress peak of the corresponding non-vibration reduction system to keep the power level consistent.

[0060] Plot the Campbell plot and record the resonant stress level as well as the peak resonant displacement.

[0061] Specifically, after the preliminary damping ring 200 and bevel gear damping ring groove 300 are designed, the vibration characteristic test is performed again on the bevel gear with the damping ring groove and the bevel gear equipped with the damping ring 200. The strain gauge 100 is attached to the bevel gear. It is recommended to attach two strain gauges 100 at the same position to prevent one of them from failing. The specific installation position of the strain gauge 100 is shown in Figure 2. Draw a Campbell diagram and record the resonance stress level and the resonance displacement peak. This method consists of a series of sweep frequency tests that depict the vibration characteristics of the gear dynamics under different torque levels. A stress cloud diagram is drawn for each vibration mode. The stress peak at the resonance point of each vibration reduction system is compared with the stress peak of the corresponding non-vibration reduction system. The power level consistency is crucial for the test point.

[0062] As a preferred embodiment of the design method of the aero-engine spiral bevel gear damping ring of the present invention, the method of evaluating the vibration reduction effect of the damping ring 200 through the vibration characteristic test in step S4 includes:

[0063] Through the vibration characteristic test, the Campbell diagram, resonance stress level and resonance displacement peak of the bevel gear before and after being assembled with the damping ring 200 were compared and analyzed. The damping vibration reduction effect was checked according to the scatter point fitting line of the axial displacement of the bevel gear and the axial and radial damping coefficients of the damping ring. The vibration reduction effect of the damping ring 200 was evaluated by the judgment criteria of the arc bevel gear damping ring to determine whether the vibration reduction effect meets the standard.

[0064] As a preferred implementation of the design method of the aero-engine spiral bevel gear damping ring of the present invention, step S5 comprises the following steps:

[0065] Step S 51 , analyzing the low cycle fatigue of the damping ring 200.

[0066] Step S 52 , analyzing the high cycle fatigue of the damping ring 200.

[0067] Step S6 specifically evaluates the low- and high-cycle fatigue life of the damping ring 200. If the design requirements are met, the process proceeds to step S7. Otherwise, the process returns to step S2 to modify the geometric parameters of the damping ring 200 and the bevel gear damping ring groove 300.

[0068] As a preferred implementation of the design method of the aero-engine spiral bevel gear damping ring of the present invention, step S7 comprises the following steps:

[0069] Step S 71 , draw the engineering drawing of the damping ring 200.

[0070] Step S 72 , change the engineering drawing of the bevel gear.

[0071] Step S 73 , the vibration reduction effect of the damping ring 200 is verified through experiments.

[0072] The following specifically introduces the design method of the aero-engine spiral bevel gear damping ring of the present invention from five parts: design process, design basis, design criteria, design requirements and design verification.

[0073] 1. Design Process

[0074] like Figure 1 As shown, the design process of the spiral bevel gear damping ring is a preferred embodiment of the design method of the spiral bevel gear damping ring of the aircraft engine, and the specific steps are as follows:

[0075] Ⅰ. First, the vibration characteristics test of the original bevel gear is carried out. The strain gauge 100 is attached to the bevel gear. It is recommended to attach two strain gauges 100 at the same position to prevent one of them from failing. The specific installation position of the strain gauge 100 is shown in Figure 2. The same accessory power load is applied, the speed increase and deceleration remains unchanged, and the stress cloud diagram is drawn for each vibration mode. The consistent power level is crucial for the test point.

[0076] Ⅱ. For the original configuration bevel gear, the damping ring 200 and the bevel gear damping ring groove 300 are designed, including the selection of the damping ring 200 structure, the layout of the position and the design of the geometric parameters. The specific design must comply with the design criteria and design requirements.

[0077] Ⅲ. After the preliminary damping ring 200 and bevel gear damping ring groove 300 are designed, the vibration characteristic test is performed again on the bevel gear with the damping ring groove and the bevel gear equipped with the damping ring 200. The strain gauge 100 is attached to the bevel gear. It is recommended to attach two strain gauges 100 at the same position to prevent one of them from failing. The specific installation position of the strain gauge 100 is shown in Figure 2. This method consists of a series of sweep frequency tests that depict the vibration characteristics of the gear dynamics characteristics at different torque levels. A stress cloud diagram is drawn for each vibration mode. The stress peak at the resonance point of each vibration reduction system is compared with the stress peak of the corresponding non-vibration reduction system. The power level consistency is crucial for the test point.

[0078] IV. Through the vibration characteristic test, the Campbell diagram, resonance stress level and resonance displacement peak value before and after the bevel gear is assembled with the damping ring 200 are compared and analyzed. The damping vibration reduction effect is checked according to the scatter point fitting line of the axial displacement of the bevel gear and the axial and radial damping coefficients of the damping ring. The vibration reduction effect of the damping ring 200 is evaluated according to the given judgment criteria. If the design requirements are met, proceed to the next step, otherwise return to step II to modify the design geometric parameters of the damping ring 200 and the bevel gear damping ring groove 300.

[0079] V. Analyze the low cycle fatigue of the damping ring 200.

[0080] VI. Analyze the high cycle fatigue of the damping ring 200.

[0081] Ⅶ. Evaluate the low- and high-cycle fatigue life of the damping ring 200. If it meets the design requirements, proceed to the next step. Otherwise, return to step II to modify the design geometric parameters of the damping ring 200 and the bevel gear damping ring groove 300.

[0082] VIII. Draw an engineering drawing of the damping ring 200.

[0083] Ⅸ. Change the engineering drawing of bevel gear.

[0084] Ⅹ. The vibration reduction effect of the damping ring 200 is verified through experiments.

[0085] 2. Design Basis

[0086] According to the performance and structural requirements of the aircraft engine transmission system for the damping ring, the design basis of the spiral bevel gear damping ring includes but is not limited to the following:

[0087] (1) Product definition;

[0088] (2) basic composition;

[0089] (3) Main performance indicators (vibration stress reduction, equivalent viscous damping coefficient, interference, etc.);

[0090] (iv) layout and structure;

[0091] (5) Vibration requirements;

[0092] (6) Environmental requirements;

[0093] (VII) Interface requirements with other parts;

[0094] (8) Reliability, maintainability, testability, supportability and safety indicators;

[0095] (IX) Transportation and storage conditions.

[0096] 3. Design Principles

[0097] The design criteria for the damping ring of spiral bevel gears include but are not limited to the following:

[0098] (1) During operation, the damping ring is pressed against the inner surface of the gear due to its own centrifugal force, generating positive pressure. The rapid alternating stress generated by the vibration of the gear causes relative sliding between the damping ring and the gear, generating friction.

[0099] (ii) The positive stress should ensure that the friction between the damping ring and the bevel gear has a vibration reduction effect, but at the same time, it should also avoid excessive positive stress that causes the damping ring and the gear to become one, thereby causing the damping ring to lose its vibration reduction effect.

[0100] (iii) After the open damping ring is worn, due to the action of the ring tension, the damping ring still maintains close contact with the gear groove, thus not affecting the damping effect of the damping ring.

[0101] (IV) When the axial vibration of the bevel gear is small, the relative slip is small, the friction energy consumption is small, and the vibration reduction effect of the damping ring is not obvious. The greater the axial vibration of the bevel gear, the greater the relative slip, the more friction energy consumption, and the more obvious the vibration reduction effect of the damping ring. Therefore, the damping ring is suitable for vibration reduction when the bevel gear is working in pitch circle and pitch diameter.

[0102] (V) The positive pressure between the outer surface of the damping ring and the inner surface of the damping ring groove should be controlled within an appropriate range. Excessive pressure will result in no relative slip between the damping ring and the bevel gear; too little pressure will result in too little friction and the damping and vibration reduction effect will not be obvious.

[0103] (VI) The most direct purpose of the damping ring is to reduce the dynamic stress at the root of the bevel gear when pitch circle and pitch diameter resonance occurs, thereby meeting the airworthiness requirements in terms of fatigue life.

[0104] (VII) The vibration reduction effect of the damping ring can be verified by comparing the displacement response of the bevel gear end face or the dynamic stress of the tooth root before and after the damping ring is installed. The two are highly correlated. In the early stage of the damping ring development, it is recommended to measure the dynamic stress and displacement at the same time. After a certain accumulation and establishment of the correlation between the two, only the displacement of the bevel gear end face can be measured. The acceleration response on the housing or bearing seat cannot reflect the vibration reduction effect of the damping ring.

[0105] (VIII) When the form and parameters of the damping ring are reasonably designed, the dynamic stress of the bevel gear can be reduced to half of the initial stress (stress in the resonance state without the damping ring) or even lower under the resonance state.

[0106] (IX) Based on the research and development experience, the natural frequency of the high-order vibration mode of the bevel gear can be accurately calculated. After the damping ring is installed, the frequency modulation work still needs to be carried out. The resonant speed of the pitch circle vibration mode and the forward and backward waves of the first four pitch diameters still needs to be as far away from the normal working speed as possible.

[0107] (10) Although the damping ring can significantly reduce the dynamic stress at the root of the bevel gear in the resonance state and help the bevel gear pass the resonance, especially in the high power state, it cannot stay in the resonance state for a long time.

[0108] 4. Design requirements

[0109] The design requirements for the damping ring of the spiral bevel gear include the selection of the damping ring structure, the layout of the position and the design of the geometric parameters. The specific contents are as follows:

[0110] (I) The spiral bevel gear damping ring includes three structural forms, namely: Figure 3A The integral damping ring shown in Figure 3B The open damping ring shown is similar to Figure 3C The spiral damping ring shown in the figure. The integral damping ring is also called the closed damping ring. It uses the principle of thermal expansion and contraction, and adopts the method of heating the gear and pre-cooling the damping ring to install it in the groove of the gear rim. The open type and spiral damping ring are actually developed from the integral damping ring. Its working mechanism is based on Coulomb friction on both sides and the bottom, especially the bottom of the groove. Since the design and installation of the spiral damping ring are more complicated, it is not recommended.

[0111] (II) The layout of the damping ring 200 and the bevel gear damping ring groove 300 is mainly determined by factors such as the bevel gear web structure, gear tooth parameters, gear shaft structure, etc. The damping ring axis should be collinear with the bevel gear axis. Figure 4A and Figure 4B Shown is a typical layout of a damping ring 200 and a bevel gear damping ring groove 300 .

[0112] (III) Figure 5The figure shows the cross-sectional geometric parameters of the damping ring 200 and the bevel gear damping ring groove 300. The meanings of the geometric parameters are shown in Table 1. The diameter of the damping ring 200 should match the inner diameter of the bevel gear damping ring groove 300.

[0113] Table 1 Geometric parameters of the damping ring and bevel gear ring groove cross section

[0114]

[0115]

[0116] 5. Design Verification

[0117] The detailed requirements for stress check of the damping ring of spiral bevel gears are as follows:

[0118] a) Axial coefficient of damping ring Q axial Determine according to formula (1) to formula (21):

[0119] Q axial =+IFERROR(2π×KE / D axial ,1E+99) ............. (1)

[0120] KE=Kex×(Baxial / FEaxial) 2 ..................... (2) D axial =+IFERROR(2π 2 ×CR×Baxial×mi×

[0121]

[0122] omega_n=2π / f n .......................... (4)

[0123] Kex=0.5×omega_n 2 ............................. (5)

[0124] P=density×Area×RCG×OMEGA 2 / 1000 ........................... (6)

[0125] RCG=(CR / 1000-yn)×1000 ........................ (7)

[0126] <h2 style=";text-align:left;direction:ltr">yn=+(A1×yn1+A2×yn2+2×At×ynt) / A ........................ (8)<h2 style=";text-align:left;direction:ltr"> <h2 style=";text-align:left;direction:ltr">

[0127] <h2 style=";text-align:left;direction:ltr"> A1=b1×h1 ............................... (9)<h2 style=";text-align:left;direction:ltr"> <h2 style=";text-align:left;direction:ltr">

[0128] <h2 style=";text-align:left;direction:ltr"> yn1=h1+h2 / 2 ............................... (10)<h2 style=";text-align:left;direction:ltr"> <h2 style=";text-align:left;direction:ltr">

[0129] <h2 style=";text-align:left;direction:ltr"> A2 = b2 × h2 ..... (11)<h2 style=";text-align:left;direction:ltr"> <h2 style=";text-align:left;direction:ltr">

[0130] <h2 style=";text-align:left;direction:ltr"> yn2=h2 / 2................................(12)<h2 style=";text-align:left;direction:ltr"> <h2 style=";text-align:left;direction:ltr">

[0131] <h2 style=";text-align:left;direction:ltr"> At=bt×ht / 2............................(13)<h2 style=";text-align:left;direction:ltr"> <h2 style=";text-align:left;direction:ltr">

[0132] <h2 style=";text-align:left;direction:ltr"> ynt=ht×2 / 3.............................(14)<h2 style=";text-align:left;direction:ltr"> <h2 style=";text-align:left;direction:ltr">

[0133] <h2 style=";text-align:left;direction:ltr"> A = A1 + A2 + 2 × At.... (15)<h2 style=";text-align:left;direction:ltr"> <h2 style=";text-align:left;direction:ltr">

[0134] <h2 style=";text-align:left;direction:ltr"> b1=K / 1000................................(16)<h2 style=";text-align:left;direction:ltr"> <h2 style=";text-align:left;direction:ltr">

[0135] <h2 style=";text-align:left;direction:ltr"> b2 = b1 - 2×M / 1000....(17)<h2 style=";text-align:left;direction:ltr"> <h2 style=";text-align:left;direction:ltr">

[0136] <h2 style=";text-align:left;direction:ltr"> h1=L / 1000-M / 1000×tan((chamangle / 180×π))................(18)<h2 style=";text-align:left;direction:ltr"> <h2 style=";text-align:left;direction:ltr">

[0137] <h2 style=";text-align:left;direction:ltr"> h2=L / 1000-h1.............................(19)<h2 style=";text-align:left;direction:ltr"> <h2 style=";text-align:left;direction:ltr">

[0138] <h2 style=";text-align:left;direction:ltr"> bt=M / 1000............................(20)<h2 style=";text-align:left;direction:ltr"> <h2 style=";text-align:left;direction:ltr">

[0139] ht=h2.............................(21)Where:

[0140] Baxial represents the value of the axial displacement of the bevel gear measured in the test, in millimeters (mm);

[0141] FEaxial represents the value of the axial displacement of the bevel gear calculated by finite element method, in millimeters (mm); mi represents the empirical coefficient, which is 0.06;

[0142] OMEGA represents the value of the bevel gear speed in radians per second (rad / s);

[0143] f n The value of the pitch natural frequency of the bevel gear, in Hertz (Hz);

[0144] density represents the density of the damping ring in kilograms per cubic meter (kg / mm 3 );

[0145] Area represents the cross-sectional area of ​​the damping ring in square millimeters (mm 2 );

[0146] chamangle represents the value of the chamfer angle of the damping ring, which is 45 and the unit is degree (°).

[0147] b) Radial coefficient of damping ring Q radial Determine according to formula (22) to formula (29):

[0148] Q radial =+IFERROR(2π×KE / (D radial / f n ),1E+99).............(22)

[0149]

[0150] P i = +Bradial / (mi×RCG 3 / node / Area / Young / C0 /

[0151] (C0' / C0×(RCG / R0) 2 +1) / (node 2 -1)).........................(24)

[0152] C0=CR-RCG........................(25)

[0153] C0′=R0-CR........................(26)

[0154] Bradial=Baxial / FEaxial×FEradial........................(27)

[0155] nteta0=+arcsin(P / P i )............................(28)

[0156] D0=1.7915×f n ×RCG×(mi×P i ×RCG) 2 / node 2 / Young / Area.....(29)

[0157] Where:

[0158] node indicates the number of test measurement points;

[0159] Young represents the value of Young's modulus of the damping ring, in megapascals (MPa);

[0160] R0 represents the value of the modal neutral axis of the bevel gear, in millimeters (mm);

[0161] FEradial represents the radial displacement of the bevel gear calculated by finite element method, in millimeters (mm).

[0162] c) Taking a certain spiral bevel gear damping ring as an example, draw a scatter plot of the axial displacement of the three-pitch diameter rear wave bevel gear and the axial and radial damping coefficients of the damping ring. The scatter plot is in the form of Figure 6 shown.

[0163] like Figure 6 As shown, the radial displacement of the bevel gear can be converted by the axial displacement. Therefore, the horizontal axis is the axial displacement of the bevel gear Baxial, the vertical axis is the damping coefficient, and the hollow point represents the radial damping coefficient Q of the damping ring. radial , the solid point represents the axial damping coefficient Q of the damping ring axial, the dotted line represents the axial displacement value B1 of the bevel gear of the original configuration (without damping ring) measured by the dynamic characteristic test. The B1 value is measured by two sets of close-fitting probe sensors 400. The probe sensor 400 should be parallel to the axis of the bevel gear and perpendicular to the back cone surface of the bevel gear. The advantage of this method is that there is no rotating device (no telemetry device, no slip ring or brush), but it is limited by the spatial structure of the gearbox. The high-frequency channel of the dynamic acquisition system can record dynamic frequencies up to 20kHz (the sampling frequency is not less than 50kHz). The specific installation position of the probe sensor 400 is as follows: Figure 7 The damping effect is verified based on the scattered point fitting line.

[0164] According to the test data currently accumulated, the criteria for judging whether the vibration reduction effect meets the standard are as follows:

[0165] 1)(Q1-Q2) / Q1×100%≥50%;

[0166] 2)(Q3-Q4) / Q3×100%≥50%;

[0167] 3)B1×(1-(Q1-Q2) / Q1)≤0.015;

[0168] 4)B1×(1-(Q3-Q4) / Q3)≤0.015.

[0169] in:

[0170] B1 represents the axial displacement value of the bevel gear with original configuration (without damping ring) measured by the dynamic characteristics test.

[0171] Q1 represents the axial damping coefficient of the damping ring corresponding to the axial displacement under the traveling wave resonance of the original bevel gear configuration, which is: Figure 6 Axial damping coefficient Q of the middle damping ring axial The intersection point with the axial displacement value B1.

[0172] Q2 represents the axial damping coefficient of the damping ring corresponding to the axial displacement under the traveling wave resonance of the bevel gear with damping vibration reduction configuration, which is: Figure 6 Axial damping coefficient Q of the middle damping ring axial the lowest point.

[0173] Q3 represents the radial damping coefficient of the damping ring corresponding to the radial displacement of the original bevel gear under the traveling wave resonance, which is: Figure 6 Radial damping coefficient Q of the middle damping ring radial The intersection point with the axial displacement value B1.

[0174] Q4 represents the radial damping coefficient of the damping ring corresponding to the radial displacement under the traveling wave resonance of the bevel gear with damping vibration reduction configuration, which is: Figure 6 Radial damping coefficient Q of the middle damping ring radial the lowest point.

[0175] The design method of the damping ring of the spiral bevel gear of an aircraft engine proposed in this patent invention covers five parts: design basis, design criteria, design process, design requirements and design verification. It systematically and completely expounds the design method of the damping ring of the spiral bevel gear of an aircraft engine, and provides the method of obtaining the corresponding design parameters for the development scenario with or without initial vibration characteristic test conditions. It clarifies the core methods such as vibration characteristic test, layout design, geometric parameter design, and damping ring vibration reduction effect verification, ensuring that the damping ring can significantly reduce the vibration amplitude of the bevel gear during the operation of the aircraft engine and improve product reliability and safety. This method can effectively improve the iterative efficiency of the structural design and simulation analysis of the spiral bevel gear of an aircraft engine, greatly reduce the resonance amplitude of the bevel gear and the frequency of test verification, thereby saving design, trial production and test costs. At the same time, this method solidifies the damping ring design process, which can greatly improve the product design quality and R&D efficiency, and has strong universality and can be extended to industrial fields such as gas turbines and automobiles.

[0176] In summary, the design method of the spiral bevel gear damping ring of the present invention has the following advantages:

[0177] 1. The present invention provides a relatively specific, complete and standardized design process for the spiral bevel gear damping ring. The entire design process effectively ensures that the damping ring can significantly reduce the vibration amplitude of the bevel gear during the operation of the aircraft engine, thereby improving product reliability and safety.

[0178] 2. The design method of the aircraft engine involute bevel gear damping ring of the present invention effectively improves the iterative efficiency of the aircraft engine involute bevel gear structure design and simulation analysis, greatly reduces the resonance amplitude of the bevel gear and the frequency of test verification, thereby saving design, trial production and test costs, and solidifies the damping ring design process, which can greatly improve product design quality and R&D efficiency.

[0179] 3. The design method of the aircraft engine spiral bevel gear damping ring of the present invention provides a criterion for judging whether the vibration reduction effect meets the standard, which is convenient for determining whether the damping ring can meet the design requirements of vibration reduction.

[0180] 4. The design method of the aircraft engine spiral bevel gear damping ring of the present invention has strong universality and has certain reference significance for rotating parts such as gear plates.

[0181] The design method of the aero-engine spiral bevel gear damping ring proposed by the present invention has the value of promotion and is of great significance in guiding the design of the aero-engine spiral bevel gear damping ring.

[0182] Although the specific embodiments of the present invention are described above, it should be understood by those skilled in the art that these are only examples, and the protection scope of the present invention is defined by the appended claims. Those skilled in the art may make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, but these changes and modifications all fall within the protection scope of the present invention.

Claims

1. A design method for a damping ring of an aero-engine spiral bevel gear, characterized in that: The method comprises the following steps: S1. Conduct vibration characteristic test on the original configuration bevel gear; S2. Design the damping ring and bevel gear damping ring groove for the original configuration bevel gear; S3. Perform vibration characteristic test again on the bevel gear with damping ring groove and the bevel gear equipped with damping ring; S4, evaluating the vibration reduction effect of the damping ring through a vibration characteristic test, if it meets the design requirements, proceeding to step S5; if it does not meet the design requirements, returning to step S2 to modify the geometric parameters of the damping ring and the bevel gear damping ring groove; S5. Perform fatigue analysis on the damping ring; S6, evaluate the fatigue life of the damping ring, if it meets the design requirements, proceed to step S7; if it does not meet the design requirements, return to step S2 to modify the geometric parameters of the damping ring and the bevel gear damping ring groove; S7. Complete the design of the damping ring.

2. The design method of the aircraft engine spiral bevel gear damping ring according to claim 1, characterized in that: The step S1 comprises: A vibration characteristic test was carried out by attaching strain gauges to the original configuration bevel gears. During the test, the same accessory power load was applied, and the speed increase and deceleration remained unchanged. A stress cloud diagram was drawn for each vibration mode to keep the power level consistent; a Campbell diagram was drawn, and the resonance stress level and resonance displacement peak were recorded.

3. The design method of the damping ring of the aircraft engine spiral bevel gear according to claim 1, characterized in that: In step S2: The design contents of the damping ring and the bevel gear damping ring groove include the selection of the damping ring structure, the layout of the damping ring and the bevel gear damping ring groove positions, and the design of the geometric parameters of the damping ring and the bevel gear damping ring groove; the design follows the design criteria and design requirements of the arc bevel gear damping ring.

4. The design method of the aircraft engine spiral bevel gear damping ring according to claim 3, characterized in that: The damping ring structures include integral damping ring, open damping ring and spiral damping ring.

5. The design method of the damping ring of the aircraft engine spiral bevel gear according to claim 3, characterized in that: The layout of the damping ring and the bevel gear damping ring groove positions is determined by the bevel gear web structure, gear tooth parameters, and gear shaft structure.

6. The design method of the damping ring of the aircraft engine spiral bevel gear according to claim 3, characterized in that: The geometric parameters of the damping ring and the bevel gear damping ring groove include: damping ring thickness, damping ring width, damping ring chamfer, damping ring diameter in a constrained state, damping ring diameter in a free state, damping ring groove chamfer, damping ring groove width, damping ring groove shoulder height, damping ring groove bottom diameter and damping ring groove shoulder diameter.

7. The design method of the damping ring of the aircraft engine spiral bevel gear according to claim 1, characterized in that: The step S3 comprises: Affix strain gauges to the bevel gear with damping ring groove and the bevel gear equipped with damping ring, and conduct vibration characteristic tests again; Conduct a series of sweep frequency tests to depict the dynamic and vibration characteristics of the gears at different torque levels. Draw a stress cloud diagram for each vibration mode. Compare the stress peak at the resonance point of each vibration reduction system with the stress peak of the corresponding non-vibration reduction system to keep the power level consistent. Plot the Campbell plot and record the resonant stress level as well as the peak resonant displacement.

8. The design method of the damping ring of the aircraft engine spiral bevel gear according to claim 1, characterized in that: The method for evaluating the vibration reduction effect of the damping ring through the vibration characteristic test in step S4 includes: Through vibration characteristic test, the Campbell diagram, resonance stress level and resonance displacement peak of the bevel gear before and after being assembled with the damping ring were compared and analyzed. The damping vibration reduction effect was checked according to the scatter point fitting line of the axial displacement of the bevel gear and the axial and radial damping coefficients of the damping ring. The vibration reduction effect of the damping ring was evaluated by the judgment criteria of the damping ring of the arc bevel gear to determine whether the vibration reduction effect meets the standard.

9. The design method of the aircraft engine spiral bevel gear damping ring according to claim 1, characterized in that: The step S5 comprises the following steps: S 51 , analyzing the low cycle fatigue of the damping ring; S 52 , analyze the high cycle fatigue of the damping ring.

10. The design method of the damping ring of the aircraft engine spiral bevel gear according to claim 1, characterized in that: The step S7 comprises the following steps: S 71 , draw the engineering drawing of the damping ring; S 72 , change the engineering drawing of the bevel gear; S 73 , verify the vibration reduction effect of the damping ring through experiments.

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