Rotor cold-hot state conversion design method

Abstract

The application discloses a rotor-stator cold and hot state conversion design method, comprising the following steps: determining a rotor-stator part to be optimized, and obtaining a real hot state flow channel line; a cold state finite element model of the rotor-stator part is established, and a calculation solid mechanics method is used to calculate the cold state finite element model; a calculation hot state finite element model and a calculation hot state flow channel line are obtained according to a calculation result; each node on the calculation hot state flow channel line is moved to the real hot state flow channel line to obtain a predicted hot state finite element model; the deviation absolute values of corresponding nodes of the predicted hot state finite element model and the calculation hot state finite element model are calculated; threshold judgment is performed on the deviation absolute values; when the deviation absolute values of each node are all less than a threshold value, the cold state finite element model is output as a final cold state finite element model. The above method can obtain a cold state model of a rotor-stator component by means of a false cold state to a hot state to a real cold state and by using a design platform mode, and significantly shortens a development cycle.

Description

TECHNICAL FIELD

[0001] The present application relates to the field of aero-engines, in particular to a rotor-stator design method. BACKGROUND

[0002] In the process of aero-engine design, the rotor-stator cold-hot state conversion is an indispensable link after fully considering the differences and influences of rotor-stator cold-hot state flow passages. However, in the existing rotor-stator cold-hot state conversion of aero-engines, since the rotor-stator is a newly designed part, the existing parts cannot be used in the design of the part performance test piece, and the time, labor, processing and manufacturing costs are too large, and the economic benefits are not high. SUMMARY

[0003] An object of the present application is to provide a rotor-stator cold-hot state conversion design method.

[0004] To achieve the above-mentioned rotor-stator cold-hot state conversion design method includes the following steps: S1. Determine the rotor-stator part to be optimized, and obtain the real hot state flow passage line; S2. Establish a cold state finite element model of the rotor-stator part, apply a load to the cold state finite element model, assign parameters, and calculate the cold state finite element model using a computational solid mechanics method; S3. Obtain a calculated hot state finite element model and a calculated hot state flow passage line according to the calculation result; S4. Move each node on the calculated hot state flow passage line to the real hot state flow passage line to obtain a predicted hot state finite element model; S5. Calculate the deviation absolute value of each corresponding node of the predicted hot state finite element model and the calculated hot state finite element model, and perform threshold value judgment on the deviation absolute value; when the deviation absolute value of each node is less than the threshold value, output the cold state finite element model as the final cold state finite element model; when there is at least one deviation absolute value greater than the threshold value, repeat steps S2 to S5, and iterate the cold state finite element model and the calculated hot state finite element model until the deviation absolute value of each node is less than the threshold value.

[0005] In one or more embodiments, the iteration process of step S5 includes the following steps: superimpose the deformation amount of each node in the current hot state finite element model on each node in the current cold state finite element model to obtain a transition cold state finite element model; calculate the transition cold state finite element model using computational solid mechanics to obtain a transition calculated hot state finite element model and a transition hot state flow passage line; move the transition hot state flow passage line to the real hot state flow passage line to obtain a transition predicted hot state finite element model; and calculate the deviation absolute value of each corresponding node of the transition predicted hot state finite element model and the transition calculated hot state finite element model.

[0006] In one or more embodiments, in step S4, each node on the calculated hot state flow passage line is directly assigned as the coordinate value of the real hot state flow passage line.

[0007] In one or more embodiments, the method further comprises S6. calculating a cold-state geometry model according to the final cold-state finite element model of the rotor-stator part to be optimized.

[0008] In one or more embodiments, when the cold-state finite element model of the rotor-stator part is established in step S2, a component model and a flow field area associated with the rotor-stator part are also established.

[0009] In one or more embodiments, in step S2, constraints and loads are applied to the cold-state finite element model.

[0010] In one or more embodiments, the loads include gas force distribution loads, rotational angular velocity loads, and temperature loads.

[0011] In one or more embodiments, the threshold value is 0.001 mm or 0.0001 mm.

[0012] In one or more embodiments, the rotor-stator includes one or more of a rotor disc, a rotor blade, a vortex reducer, a casing, a stator blade, a fairing, and a shaft.

[0013] Another object of the present application is to provide a storage medium storing a computer program which, when executed, performs the rotor-stator cold-hot state conversion design method described above.

[0014] The rotor-stator cold-hot state conversion design method described above can utilize existing real hot-state flow passage line information, combine known overall engine information, determine a specific rotor-stator part to be optimized, use the initially established cold-state finite element model as a pseudo cold-state model, perform hot-state conversion, finally obtain a real cold-state model, and correct using real hot-state flow passages. The method described above can accurately and quickly obtain a cold-state model, can utilize the concept of platform design, can fully utilize existing components, can reduce costs and improve economic benefits on the basis of achieving the purpose of quickly designing a rotor-stator and shortening the development cycle. BRIEF DESCRIPTION OF DRAWINGS

[0015] The above and other features, properties, and advantages of the present application will become more apparent by describing the following embodiments in conjunction with the accompanying drawings and examples, in which:

[0016] Figure 1 is a flowchart of a rotor-stator cold-hot state conversion design method;

[0017] Figure 2 is a schematic diagram of the iteration principle of a transition model;

[0018] Figure 3is a flow chart of a specific embodiment of a method for cold-to-hot conversion of a rotor-stator. DETAILED DESCRIPTION

[0019] The application will be further described with reference to the drawings, in which specific embodiments of the application are shown. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the application. However, it will be apparent to one skilled in the art that the application can be practiced without the specific details and other embodiments can be employed. In other instances, well-known methods have not been described in detail in order not to unnecessarily obscure aspects of the application.

[0020] It is to be noted that these and other subsequent figures are merely examples and are not drawn to scale, and should not be used to limit the scope of the protection actually claimed for the application.

[0021] Rotor refers to the assembly formed by all rotating parts in the engine, generally including rotor disk, rotor blade, vortex reducer, etc. Stator refers to the assembly formed by all non-rotating parts in the engine, generally including casing, stator blade, fairing, etc.

[0022] Cold-to-hot conversion refers to the process of converting the rotor-stator from cold state to hot state, or the process of converting the rotor-stator from hot state to hot state. Cold rotor-stator refers to the rotor-stator in the state of standard temperature environment, and hot rotor-stator refers to the rotor-stator in the state of aerodynamic design point, which can also be considered as the rotor-stator in the working state. In the design stage of the component, accurate cold rotor-stator data need to be given to obtain the rotor-stator component with standard size in the subsequent processing link.

[0023] In the traditional cold-to-hot conversion method of rotor-stator, only hot state data can be obtained, and it has high time, labor and processing cost to convert it into a cold state model.

[0024] The rotor-stator cold-to-hot conversion method of the present application is as follows Figure 1As shown, comprising the following steps: S1. determining the rotating and stationary part to be optimized, obtaining the real hot state flow passage line; S2. establishing a cold state finite element model of the rotating and stationary part, applying load to the cold state finite element model, assigning parameters, and calculating the cold state finite element model using the computational solid mechanics method; S3. obtaining a calculated hot state finite element model and a calculated hot state flow passage line according to the calculation result; S4. moving each node on the calculated hot state flow passage line to the real hot state flow passage line to obtain a predicted hot state finite element model; S5. calculating the deviation absolute value of each corresponding node of the predicted hot state finite element model and the calculated hot state finite element model, threshold judging the deviation absolute value, when the deviation absolute value of each node is less than the threshold value, the cold state finite element model is output as the final cold state finite element model; when there is at least one deviation absolute value greater than the threshold value, repeating steps S2 to S5, iterating the cold state finite element model and the calculated hot state finite element model, until the deviation absolute value of each node is less than the threshold value.

[0025] Further, please understand the principle shown in Figure 2 .

[0026] In step S1, the rotating and stationary part to be optimized is determined, and the real hot state flow passage line, part material, part size and other numerous data are obtained according to existing test data or experience data. For example, the parts to be optimized are the 7th and 8th rotor blades in the eight-stage compressor, and the 7th, 8th rotor disc data and the 1st-6th rotor data can be directly obtained from the database of the existing engine design platform. In this way, part components can be optimized and designed based on existing components.

[0027] In step S2, a cold state finite element model of the rotating and stationary part is established according to the data obtained in S1, such as a cold state finite element model of the 7th and 8th rotor blades, as shown in Figure 2 . The cold state finite element model 310 is an initially established false cold state model.

[0028] Preferably, when the cold state finite element model of the rotating and stationary part is established, the component model and the flow field region associated with the rotating and stationary part are also established, such as the 1st-6th rotor model is also established at the same time, and global calculation is realized to improve the calculation accuracy.

[0029] The cold state finite element model 310 is subjected to load including but not limited to gas force distribution load, rotational angular velocity load and temperature load, and constraint conditions are applied, and characteristic parameters such as material density, thermal conductivity coefficient and the like are assigned, finite element analysis is carried out, and the cold state finite element model is calculated using the computational solid mechanics method, as shown in Figure 2 .

[0030] Through calculation, the hot state finite element model in step S3 can be obtained, as shown in Figure 2The shown hot-state finite element model 311, and the calculation results also include calculating the hot-state runner line, and a series of nodes also exist in the calculation of the hot-state runner line. After calculation, each node of the calculated hot-state finite element model 311 will be deformed correspondingly.

[0031] Continue to step S4, move each node on the calculated hot-state runner line to the real hot-state runner line to obtain the estimated hot-state finite element model 312. For example, as shown in step N, directly assign the coordinates of each node on the calculated hot-state runner line to the coordinates of the real hot-state runner line, and the positions of the nodes at other positions are not changed, and the new model obtained is the estimated hot-state finite element model 312.

[0032] Continue to step S5, calculate the deviation absolute value of each corresponding node of the estimated hot-state finite element model 312 and the calculated hot-state finite element model 311, and perform threshold judgment on the deviation absolute value, such as Figure 2 as shown in step M.

[0033] It can be understood that the numbers of the nodes between the hot-state models are one-to-one correspondence, but the data carried by each node is different. For example, the coordinates P of a node in the estimated hot-state finite element model 312 are (X2, Y2), and the coordinates of the node P' with the same number in the calculated hot-state finite element model 311 are (X1, Y1), and the deviation absolute value of each node exists when the two are subtracted. For the nodes with the same coordinate data, the deviation absolute value is 0, and for the nodes with different data, the deviation absolute value is large or small.

[0034] When the deviation absolute value of each node is less than the threshold value, the cold-state finite element model is output as the final cold-state finite element model. For example, when the threshold value is 0.001, and the deviation absolute value of each node is less than 0.001, it is considered that the precision of the estimated hot-state finite element model 312 and the calculated hot-state finite element model 311 obtained at this time is acceptable, and it is considered that the cold-state finite element model 310 obtained by calculating the calculated hot-state finite element model 311 is acceptable, and is output as the final cold-state finite element model.

[0035] The output final cold-state finite element model is calculated to obtain the desired cold-state geometric model. The cold-state geometric model can be delivered to the processing link for actual component processing to obtain a cold-state component with appropriate dimensions. When the cold-state component with appropriate dimensions is in a working state, it can be deformed to the desired hot-state as expected to obtain good aerodynamic performance.

[0036] When there is at least one deviation absolute value greater than the threshold value, repeat the above steps to iterate the cold-state finite element model and the calculated hot-state finite element model. For example, when the maximum value of the deviation absolute value is greater than the threshold value, such as Figure 2 when the deviation absolute value obtained in step M is greater than the threshold value, it is necessary to Figure 2The steps A and R shown are updated iteratively for the cold finite element model.

[0037] The iterative process includes the following steps.

[0038] The deformation of each node in the current hot finite element model is superimposed on each node in the current cold finite element model to obtain a transition cold finite element model. That is, the deformation of each node in the current hot finite element model is superimposed on each node in the current cold finite element model to obtain a transition cold finite element model. Figure 2 The deformation of each node in the current hot finite element model 311 obtained in the current step is superimposed on the cold finite element model 310 of the current step to obtain a transition cold finite element model 320.

[0039] The transition cold finite element model 320 is calculated using computational solid mechanics, i.e., step C is repeated, to obtain a transition calculated hot finite element model 321 and a transition hot runner line.

[0040] The transition hot runner line is moved to the real hot runner line, i.e., step N is repeated, to obtain a transition estimated hot finite element model 322.

[0041] The absolute value of the deviation of each corresponding node between the transition estimated hot finite element model 322 and the transition calculated hot finite element model 321 is calculated, i.e., step M is repeated.

[0042] Each absolute value of the deviation between the transition estimated hot finite element model 322 and the transition calculated hot finite element model 321 is compared again with the threshold value. If the absolute value of the deviation of each node is less than the threshold value, the transition cold finite element model 320 in the current state is output as the final cold finite element model; if there is at least one absolute value of the deviation greater than the threshold value, the iteration continues.

[0043] The process of continuing the iteration is as follows: the deformation of each node in the transition calculated hot finite element model 321 is superimposed on the transition cold finite element model 320 to obtain a second transition cold finite element model 330. The second transition cold finite element model 330 is calculated using computational solid mechanics, i.e., step C is repeated, to obtain a second transition calculated hot finite element model 331 and a second transition hot runner line. The second transition hot runner line is moved to the real hot runner line, i.e., step N is repeated, to obtain a second transition estimated hot finite element model 332. The absolute value of the deviation of each corresponding node between the second transition estimated hot finite element model 332 and the second transition calculated hot finite element model 331 is calculated, i.e., step M is repeated.

[0044] The absolute values of each deviation between the secondary transition predicted thermal state finite element model 332 and the secondary transition calculated thermal state finite element model 331 are compared again with the threshold value. As when the absolute values of each node deviation are less than the threshold value, the transition cold state finite element model 330 in the secondary current state is taken as the final cold state finite element model output, as shown in step O, the iteration is ended; As there is at least one absolute value greater than the threshold value, continue to iterate according to the above steps.

[0045] Therefore, by the above method, a hypothetical rotor-stator cold state finite element model can be obtained based on existing parts, finite element simulation can obtain an initial hypothetical thermal state rotor-stator model, and after correction using a real thermal state flow channel, an initial thermal state rotor-stator model can be obtained, and through finite element iteration, a final rotor-stator cold state model can be obtained, which is a process from cold state to thermal state to real cold state. This method can maximize the use of existing part performance test piece parts for cold and thermal state conversion design, quickly obtain a suitable cold state model through iteration, especially for aircraft engine part performance test pieces, core engines, verification engines, etc., which will greatly reduce the cost of time, labor, processing and manufacturing, and thus improve economic efficiency.

[0046] The present application uses specific words to describe the embodiments of the present application. As "one embodiment", "an embodiment", and / or "some embodiments" means a certain feature, structure or characteristic related to at least one embodiment of the present application. Therefore, it should be emphasized and noted that the "an embodiment" or "one embodiment" or "an alternative embodiment" mentioned in different places in the specification does not necessarily refer to the same embodiment. In addition, some features, structures or characteristics in one or more embodiments of the present application can be properly combined.

[0047] Although the present application is disclosed with the preferred embodiments as above, it is not intended to limit the present application, and any person skilled in the art can make possible changes and modifications without departing from the spirit and scope of the present application. Therefore, any modification, equivalent change and modification made to the above embodiments according to the technical essence of the present application, which does not deviate from the technical solution of the present application, falls within the protection scope defined by the claims of the present application.

Claims

1. A method for designing a cold-to-hot state conversion of a rotor, characterized in that, The method comprises the following steps: S1. determining a rotor-stator part to be optimized, and obtaining a real hot-state flow channel line; S2. establishing a cold-state finite element model of the rotor-stator part, applying a load to the cold-state finite element model, assigning parameters, and calculating the cold-state finite element model by using a computational solid mechanics method; S3. obtaining a calculated hot-state finite element model and a calculated hot-state flow channel line according to the calculation result; S4. moving each node on the calculated hot-state flow channel line to the real hot-state flow channel line to obtain a predicted hot-state finite element model; S5. calculating the deviation absolute value of each corresponding node of the predicted hot-state finite element model and the calculated hot-state finite element model, and performing threshold value judgment on the deviation absolute value; when the deviation absolute value of each node is less than a threshold value, the cold-state finite element model is output as a final cold-state finite element model; When at least one deviation absolute value is greater than the threshold value, steps S2 to S5 are repeated, and the cold-state finite element model and the calculated hot-state finite element model are iterated until the deviation absolute value of each node is less than the threshold value.

2. The rotor cold-to-hot state transition design method of claim 1, wherein, The iteration process of step S5 comprises the following steps: adding the deformation amount of each node in the current hot-state finite element model to each node in the current cold-state finite element model to obtain a transition cold-state finite element model; calculating the transition cold-state finite element model by using a computational solid mechanics method to obtain a transition calculated hot-state finite element model and a transition hot-state flow channel line; moving the transition hot-state flow channel line to the real hot-state flow channel line to obtain a transition predicted hot-state finite element model; calculating the deviation absolute value of each corresponding node of the transition predicted hot-state finite element model and the transition calculated hot-state finite element model.

3. The rotor cold-to-hot state transition design method of claim 1, wherein, In step S4, each node on the calculated hot-state flow channel line is directly assigned as the coordinate value of the real hot-state flow channel line.

4. The rotor cold-to-hot state transition design method of claim 1, wherein, The method further comprises S6. calculating a cold-state geometric model according to the final cold-state finite element model of the rotor-stator part to be optimized.

5. The rotor cold-to-hot state transition design method of claim 1, wherein, When the cold-state finite element model of the rotor-stator part is established in step S2, a component model and a flow field region associated with the rotor-stator part are also established.

6. The rotor cold-to-hot state transition design method of claim 1, wherein, In step S2, a constraint condition is applied to the cold-state finite element model and a load is applied.

7. The rotor cold-to-hot state transition design method of claim 6, wherein, The load comprises a gas force distribution load, a rotational angular velocity load, and a temperature load.

8. The rotor cold-to-hot state transition design method of claim 1, wherein, The threshold value is 0.001 mm or 0.0001 mm.

9. The rotor cold-to-hot state transition design method of claim 1, wherein, The rotor-stator includes one or more of a rotor disc, a rotor blade, a vortex reducer, a casing, a stator blade, a fairing, and a shaft.

10. A storage medium storing a computer program, characterized by The computer program runs to perform the rotor-stator cold-hot state conversion design method according to any one of claims 1-9.

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