Design method of aero-engine spiral bevel gear damper ring

Abstract

The application provides a design method of a damper ring of an aero-engine spiral bevel gear, comprising the following steps: S1, performing a vibration characteristic test on an original configuration bevel gear; S2, designing a damper ring and a bevel gear damper ring groove of the original configuration bevel gear; S3, respectively performing a vibration characteristic test on the bevel gear with the damper ring groove and the bevel gear assembled with the damper ring; S4, evaluating the damping effect of the damper ring through the vibration characteristic test, and if the design requirement is met, the step S5 is entered; otherwise, the step S2 is returned to modify the geometric parameters of the damper ring and the bevel gear damper ring groove; S5, performing a fatigue analysis on the damper ring; S6, evaluating the fatigue life of the damper ring, and if the design requirement is met, the step S7 is entered; otherwise, the step S2 is returned to modify the geometric parameters of the damper ring and the bevel gear damper ring groove; and S7, completing the design of the damper ring. The damper ring can significantly reduce the vibration amplitude of the bevel gear during the operation of the aero-engine, and improve the product reliability and safety.

Description

Technical Field

[0001] This invention relates to the field of aero-engine damping ring design technology, specifically to a design method for an aero-engine spiral bevel gear damping ring. Background Technology

[0002] Damping rings for spiral bevel gears are components used for vibration reduction and noise reduction. With the continuous advancement of aero-engine technology, spiral bevel gears are increasingly being developed towards higher speeds, higher loads, and lower weights. Due to the high speeds and harsh operating environments of aero-engine spiral bevel gears, overall gear vibration is a common problem. Furthermore, to reduce weight, designers often employ thin plates and narrow rims, making it impossible to avoid the resonant speed range of the spiral bevel gear solely through structural frequency tuning and dynamic stress calculations. A more effective method to prevent resonance is needed, and installing damping rings is currently an internationally recognized vibration reduction strategy for aero-engine bevel gears.

[0003] During operation, the damping ring, due to its centrifugal force, adheres tightly to the inner surface of the gear, generating normal pressure. The rapid alternating stress generated by gear vibration causes relative sliding between the damping ring and the gear, resulting in sliding friction. This dissipates the energy generated by gear vibration, thus controlling its vibration. The normal pressure between the outer surface of the damping ring and the inner surface of the gear's damping ring groove needs to be controlled within a suitable range. Excessive pressure will result in no relative sliding between the damping ring and the bevel gear, while insufficient pressure will lead to too little friction and ineffective damping. Therefore, this places high demands on the design of the damping ring.

[0004] The development of high-bypass turbofan commercial aero engines in China started late and is more difficult. Currently, structural frequency modulation and dynamic stress calculation are mostly used to avoid the resonance speed range of spiral bevel gears. Even with the experience sharing of leading aero engine companies at home and abroad, there is still a lack of systematic design methods for bevel gear damping rings, and the damping and vibration reduction effects cannot be effectively verified. During the whole-engine test, failures caused by bevel gear resonance often occur, leading to the failure of the whole-engine test.

[0005] In view of this, the inventors of this application have designed a method for designing a damping ring for an aero-engine spiral bevel gear, in order to overcome the above-mentioned technical problems. Summary of the Invention

[0006] The technical problem to be solved by this invention is to overcome the shortcomings of the existing technology, which lacks a systematic design method for bevel gear damping rings and cannot effectively verify the damping and vibration reduction effect, and to provide a design method for a bevel gear damping ring for aero-engines.

[0007] The present invention solves the above-mentioned technical problems through the following technical solution:

[0008] This invention provides a design method for a damping ring of an aero-engine spiral bevel gear. The method includes the following steps: S1, conducting vibration characteristic tests on the original bevel gear configuration; S2, designing the damping ring and the bevel gear damping ring groove for the original bevel gear configuration; S3, conducting vibration characteristic tests again on the bevel gear with the damping ring groove and the bevel gear equipped with the damping ring; S4, evaluating the vibration reduction effect of the damping ring through the vibration characteristic tests. If the design requirements are met, proceed to step S5; if the design requirements are not met, return 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 an embodiment of the present invention, step S1 includes: attaching strain gauges to the original configuration bevel gear and conducting a vibration characteristic test, applying the same accessory power load during the test, keeping the rotational speed constant during increase and decrease, drawing stress cloud diagrams for each vibration mode, keeping the power level consistent; drawing Campbell diagrams, and recording the resonant stress level and resonant displacement peak value.

[0011] According to an embodiment of the present invention, in step S2: the design of the damping ring and the bevel gear damping ring groove includes the selection of the damping ring structure, the layout 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 principles and design requirements of the spiral bevel gear damping ring.

[0012] According to one 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 one embodiment of the present invention, the layout of the damping ring and the position of the bevel gear damping ring groove 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 under constrained state, damping ring diameter under free state, damping ring groove rounding, damping ring groove width, damping ring groove shoulder height, damping ring groove bottom diameter, and damping ring groove shoulder diameter.

[0015] According to an embodiment of the present invention, step S3 includes: attaching strain gauges to the bevel gear with damping ring groove and the bevel gear equipped with damping ring, and conducting vibration characteristic tests again; conducting a series of frequency sweep tests to depict the gear dynamics and vibration characteristics under different torque levels, plotting stress cloud diagrams for each vibration mode, 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, and keeping the power level consistent; plotting Campbell diagrams and recording the resonance stress level and resonance displacement peak value.

[0016] According to an embodiment of the present invention, the method for evaluating the vibration reduction effect of the damping ring by vibration characteristic test in step S4 includes: comparing and analyzing the Campbell diagram, resonant stress level and resonant displacement peak value of the bevel gear before and after assembling the damping ring by vibration characteristic test; verifying the damping effect by fitting the scatter plot of the bevel gear axial displacement and the axial and radial damping coefficients of the damping ring; and evaluating the vibration reduction effect of the damping ring by the judgment criteria of the spiral 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 includes the following steps: S 51 The low-cycle fatigue of the damping ring was analyzed; S 52 The high-cycle fatigue of the damping ring was analyzed.

[0018] According to an embodiment of the present invention, step S7 includes the following steps: S 71 Draw the engineering drawing of the damping ring; S 72 1. Modify the engineering drawing of the bevel gear; S 73 The vibration reduction effect of the damping ring was verified through experiments.

[0019] The positive and progressive effects of this invention are as follows:

[0020] This patented invention provides a complete and systematic design method for damping rings of spiral bevel gears for aero-engines, including design process, design basis, design criteria, design requirements, and design verification. It elaborates in detail and standardizes each design activity in the design process of spiral bevel gear damping rings, and provides methods for obtaining corresponding design parameters for development scenarios with and without initial vibration characteristic test conditions. It clarifies core methods such as vibration characteristic testing, layout design, geometric parameter design, and damping ring vibration reduction effect verification, ensuring that the damping ring can significantly reduce the vibration amplitude of bevel gears during aero-engine operation and improve product reliability and safety. Attached Figure Description

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

[0022] Figure 1 This is a flowchart illustrating the design method of the damping ring for the spiral bevel gear of an aero-engine according to the present invention.

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

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

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

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

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

[0028] Figure 4A This is a schematic diagram showing the layout of the damping ring and the position of the damping ring groove of the bevel gear, with the damping ring groove located at the large end of the bevel gear.

[0029] Figure 4B This is a schematic diagram showing the layout of the damping ring and the position of the damping ring groove of the bevel gear, with the damping ring groove located at the small end of the bevel gear.

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

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

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

[0033] [Attached image labels]

[0034] Strain gauge 100

[0035] Damping ring 200

[0036] 300 bevel gear damping ring groove

[0037] Probe sensor 400 Detailed Implementation

[0038] To make the above-mentioned objects, features and advantages of the present invention more apparent and understandable, the specific embodiments of the present invention will be described in detail below with reference to the accompanying drawings.

[0039] Embodiments of the invention will now be described in detail with reference to the accompanying drawings. Preferred embodiments of the invention will now be described in detail, examples of which are illustrated in the drawings. Wherever possible, the same reference numerals will be used in all the drawings to denote the same or similar parts. Furthermore, although the terminology used herein is selected from commonly known and used terminology, some terms mentioned in this specification may have been chosen by the applicant at his or her discretion, and their detailed meanings are explained in the relevant sections of the description herein. Moreover, the invention should be understood not only by the actual terms used, but also by the meaning implied by each term.

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

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

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

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

[0044] Step S4: Evaluate the vibration reduction effect of the damping ring 200 through 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: Perform 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: Complete the design of the damping ring 200.

[0048] As a preferred embodiment of the design method of the spiral bevel gear damping ring for aero-engines of the present invention, step S1 includes:

[0049] Vibration characteristic tests were conducted by attaching strain gauges 100 to the original bevel gear configuration. During the test, the same accessory power load was applied, and the speed increase and decrease remained constant. Stress cloud diagrams were plotted for each vibration mode, keeping the power level consistent. Campbell diagrams were plotted, and the resonant stress level and resonant displacement peak value were recorded.

[0050] Specifically, firstly, a vibration characteristic test is conducted on the original bevel gear configuration. Strain gauges 100 are attached to the bevel gear; it is recommended to attach two strain gauges 100 at the same location to prevent one from failing. The specific installation positions of the strain gauges 100 are as follows: Figure 2A and Figure 2B As shown. Plot the Campbell diagram and record the resonant stress level and peak resonant displacement. During the experiment, apply the same accessory power load while maintaining a constant rotational speed. Plot the stress contour map for each vibration mode; consistent power levels are crucial for the test points.

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

[0052] The design of the damping ring 200 and the bevel gear damping ring groove 300 includes 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 principles and design requirements of the spiral bevel gear damping ring.

[0053] That is, for the original bevel gear configuration, the design of the damping ring 200 and the bevel gear damping ring groove 300 is carried out, including the selection of the structural form of the damping ring 200, the layout of its position and the design of its geometric parameters, etc. The specific design must follow the design principles and design requirements.

[0054] As a preferred embodiment of the design method of the spiral bevel gear damping ring of the present invention, the damping ring 200 has the following structural forms: integral damping ring, open damping ring and spiral damping ring.

[0055] As a preferred embodiment of the design method of the 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 embodiment of the design method of the 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 under constrained state, damping ring diameter under free state, damping ring groove rounding, damping ring groove width, damping ring groove shoulder height, damping ring groove bottom diameter, and damping ring groove shoulder diameter.

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

[0058] Strain gauges 100 were attached to the bevel gear with damping ring groove and the bevel gear equipped with damping ring 200, and vibration characteristic tests were carried out again.

[0059] A series of sweep frequency tests were conducted to depict the gear dynamics and vibration characteristics under different torque levels. Stress cloud diagrams were plotted for each vibration mode. The stress peak value at the resonance point of each vibration reduction system was compared with the stress peak value of the corresponding non-vibration reduction system, while keeping the power level consistent.

[0060] Plot a Campbell diagram to record the resonant stress level and the peak resonant displacement.

[0061] Specifically, after the initial design of the damping ring 200 and the bevel gear damping ring groove 300 is completed, vibration characteristic tests are conducted again on the bevel gear with the damping ring groove and the bevel gear equipped with the damping ring 200. Strain gauges 100 are attached to the bevel gear, and it is recommended to attach two strain gauges 100 at the same location to prevent one from failing. The specific installation position of the strain gauges 100 is shown in Figure 2. Campbell diagrams are plotted, and the resonant stress level and resonant displacement peak value are recorded. This method consists of a series of frequency sweep tests that depict the vibration characteristics of the gear dynamics under different torque levels. A stress cloud diagram is plotted for each vibration mode. The stress peak value at the resonance point of each vibration damping system is compared with the stress peak value of the corresponding non-vibration damping system. Consistency of power level is crucial for the test points.

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

[0063] The Campbell diagram, resonant stress level, and peak resonant displacement of the bevel gear before and after the installation of the damping ring 200 were compared and analyzed by vibration characteristic tests. The damping effect was checked by the scatter fitting line of the axial displacement of the bevel gear and the axial and radial damping coefficients of the damping ring. The damping effect of the damping ring 200 was evaluated by the judgment criteria of the spiral bevel gear damping ring to determine whether the damping effect met the standard.

[0064] In a preferred embodiment of the design method for the damping ring of the spiral bevel gear in aero-engine of the present invention, step S5 includes the following steps:

[0065] Step S 51 The low-cycle fatigue of the damping ring 200 was analyzed.

[0066] Step S 52 The high-cycle fatigue of the damping ring 200 was analyzed.

[0067] Step S6 specifically involves evaluating the low-cycle and high-cycle fatigue life of the damping ring 200. If the design requirements are met, proceed to step S7; otherwise, return to step S2 to modify the geometric parameters of the damping ring 200 and the bevel gear damping ring groove 300.

[0068] In a preferred embodiment of the design method for the damping ring of the spiral bevel gear for aero-engines of the present invention, step S7 includes the following steps:

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

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

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

[0072] The following sections detail the design method for the damping ring of the aero-engine spiral bevel gear, covering five parts: design process, design basis, design criteria, design requirements, and design verification.

[0073] I. Design Process

[0074] like Figure 1 As shown, the design process of the spiral bevel gear damping ring, which is also a preferred embodiment of the design method of the spiral bevel gear damping ring for aero-engines, includes the following specific steps:

[0075] I. First, conduct vibration characteristic tests on the original bevel gear configuration. Attach strain gauges 100 to the bevel gear; it is recommended to attach two strain gauges 100 at the same location to prevent one from failing. The specific installation positions of the strain gauges 100 are shown in Figure 2. Apply the same accessory power load, keeping the rotational speed constant during acceleration and deceleration. Plot stress contour plots for each vibration mode; consistent power levels are crucial for the test points.

[0076] II. For the original configuration bevel gear, design the damping ring 200 and the bevel gear damping ring groove 300, including the selection of the structural form of the damping ring 200, the layout of its position, and the design of its geometric parameters. The specific design should follow the design principles and design requirements.

[0077] III. After the initial design of the damping ring 200 and the bevel gear damping ring groove 300 is completed, vibration characteristic tests are conducted again on the bevel gear with the damping ring groove and the bevel gear equipped with the damping ring 200. Strain gauges 100 are attached to the bevel gear, and it is recommended to attach two strain gauges 100 at the same location to prevent one from failing. The specific installation positions of the strain gauges 100 are shown in Figure 2. This method consists of a series of sweep frequency tests that depict the vibration characteristics of the gear dynamics under different torque levels. Stress cloud diagrams are plotted for each vibration mode. The stress peak value at the resonance point of each vibration damping system is compared with the stress peak value of the corresponding non-vibration damping system. Consistency of power level is crucial for the test points.

[0078] IV. Compare and analyze the Campbell diagram, resonant stress level, and peak resonant displacement before and after assembling the damping ring 200 on the bevel gear through vibration characteristic tests. Verify the damping and vibration reduction effect based on the scatter plot fitting lines of the axial displacement of the bevel gear and the axial and radial damping coefficients of the damping ring. Evaluate the vibration reduction effect of the damping ring 200 according to the given judgment criteria. If it meets the design requirements, proceed to the next step; otherwise, return to step II and modify the geometric parameters of the design of the damping ring 200 and the bevel gear damping ring groove 300.

[0079] V. Analysis of low-cycle fatigue of damping ring 200.

[0080] VI. High-cycle fatigue analysis of damping ring 200.

[0081] VII. Evaluate the low-cycle 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 and modify the geometric parameters of the damping ring 200 and the bevel gear damping ring groove 300.

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

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

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

[0085] II. Design Basis

[0086] Based on the performance and structural requirements of damping rings in aero-engine transmission systems, the design basis for spiral bevel gear damping rings includes, but is not limited to, the following:

[0087] (a) Product definition;

[0088] (II) Basic Components;

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

[0090] (iv) Layout and Structure;

[0091] (v) Vibration requirements;

[0092] (vi) Environmental requirements;

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

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

[0095] (ix) Transportation and storage conditions.

[0096] III. Design Principles

[0097] The design principles for spiral bevel gear damping rings include, but are not limited to, the following:

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

[0099] (ii) The normal stress should ensure that the friction between the damping ring and the bevel gear has a vibration reduction effect, while also avoiding excessive normal stress that would cause 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-type damping ring wears out, due to the ring tension force, 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 frictional energy consumption is low, and the damping ring's vibration reduction effect is not obvious. The greater the axial vibration of the bevel gear, the greater the relative slip, the more frictional energy consumption, and the more obvious the damping ring's vibration reduction effect. Therefore, damping rings are suitable for vibration reduction when bevel gears are operating in pitch circle or pitch diameter configurations.

[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 a suitable range. Excessive pressure will result in no relative slippage between the damping ring and the bevel gear; insufficient pressure will result in too little friction and insignificant damping and vibration reduction effect.

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

[0104] (vii) Verification of the damping ring's vibration reduction effect can be achieved by comparing the displacement response of the bevel gear end face or the dynamic stress at the tooth root before and after the damping ring is assembled, as the two are highly correlated. In the early stages of damping ring development, it is recommended to measure both dynamic stress and displacement simultaneously. Once sufficient data has been accumulated and the correlation between the two has been established, it is possible to measure only the bevel gear end face displacement. The acceleration response on the housing or bearing seat cannot reflect the damping ring's vibration reduction effect.

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

[0106] (ix) Based on research and development experience, the natural frequency of the higher-order vibration mode of bevel gear can be accurately calculated. After the damping ring is assembled, frequency tuning is still required. The resonant speeds of the pitch circle vibration mode, the front and rear traveling waves of the first four pitches should still be kept as far away as possible from the commonly used operating speed.

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

[0108] IV. Design Requirements

[0109] The design requirements for the damping ring of spiral bevel gears include the selection of the damping ring's structural form, its location layout, and the design of its geometric parameters. The specific details are as follows:

[0110] (I) Spiral bevel gear damping rings include three structural forms, namely as follows: Figure 3A The integral damping ring shown, such as Figure 3B The open-type damping ring shown is similar to... Figure 3C The image shows a helical damping ring. Integral damping rings, also called closed-type damping rings, utilize the principle of thermal expansion and contraction, employing a method of heating the gear and pre-cooling the damping ring before mounting it in a groove on the gear rim. Open-type and helical damping rings are actually developments of integral damping rings; their working mechanism is based on Coulomb friction on both sides and the bottom, especially at the bottom of the groove. Due to the relatively complex design and installation of helical damping rings, their use 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, and gear shaft structure. The damping ring axis should be collinear with the bevel gear axis. For example... Figure 4A and Figure 4B The diagram shows a typical layout of the damping ring 200 and the bevel gear damping ring groove 300.

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

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

[0114]

[0115]

[0116] V. Design Verification

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

[0118] a) Axial coefficient Q of the damping ring axial Determine according to formulas (1) to (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] yn=+(A1×yn1+A2×yn2+2×At×ynt) / A................(8)

[0127] A1=b1×h1................................(9)

[0128] yn1=h1+h2 / 2....................................... (10)

[0129] A2b2×h2..................................... (11)

[0130] yn2=h2 / 2..................................(12)

[0131] At=bt×ht / 2.............................(13)

[0132] ynt=ht×2 / 3.............................(14)

[0133] A=A1+A2+2×At....................................(15)

[0134] b1=K / 1000.................................(16)

[0135] b2=b1-2×M / 1000.................................(17)

[0136] h1=L / 1000-M / 1000×tan((chamangle / 180×π))...................(18)

[0137] h2=L / 1000-h1.........................(19)

[0138] bt=M / 1000........................(20)

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

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

[0141] FEaxial represents the numerical value of the axial displacement of the bevel gear obtained from finite element calculation, in millimeters (mm); mi represents an empirical coefficient, taken as 0.06;

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

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

[0144] density represents the numerical value of the damping ring density, with units of kilograms per cubic meter (kg / mm³). 3 );

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

[0146] chamangle represents the chamfer angle of the damping ring, which is 45 degrees (°).

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

[0158] node represents the number of test points;

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

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

[0161] FEradial represents the numerical value of the radial displacement of the bevel gear obtained from finite element analysis, in millimeters (mm).

[0162] c) Taking a certain spiral bevel gear damping ring as an example, plot a scatter plot of the axial displacement of the three-section rear traveling wave bevel gear versus the axial and radial damping coefficients of the damping ring. The scatter plot format is as follows: Figure 6 As shown.

[0163] like Figure 6 As shown, the radial displacement of the bevel gear can be converted from the axial displacement. Therefore, the horizontal axis represents the axial displacement Baxial of the bevel gear, and the vertical axis represents the damping coefficient. The hollow point represents the radial damping coefficient Q of the damping ring. radial The solid dots represent the axial damping coefficient Q of the damping ring. axialThe dashed line represents the axial displacement value B1 of the original configuration (without damping ring) bevel gear measured in the dynamic characteristic test. The B1 value is obtained by two sets of proximity probe sensors 400. The probe sensors 400 must be parallel to the bevel gear axis 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 (sampling frequency not less than 50kHz). The specific installation position of the probe sensors 400 is as follows. Figure 7 As shown. The damping and vibration reduction effect is verified based on the scatter plot fitted line.

[0164] Based on the currently accumulated test data, the criteria for judging whether the vibration reduction effect meets the standards 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 original configuration (without damping ring) bevel gear measured by dynamic characteristic 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 intermediate damping ring axial The intersection with the axial displacement value B1.

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

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

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

[0175] This patented invention proposes a design method for damping rings on spiral bevel gears for aero-engines, encompassing five parts: design basis, design criteria, design process, design requirements, and design verification. It systematically and comprehensively elucidates the design method for damping rings on spiral bevel gears for aero-engines, providing methods for obtaining relevant design parameters for development scenarios with or without initial vibration characteristic testing conditions. It clarifies core methods such as vibration characteristic testing, layout design, geometric parameter design, and verification of the damping ring's vibration reduction effect, ensuring that the damping ring can significantly reduce the vibration amplitude of the bevel gears during aero-engine operation, improving product reliability and safety. This method can effectively improve the iterative efficiency of aero-engine spiral bevel gear structure design and simulation analysis, significantly reducing the resonance amplitude of the bevel gears and the frequency of experimental verification, thereby saving design, prototyping, and testing costs. Simultaneously, this method solidifies the damping ring design process, which can significantly improve product design quality and R&D efficiency, and has strong universality, allowing for application to industrial fields such as gas turbines and automobiles.

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

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

[0178] II. The design method of the damping ring for the spiral bevel gear of the aero-engine of the present invention effectively improves the iterative efficiency of the structural design and simulation analysis of the spiral bevel gear of the aero-engine, significantly reduces the resonance amplitude of the bevel gear and the frequency of experimental verification, thereby saving design, prototyping and testing costs, and solidifies the damping ring design process, which can greatly improve the product design quality and R&D efficiency.

[0179] Third, the design method of the aero-engine spiral bevel gear damping ring of the present invention provides a criterion for judging whether the vibration reduction effect meets the standard, which makes it easy to determine whether the damping ring can meet the vibration reduction design requirements.

[0180] Fourth, the design method of the aero-engine spiral bevel gear damping ring of the present invention has strong universality and can be used as a reference for rotating parts such as gear disks.

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

[0182] While specific embodiments of the present invention have been described above, those skilled in the art should understand that these are merely illustrative examples, and the scope of protection of the present invention is defined by the appended claims. Those skilled in the art can make various changes or modifications to these embodiments without departing from the principles and essence of the present invention, but all such changes and modifications fall within the scope of protection of the present invention.

Claims

1. A method of designing a damper ring for an aircraft engine spiral bevel gear, the method comprising: The method comprises the following steps: S1, performing vibration characteristic test on the original configuration bevel gear; S2, designing the damping ring and the damping ring groove of the bevel gear; S3, respectively performing vibration characteristic test again on the bevel gear with the damping ring groove and the bevel gear assembled with the damping ring; S4, evaluating the damping effect of the damping ring through the vibration characteristic test, if the design requirement is met, the step S5 is entered, if the design requirement is not met, the step S2 is returned to modify the geometric parameters of the damping ring and the damping ring groove of the bevel gear; S5, performing fatigue analysis on the damping ring; S6, evaluating the fatigue life of the damping ring, if the design requirement is met, the step S7 is entered, if the design requirement is not met, the step S2 is returned to modify the geometric parameters of the damping ring and the damping ring groove of the bevel gear; S7, completing the design of the damping ring.

2. The design method of a damper ring for an aerospace engine spiral bevel gear as set forth in claim 1, characterized in that, The step S1 comprises: The strain gauges are attached on the original configuration bevel gear to perform the vibration characteristic test, the same accessory power load is applied in the test process, the speed increasing and decreasing is kept unchanged, the stress nephogram is drawn for each vibration mode, the power level is kept unchanged, the Campbell diagram is drawn, and the resonance stress level and the resonance displacement peak value are recorded.

3. The design method of a damper ring for an aerospace engine spiral bevel gear as set forth in claim 1, characterized in that, In the step S2, the design content of the damping ring and the damping ring groove of the bevel gear comprises the selection of the damping ring structure form, the layout of the damping ring and the damping ring groove position of the bevel gear and the design of the geometric parameters of the damping ring and the damping ring groove of the bevel gear; the design follows the design criteria and design requirements of the damping ring of the spiral bevel gear. The damping ring structure form comprises the integral type damping ring, the open type damping ring and the spiral type damping ring.

4. The design method of a damper ring for an aerospace engine spiral bevel gear according to claim 3, wherein, The layout of the damping ring and the damping ring groove position of the bevel gear is determined by the bevel gear web structure form, the tooth parameter and the gear shaft structure form.

5. The design method of a damper ring for an aerospace engine spiral bevel gear as set forth in claim 3, wherein, The geometric parameters of the damping ring and the damping ring groove of the bevel gear comprise the damping ring thickness, the damping ring width, the damping ring chamfer, the damping ring diameter under the constraint state, the damping ring diameter under the free state, the damping ring groove rounding, the damping ring groove width, the damping ring groove shoulder height, the damping ring groove bottom diameter and the damping ring groove shoulder diameter.

6. The design method of a damper ring for an aerospace engine spiral bevel gear as set forth in claim 3, characterized in that, The step S3 comprises:

7. The design method of a damper ring for an aerospace engine spiral bevel gear as set forth in claim 1, wherein, The strain gauges are attached on the bevel gear with the damping ring groove and the bevel gear assembled with the damping ring to respectively perform the vibration characteristic test again; A series of sweep frequency tests are performed to draw the gear dynamics characteristics and the vibration characteristics under different torque levels, the stress nephogram is drawn for each vibration mode, the stress peak value at the resonance point of each damping system is compared with the stress peak value of the corresponding non-damping system, and the power level is kept unchanged; The Campbell diagram is drawn, and the resonance stress level and the resonance displacement peak value are recorded. The method for evaluating the damping effect of the damping ring through the vibration characteristic test in the step S4 comprises:

8. The design method of a damper ring for an aerospace engine spiral bevel gear as set forth in claim 1, wherein, The Campbell diagram, the resonance stress level and the resonance displacement peak value before and after the bevel gear is assembled with the damping ring are compared and analyzed through the vibration characteristic test, the damping effect is checked according to the fitting line of the bevel gear axial displacement and the axial and radial damping coefficients of the damping ring, and the damping effect of the damping ring is evaluated through the judgment criteria of the damping ring of the spiral bevel gear, and whether the damping effect meets the standard is judged. ​ 9. The design method of a damper ring for an aerospace engine spiral bevel gear as set forth in claim 1, wherein, The step S5 comprises the following steps: S 51 , analyzing low cycle fatigue of the damping ring; S 52 , analyzing high cycle fatigue of the damper ring.

10. The method of designing a damper ring for an aerospace engine spiral bevel gear as defined in claim 1, wherein, The step S7 comprises the following steps: S 71 , drawing engineering drawings of the damping ring; S 72 , changing the engineering drawing of bevel gears; S 73 , and the damping effect of the damping ring is verified by experiment.

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