Aero-engine dual-rotor intermediate bearing fault simulation test bench and test method

Abstract

The invention relates to an aero-engine dual-rotor intermediate bearing fault simulation test bench and a test method, and belongs to the technical field of intermediate bearings. The aero-engine dual-rotor intermediate bearing fault simulation test bench comprises a dual-rotor system, the output end of the high-pressure driving end is connected with the output end of the low-pressure driving end through the high-pressure rotor front fulcrum assembly, the high-pressure turbine body assembly and the low-pressure turbine body assembly in sequence; the front end of a low-pressure turbine slender shaft of the low-pressure turbine body assembly penetrates through the high-pressure turbine body assembly and is connected into a center hole of a rotating shaft of the high-pressure rotor front fulcrum assembly through a bearing; and an intermediate bearing is mounted on a low-pressure turbine disc power short shaft connected with the tail end of the low-pressure turbine slender shaft. According to the invention, the actual working environment and fault mode of the intermediate bearing can be simulated more accurately, multi-physical-quantity measurement is realized, and a scientific basis is provided for design, use and maintenance of the intermediate bearing of an aero-engine.

Description

Technical Field

[0001] The present invention belongs to the technical field of intermediate bearings, and particularly relates to a fault simulation test bench and a test method for a dual-rotor intermediate bearing of an aeroengine, and particularly relates to the fault simulation of the intermediate bearings of the inner and outer dual-rotors of an aeroengine. Background Art

[0002] As the power core of modern aviation equipment, the performance of an aeroengine is directly related to the reliability and safety of the aircraft. With the gradual development of aeroengines towards lightweight and high thrust-to-weight ratio, a dual-rotor structure with an intermediate bearing is usually adopted to further reduce the engine size and increase the thrust-to-weight ratio. The dual-rotor structure supports the rear fulcrum of the high-pressure rotor on the low-pressure rotor through an intermediate bearing. The outer ring of the intermediate bearing rotates synchronously with the high-pressure rotor, and the inner ring of the intermediate bearing rotates synchronously with the low-pressure rotor. The remaining fulcrums of the high and low pressure rotors are connected to the support structure and the casing through main shaft bearings. The dynamic characteristics of the formed dual-rotor-intermediate bearing system are very complex, and the vibrations of each part are strongly coupled.

[0003] Among the many key components of the aeroengine dual-rotor system, the intermediate bearing plays a crucial role. The intermediate bearing is located between the high-pressure rotor and the low-pressure rotor of the engine and undertakes the important task of transmitting loads. Due to its harsh working environment, including wide-range high-speed counter-rotation, wide-range large loads, eccentric loads caused by thermal deformation of the high and low pressure rotors, misalignment caused by poor coaxiality of the fulcrums, poor lubrication, high temperature and other factors, problems such as roller skewing and unstable running postures often occur in the intermediate bearing, resulting in frequent failures such as eccentric wear, pitting, spalling, and rubbing.

[0004] Traditional fault test research on aeroengine intermediate bearings usually relies on real-structure engines. However, due to the complex structure of real engines, the limited positions of sensors, it is inconvenient to set various physical quantity measurement sensors, and the cost of modifying the engine is relatively high. In addition, the fault simulation test of the intermediate bearing causes relatively large damage to the engine, so it is not suitable to be carried out on real engines.

[0005] To solve the above problems, various intermediate bearing test bench schemes have been proposed at home and abroad at the present stage. Most of them adopt the form of converting the simultaneous rotation of the inner and outer rings into the single rotation of the inner ring or the single rotation of the outer ring. Although the test research on the intermediate bearing can also be carried out, many characteristics such as vibrations are ignored during the equivalent process, and the influence of the whirling states of the high and low pressure rotors and the vibration transmission characteristics are not considered, so the service state of the real intermediate bearing cannot be reproduced. Summary of the Invention

[0006] Aiming at the deficiencies of the existing technology, the present invention provides a simulation test bench and test method for the faults of the intermediate bearing of an aero-engine, which can more accurately simulate the actual working environment and fault modes of the intermediate bearing, and realize multi-physical quantity measurement, providing a scientific basis for the design, use and maintenance of the intermediate bearing of the aero-engine.

[0007] The simulation test bench for the faults of the intermediate bearing of the aero-engine includes:

[0008] A dual-rotor system that is relatively arranged and rotates relatively, where the driving devices at the high-pressure driving end and the low-pressure driving end are relatively arranged, and the output end of the high-pressure driving end is sequentially connected to the output end of the low-pressure driving end through a high-pressure rotor front support assembly, a high-pressure turbine body assembly, and a low-pressure turbine body assembly; the front end of the slender shaft of the low-pressure turbine of the low-pressure turbine body assembly passes through the high-pressure turbine body assembly and is connected to the center hole of the rotating shaft of the high-pressure rotor front support assembly through a bearing; an intermediate bearing is installed on the power short shaft of the low-pressure turbine disk connected to the end of the slender shaft of the low-pressure turbine, and the installation form of the intermediate bearing with the power short shaft of the low-pressure turbine disk, as well as the structural form and parameters of the intermediate bearing, are consistent with the actual working conditions of the intermediate bearing;

[0009] A multi-source data monitoring unit for monitoring the displacements, accelerations, temperatures, and lubricating oil debris of the high- and low-pressure rotors in the dual-rotor system to obtain multi-source data; among them, a thermocouple temperature sensor is installed in the installation hole of the power short shaft of the low-pressure turbine disk, which cooperates with the electric slip ring in the low-pressure rear bearing seat of the low-pressure turbine body assembly to monitor the temperatures inside and outside the inner ring of the intermediate bearing.

[0010] A lubrication system that provides oil for lubricating the test bench;

[0011] A control system for controlling the power supply of the entire test bench and the regulation of the high-pressure driving end and the low-pressure driving end.

[0012] The high-pressure rotor front support assembly includes a high-pressure turbine disk driving power short shaft, a high-pressure power connection short shaft, and a high-pressure shaft that are sequentially connected from left to right, and the connections are all spline connections; a power short shaft bearing seat is sleeved outside the high-pressure turbine disk driving power short shaft, a power short shaft bearing is installed between the high-pressure turbine disk driving power short shaft and the power short shaft bearing seat, the power short shaft bearing seat is installed in the inner ring of the high-pressure shaft bearing seat, and the high-pressure shaft bearing seat is fixed through a bearing seat bracket L.

[0013] A high-pressure shaft bearing is installed between the high-pressure shaft bearing seat and the high-pressure shaft, and the high-pressure shaft bearing seat is provided with a spline lubricating oil inlet pipe joint and a high-pressure shaft bearing lubricating oil inlet pipe joint connected to the lubricating oil system to lubricate the spline connections between the high-pressure turbine disk driving power short shaft, the high-pressure power connection short shaft, and the high-pressure shaft in pairs, as well as the high-pressure shaft bearing.

[0014] The high-pressure shaft is a hollow shaft. Two axial load bearings are installed on the side of the high-pressure shaft close to the high-pressure turbine body assembly. Both are high-speed thrust angular contact ball bearings. The inner ring is axially positioned with the shaft end of the high-pressure shaft through an axial locking nut II, and the outer ring is axially positioned with the double-bearing T-shaped bearing seat through an axial load pre-tightening device;

[0015] An axial load bearing lubricating oil inlet pipe joint connecting to the lubricating oil system is provided on the double-bearing T-shaped bearing seat to lubricate the two axial load bearings;

[0016] The double-bearing T-shaped bearing seat is supported and fixed by the bearing seat bracket C.

[0017] The high-pressure turbine body assembly includes a high-pressure disk shaft, a high-pressure conical disk L, and a high-pressure turbine disk that are connected in sequence from left to right; the high-pressure disk shaft is a hollow shaft, one end is fixedly connected to the high-pressure shaft, and the other end is fixedly connected to the high-pressure conical disk L; the high-pressure conical disk L is also fixedly connected to the high-pressure turbine disk; The high-pressure conical disk L is conical, and the high-pressure disk shaft is connected to the small-diameter end of the high-pressure conical disk L.

[0018] The low-pressure turbine body assembly includes a low-pressure turbine slender shaft. A front bearing of the low-pressure turbine disk is installed at one end of the low-pressure turbine slender shaft, and the other end of the low-pressure turbine slender shaft is installed in the inner hole of the power short shaft of the low-pressure turbine disk; a low-pressure power input shaft is installed in the inner hole of the power short shaft of the low-pressure turbine disk and is connected to the low-pressure drive end through a coupling;

[0019] The intermediate bearing is installed at one end of the power short shaft of the low-pressure turbine disk close to the high-pressure turbine body assembly. The outer ring is installed on the inner surface of the high-pressure conical disk R. The high-pressure conical disk R is fixedly connected to the high-pressure turbine disk through a high-pressure turbine disk connection bolt fixedly connected to the right end of the high-pressure conical disk L; a heating ring in a suspended state is provided outside the high-pressure conical disk R, and the position of the heating ring corresponds to and is coaxially arranged with the intermediate bearing;

[0020] A rear bearing of the low-pressure turbine is installed at the other end of the power short shaft of the low-pressure turbine disk. The outer ring of the rear bearing of the low-pressure turbine is installed in the inner ring of the rear bearing seat of the low-pressure turbine, and the rear bearing seat of the low-pressure turbine is supported and fixed by the bearing seat bracket R.

[0021] An oil inlet hole is provided at the installation position of the intermediate bearing on the power short shaft of the low-pressure turbine disk. The lubricating oil injected through the inner hole of the low-pressure power input shaft enters the inner ring of the intermediate bearing through the oil inlet hole; a groove is provided at the axial position of the inner ring of the intermediate bearing corresponding to the oil inlet hole, and a pair of small oil holes are provided on the groove; The lubrication of the intermediate bearing adopts an independent lubricating oil station.

[0022] A low-pressure turbine disk power short shaft is installed with a low-pressure turbine disk. A sump with an annular groove is opened on the disk-shaped structure below the connection of the low-pressure turbine disk power short shaft and the low-pressure turbine disk. A joint type grease cup is installed at the end of the sump. An oil collecting ring is arranged on one side of the outlet of the joint type grease cup for collecting the flowing lubricating oil.

[0023] The multi-source data monitoring unit further includes a laser sensor arranged at the coupling of the output end of the high-pressure drive end, an acceleration sensor on the upper surface of the bearing housing support L connected to the high-pressure shaft bearing housing in the high-pressure rotor front support assembly, an acceleration sensor on the upper surface of the bearing housing support R connected to the low-pressure rear bearing housing in the low-pressure turbine body assembly Ⅴ, an eddy current displacement sensor at the high-pressure disk shaft in the high-pressure turbine body assembly, an eddy current displacement sensor at the high-pressure conical disk R in the low-pressure turbine body assembly, and a metal debris sensor between the oil collecting ring and the lubricating oil pumping station.

[0024] A method for simulating faults of the intermediate bearing of aero-engine dual-rotors. Using the above-mentioned aero-engine dual-rotors intermediate bearing fault simulation test bench, the test contents include lubricating oil debris test, intermediate bearing inner ring temperature test and vibration test, which specifically include the following steps:

[0025] Step 1: Arrange the multi-source data monitoring unit for measurement to the designated position of the aero-engine dual-rotors intermediate bearing fault simulation test bench;

[0026] Step 2: Adjust the aero-engine dual-rotors intermediate bearing fault simulation test bench to the preset working state;

[0027] S1. Intermediate bearing eccentric wear fault test: Make the high-pressure conical disk R of the outer ring of the intermediate bearing tilt, so that the inner and outer rings of the intermediate bearing produce an unaligned angle to simulate the eccentric wear fault of the bearing; By separately adjusting the mass and phase of the unbalance bolts of the low-pressure turbine disk in the low-pressure turbine body assembly Ⅴ and the high-pressure turbine disk in the high-pressure turbine body assembly, different degrees of unbalance loading are realized;

[0028] S2. Intermediate bearing poor lubrication fault test: Adjust the oil supply pressure of the independent lubricating oil station used for the intermediate bearing, so that the intermediate bearing bears different lubrication conditions, and simulate the faults including intermediate bearing scuffing, wear and overheating caused by poor lubrication in the real working condition;

[0029] S3. Intermediate bearing spalling fault test: Pre-plant defect areas with different widths and shapes on the contact surface of the inner or outer ring raceway of the intermediate bearing to simulate the real intermediate bearing spalling fault; At the same time, through the unbalance loading of the low-pressure turbine disk in the low-pressure turbine body assembly Ⅴ and the high-pressure turbine disk in the high-pressure turbine body assembly, the fatigue spalling expansion of the intermediate bearing can be further simulated under long-term continuous operation;

[0030] Step 3: Test the high-pressure rotor and the low-pressure rotor at different speeds. Each speed is tested for 10 min - 20 min on average, and 3 - 5 groups of data are collected at each speed. The sampling frequency is 5120 Hz, and 20 s - 30 s of data is collected for each group. The multi-source data monitoring unit transmits the collected data to the computer system.

[0031] By means of the above technical solution, the invention of the present application has at least the following beneficial effects:

[0032] On the basis of fully considering the real structure and dynamic characteristics of the intermediate bearing - dual-rotor system, the low-pressure rotor and the high-pressure rotor adopt the layout and structure consistent with the real aero-engine, and are driven by two motors.

[0033] The invention simplifies the system according to the mass ratio and dynamic similarity principle same as the dual-rotor system structure of the prototype. Structurally, the actual multi-disk structure is simplified into a few-disk structure, which can more prominently show the vibration characteristics of the system under the intermediate bearing fault and the influence law of related parameters.

[0034] The intermediate bearing of the invention adopts the working mode of dual-rotor counter-rotation. At the same time, the installation form of the intermediate bearing and the power short shaft of the low-pressure turbine disk, as well as the structural form and parameters of the intermediate bearing, are consistent with the actual working conditions of the intermediate bearing, that is, the structures around the intermediate bearing are all consistent with the real engine. Among them, the lubrication and oil return methods and the chamber are also designed similarly with reference to the real engine, ensuring the accuracy and reliability of the simulation test.

[0035] The combination of the electric slip ring and the thermocouple temperature sensor adopted by the invention can realize the measurement of the inner and outer temperatures of the inner ring of the intermediate bearing, solving the problem of difficult temperature measurement of the intermediate bearing.

[0036] The invention can effectively simulate various types of damages of the intermediate bearing, collect and analyze signals such as vibration, temperature and oil chips under different working conditions. These data provide important experimental basis for studying the fault mechanism of the intermediate bearing - dual-rotor system of aero-engines (such as damages such as eccentric wear and spalling of the intermediate bearing). In addition, the invention provides the monitoring of multi-source physical quantity data, including the test and analysis functions of data such as displacement, acceleration, temperature, and chips, greatly improving the research efficiency of the fault mechanism and performance evaluation of the intermediate bearing. Description of the Drawings

[0037] Figure 1 It is a schematic diagram of the overall structure of the fault simulation test bench for the intermediate bearing of the dual-rotor of the aero-engine of the present invention (in the figure, the thin lines represent insulated cables, the thick lines represent lubricating oil pipes, and the dotted lines represent data streams);

[0038] Figure 2Schematic diagram of the structure of the front support assembly of the high-pressure rotor in the aero-engine dual-rotor intermediate bearing fault simulation test bench of the present invention;

[0039] Figure 3 Schematic diagram of the structure of the high-pressure turbine assembly in the aero-engine dual-rotor intermediate bearing fault simulation test bench of the present invention;

[0040] Figure 4 Schematic diagram of the structure of the low-pressure turbine assembly in the aero-engine dual-rotor intermediate bearing fault simulation test bench of the present invention;

[0041] Figure 5 Schematic diagram of the lubrication mode of the intermediate bearing in the aero-engine dual-rotor intermediate bearing fault simulation test bench of the present invention (where the black arrow indicates the lubricating oil path);

[0042] Figure 6 Schematic diagram of the structure of the intermediate bearing in the aero-engine dual-rotor intermediate bearing fault simulation test bench of the present invention;

[0043] Figure 7 Schematic diagram of the layout position of the relevant test sensors in the aero-engine dual-rotor intermediate bearing fault simulation test bench of the present invention;

[0044] Figure 8 Schematic diagram of the method for measuring the inner ring temperature of the intermediate bearing in the aero-engine dual-rotor intermediate bearing fault simulation test bench of the present invention;

[0045] In the figure:

[0046] Ⅰ - Horizontal base, Ⅱ - 1 - High-pressure rotor motor, Ⅱ - 2 - Low-pressure rotor motor, Ⅲ - High-pressure rotor front support assembly, Ⅳ - High-pressure turbine assembly, Ⅴ - Low-pressure turbine assembly, Ⅵ - 1 - Bearing seat support L, Ⅵ - 2 - Bearing seat support C, Ⅵ - 3 - Bearing seat support R, Ⅶ - Control system, Ⅷ - Lubrication system, Ⅸ - 1 - Data collector, Ⅸ - 2 - Computer system;

[0047] 1 - High-pressure turbine disk drive power short shaft, 2 - Axial locking nut Ⅰ, 3 - External screw elbow joint, 4 - Left end cover of power short shaft bearing, 5 - Power short shaft bearing seat, 6 - Power short shaft bearing, 7 - High-pressure shaft bearing seat, 8 - Spline lubricating oil inlet pipe joint, 9 - High-pressure shaft bearing lubricating oil inlet pipe joint, 10 - High-pressure shaft bearing, 11 - Right end cover of high-pressure shaft bearing, 12 - Positioning ring, 13 - Axial load preloading device, 14 - Axial locking nut Ⅱ, 15 - Axial load bearing L, 16 - Axial load bearing lubricating oil inlet pipe joint, 17 - Axial load bearing R, 18 - Adjusting shim, 19 - Front bearing of low-pressure turbine disk, 20 - Inner bearing compression nut, 21 - High-pressure power connection short shaft, 22 - Axial locking nut Ⅲ, 23 - High-pressure shaft, 24 - High-pressure sealing ring, 25 - Double-bearing T-shaped bearing seat, 26 - High-pressure disk shaft connection bolt L, 27 - High-pressure disk shaft, 28 - High-pressure disk shaft connection bolt R, 29 - High-pressure turbine disk connection bolt, 30 - High-pressure turbine disk, 31 - High-pressure taper disk L, 32 - Radial locking nut Ⅰ, 33 - Low-pressure turbine slender shaft, 34 - Axial locking nut Ⅳ, 35 - High-pressure taper disk R, 36 - Bearing seal positioning ring, 37 - Set screw, 38 - Bearing compression nut, 39 - Intermediate bearing, 40 - Bearing outer ring compression nut, 41 - Low-pressure turbine disk, 42 - Connector type grease cup, 43 - Low-pressure turbine disk power short shaft, 44 - Oil collecting ring, 45 - Left end cover of low-pressure rear bearing, 46 - Low-pressure rear bearing, 47 - Low-pressure rear bearing seat, 48 - Radial locking nut Ⅱ, 49 - Low-pressure sealing ring, 50 - Low-pressure power input shaft, 51 - High-pressure end coupling, 52 - Heating ring, 53 - Low-pressure end coupling; 54 - Oil inlet hole, 55 - Small oil hole;

[0048] a - Laser sensor, b - First acceleration sensor, c - First eddy current displacement sensor, d - Second eddy current displacement sensor, e - Third eddy current displacement sensor, f - Fourth eddy current displacement sensor, g - Second acceleration sensor, h - Electrical slip ring, i - Metal chip sensor, j - Thermocouple temperature sensor. Detailed implementation manners

[0049] For better explaining the present invention for easy understanding, the technical solutions and effects of the present invention will be described in detail below with reference to the accompanying drawings through specific implementation manners.

[0050] Embodiment 1

[0051] As Figures 1-8As shown in the figure, this embodiment provides a fault simulation test bench for the intermediate bearing of aero-engine dual rotors. The system is simplified according to the mass ratio and dynamic similarity principle which are the same as those of the dual rotor system of the prototype. Specifically, it includes a horizontal base Ⅰ, on which there is a dual rotor system composed of a high-pressure rotor system and a low-pressure rotor system. The high-pressure rotor system and the low-pressure rotor system are arranged oppositely and rotate relative to each other during the test. Among them, the low-pressure rotor and the high-pressure rotor adopt the same layout and structure as those of a real aero-engine, and are driven by two motors. Specifically, it includes two driving devices arranged oppositely, namely the high-pressure rotor motor Ⅱ-1 and the low-pressure rotor motor Ⅱ-2. The high-pressure rotor motor Ⅱ-1 is sequentially connected to the low-pressure rotor motor Ⅱ-2 through the high-pressure rotor front support assembly Ⅲ, the high-pressure turbine body assembly Ⅳ, and the low-pressure turbine body assembly Ⅴ, and is horizontally arranged on the horizontal base Ⅰ.

[0052] In this embodiment, the high-pressure rotor motor Ⅱ-1 and the low-pressure rotor motor Ⅱ-2 are fixed at both ends of the horizontal base Ⅰ and arranged oppositely. Among them, the output end of the high-pressure rotor motor Ⅱ-1 is connected to the left end of the high-pressure rotor front support assembly Ⅲ through the high-pressure end coupling 51; the output end of the low-pressure rotor motor Ⅱ-2 is connected to the right end of the low-pressure turbine body assembly Ⅴ through the low-pressure end coupling 53; both the high-pressure rotor motor Ⅱ-1 and the low-pressure rotor motor Ⅱ-2 are AC servo spindle motors, which are respectively used to provide power for the high-pressure rotor system and the low-pressure rotor system. The high-pressure rotor front support assembly Ⅲ is supported and fixed by the bearing seat bracket L Ⅵ-1, the high-pressure turbine body assembly Ⅳ is supported and fixed by the bearing seat bracket C Ⅵ-2, and the low-pressure turbine body assembly Ⅴ is supported and fixed by the bearing seat bracket R Ⅵ-3.

[0053] The high-pressure rotor front support assembly Ⅲ includes a high-pressure turbine disk drive power short shaft 1, a high-pressure power connection short shaft 21, and a high-pressure shaft 23, which are sequentially connected from left to right. The high-pressure turbine disk drive power short shaft 1, the high-pressure power connection short shaft 21, and the high-pressure shaft 23 are connected to each other by splines to form a rotating shaft to achieve power transmission.

[0054] In this embodiment, the high-pressure rotor front support assembly Ⅲ includes the high-pressure turbine disk drive power short shaft 1 located at the left end. The high-pressure turbine disk drive power short shaft 1 is connected to the output end of the high-pressure rotor motor Ⅱ-1 through the high-pressure end coupling 51. The inner hole at the right end of the high-pressure turbine disk drive power short shaft 1 is provided with internal splines, and the power is transmitted through the cooperation with the external splines provided at the left end of the high-pressure power connection short shaft 21. The right end of the high-pressure power connection short shaft 21 is also provided with external splines, and the power is transmitted through the cooperation with the internal splines provided in the inner hole at the left end of the high-pressure shaft 23. The high-pressure rotor front support assembly Ⅲ realizes power transmission through spline connection. The spline connection structure can provide efficient torque transmission and reliable axial positioning, while reducing vibration and wear.

[0055] A power short shaft bearing seat 5 is sleeved outside the high-pressure turbine disk-driven power short shaft 1. A power short shaft bearing 6 is installed between the high-pressure turbine disk-driven power short shaft 1 and the power short shaft bearing seat 5. The power short shaft bearing seat 5 is installed in the inner ring of the high-pressure shaft bearing seat 7. The high-pressure shaft bearing seat 7 is connected to the power short shaft bearing seat 5 by 8 circumferentially evenly distributed bolts and installed on the bearing seat bracket LⅥ-1.

[0056] In this embodiment, the power short shaft bearing 6 is a four-point contact ball bearing, which is the first fulcrum of the dual-rotor system here and is denoted as 1#. The inner ring of the power short shaft bearing 6 is installed on the high-pressure turbine disk-driven power short shaft 1, and axial positioning is achieved with the shaft end of the high-pressure turbine disk-driven power short shaft 1 through the axial locking nut Ⅰ 2 connected to one end thereof. The outer ring of the power short shaft bearing 6 is axially positioned with the power short shaft bearing seat 5 through the end face of the left end cover 4 of the power short shaft bearing. The left end cover 4 of the power short shaft bearing is connected to the power short shaft bearing seat 5 by bolts and adjusting gaskets 18. An external screw elbow joint 3 is installed on the left end cover 4 of the power short shaft bearing for connecting the lubricating oil system to lubricate the power short shaft bearing 6.

[0057] A high-pressure shaft bearing 10 is installed between the high-pressure shaft bearing seat 7 and the high-pressure shaft 23. The high-pressure shaft bearing seat 7 is provided with a spline lubricating oil inlet pipe joint 8 and a high-pressure shaft bearing lubricating oil inlet pipe joint 9. The spline lubricating oil inlet pipe joint 8 is connected to the lubricating oil system to lubricate the spline connections between the high-pressure turbine disk-driven power short shaft 1, the high-pressure power connection short shaft 21, and the high-pressure shaft 23 pairwise, so as to reduce the impact between the spline tooth surfaces, reduce friction, reduce wear, avoid overheating, and improve their service life and performance. The high-pressure shaft bearing lubricating oil inlet pipe joint 9 is connected to the lubricating oil system to lubricate the high-pressure shaft bearing 10.

[0058] In this embodiment, the high-pressure shaft bearing 10 is a four-point contact ball bearing, which is the second fulcrum of the dual-rotor system here and is denoted as 2#. The inner ring of the high-pressure shaft bearing 10 is installed on the left side of the high-pressure shaft 23, and axial positioning is achieved with the shaft end of the high-pressure shaft 23 through the axial locking nut Ⅲ 22 connected to one end thereof. The outer ring of the high-pressure shaft bearing 10 is installed in the inner ring of the high-pressure shaft bearing seat 7, and axial positioning is achieved through the end face of the high-pressure shaft bearing seat 7 and the right end cover 11 of the high-pressure shaft bearing. The high-pressure shaft bearing seat 7 is provided with two spline lubricating oil inlet pipe joints 8 and one high-pressure shaft bearing lubricating oil inlet pipe joint 9. The two spline lubricating oil inlet pipe joints 8 are arranged close to the left end of the high-pressure rotor front fulcrum assembly Ⅲ.

[0059] The high-pressure shaft 23 is a hollow shaft. On the right side of the high-pressure shaft 23, i.e., on the side close to the high-pressure turbine assembly IV, two axial load bearings are installed, namely axial load bearing L15 and axial load bearing R17. Axial load bearing L15 is the third fulcrum of the dual-rotor system, denoted as 3#, and axial load bearing R17 is the fourth fulcrum of the dual-rotor system, denoted as 4#.

[0060] In this embodiment, both of the two axial load bearings are high-speed thrust angular contact ball bearings, and their installation method is paired back-to-back installation. This installation method can withstand axial bidirectional loads and can provide higher rigidity and stability at the same time. The inner rings of the two axial load bearings are axially positioned with the shaft end of the high-pressure shaft 23 through the axial locking nut II 14 installed at one end thereof; the outer rings of the two axial load bearings are axially positioned with the dual-bearing T-shaped bearing seat 25 through the axial load preloading device 13.

[0061] The axial load preloading device 13 is installed on the high-pressure shaft 23 through the positioning ring 12 and abuts against the outer ring end of the axial load bearing L15. A high-pressure sealing ring 24 is provided between the positioning ring 12 and the axial load preloading device 13 to prevent lubricating oil leakage. The dual-bearing T-shaped bearing seat 25 is installed on the outer ring of the axial load bearing and abuts against the outer ring end of the axial load bearing R17; the dual-bearing T-shaped bearing seat 25 is axially positioned with the axial load preloading device 13 through the positioning ring 12. At the same time, the dual-bearing T-shaped bearing seat 25 is connected to the bearing seat bracket CVI-2 through 8 circumferentially evenly distributed bolts to provide support.

[0062] An axial load bearing lubricating oil inlet pipe joint 16 is provided on the dual-bearing T-shaped bearing seat 25 to connect to the lubricating oil system to realize the lubrication of the two axial load bearings.

[0063] The high-pressure turbine assembly IV includes a high-pressure disk shaft 27, a high-pressure tapered disk L 31, and a high-pressure turbine disk 30 that are connected in sequence from left to right. The high-pressure disk shaft 27 is a hollow shaft, and its left end is fixedly connected to the right end of the high-pressure shaft 23 through 8 circumferentially evenly distributed high-pressure disk shaft connection bolts L 26. The right end of the high-pressure disk shaft 27 is fixedly connected to the left end of the high-pressure tapered disk L 31 through 8 circumferentially evenly distributed high-pressure disk shaft connection bolts R 28; the right end of the high-pressure tapered disk L 31 is fixedly connected to the high-pressure turbine disk 30 through 16 circumferentially evenly distributed high-pressure turbine disk connection bolts 29.

[0064] The high-pressure tapered disk L 31 is conical. In this embodiment, the high-pressure disk shaft 27 is connected to the small-diameter end of the high-pressure tapered disk L31.

[0065] The low-pressure turbine body assembly Ⅴ includes a low-pressure turbine slender shaft 33. At the left end of the low-pressure turbine slender shaft 33, a front bearing of the low-pressure turbine disk 19 is installed, which is the fifth support point of the dual-rotor system and is denoted as 5#.

[0066] In this embodiment, the low-pressure turbine slender shaft 33 is a solid stepped shaft. The front bearing of the low-pressure turbine disk 19 is a double-row cylindrical roller bearing. The inner ring of the front bearing of the low-pressure turbine disk 19 is installed on the low-pressure turbine slender shaft 33, and axial positioning is achieved with the axial locking nut Ⅰ 32 connected to the low-pressure turbine slender shaft 33 and the shaft end of the low-pressure turbine slender shaft 33. The outer ring of the front bearing of the low-pressure turbine disk 19 is installed on the inner surface of the high-pressure turbine disk driving power short shaft 1, and axial positioning is achieved through the inner ring shoulder of the high-pressure turbine disk driving power short shaft 1 and the inner bearing pressing nut 20. The right end of the low-pressure turbine slender shaft 33 is installed in the inner hole of the low-pressure turbine disk power short shaft 43, and circumferential positioning and locking between the low-pressure turbine slender shaft 33 and the low-pressure turbine disk power short shaft 43 are achieved through 4 setscrews 37. A bearing seal positioning ring 36 is installed circumferentially on the low-pressure turbine disk power short shaft 43 to radially fix the setscrews 37 and prevent them from being thrown out during rotation.

[0067] The low-pressure turbine disk power short shaft 43 is a hollow shaft with a stepped hole inside. At its left end, an intermediate bearing 39 is installed, which is the sixth support point of the dual-rotor system and is denoted as 6#; the installation form of the intermediate bearing 39 with the low-pressure turbine disk power short shaft 43, as well as the structural form and parameters of the intermediate bearing 39, are consistent with the actual working conditions of the intermediate bearing. Specifically, the intermediate bearing 39 is a cylindrical roller bearing. Its inner ring is installed on the low-pressure turbine disk power short shaft 43, and axial positioning is achieved through the axial locking nut Ⅳ 34, the bearing seal positioning ring 36, the bearing pressing nut 38, and the shaft end of the low-pressure turbine disk power short shaft 43; among them, the axial locking nut Ⅳ 34, the bearing seal positioning ring 36, and the bearing pressing nut 38 are installed axially on the left end of the intermediate bearing 39 along the low-pressure turbine disk power short shaft 43 from left to right in sequence. The outer ring of the intermediate bearing 39 is installed on the inner surface of the high-pressure cone disk R 35, and axial positioning is achieved through the inner ring shoulder of the high-pressure cone disk R 35 and the bearing outer ring pressing nut 40. The left end of the high-pressure cone disk R 35 is fixedly connected to the high-pressure turbine disk 30 through the high-pressure turbine disk connection bolt 29 fixedly connected to the right end of the high-pressure cone disk L 31.

[0068] The low-pressure turbine disk 41 is fixedly installed on the low-pressure turbine disk power short shaft 43 through 16 circumferentially evenly distributed bolts. Specifically, an oil collecting cavity with an annular groove is formed on the disk-shaped structure below the connection between the low-pressure turbine disk power short shaft 43 and the low-pressure turbine disk 41, and a threaded hole is opened at the end of the oil collecting cavity for installing a joint type grease cup 42. A oil collecting ring 44 is arranged on the outlet side of the joint type grease cup 42 for collecting the flowing lubricating oil and recycling it into the lubrication system VIII.

[0069] In this embodiment, an oil inlet hole is opened at the installation position of the intermediate bearing 39 on the low-pressure turbine disk power short shaft 43, and the lubricating oil injected through the inner hole of the low-pressure power input shaft 50 enters the inner ring of the intermediate bearing 39 through this oil inlet hole. A groove is provided at the axial position of the inner ring of the intermediate bearing 39 corresponding to the oil inlet hole, and paired small oil holes are opened on the groove. The lubricating oil entering the inner ring of the intermediate bearing 39 can enter the cage and rollers of the intermediate bearing 39 through the small oil holes on the groove, thereby realizing the lubrication of the intermediate bearing 39; the lubricating oil after passing through the intermediate bearing 39 is thrown into the oil collecting cavity on the right side by the centrifugal force generated by the rotation of the rotor, flows out through the joint type grease cup 42 at the end of the oil collecting cavity into the oil collecting ring 44, and finally is connected to the circuit of the lubrication system VIII through the pipe joint installed at the bottom of the oil collecting ring 44.

[0070] A low-pressure rear-end bearing 46 is installed on the right side of the low-pressure turbine disk power short shaft 43, which is the seventh support point of the dual-rotor system and is denoted as 7#. Specifically, the low-pressure rear-end bearing 46 is a four-point contact ball bearing, its inner ring is installed on the low-pressure turbine disk power short shaft 43, and axial positioning is achieved through the shaft end of the low-pressure turbine disk power short shaft 43 and the radial locking nut II 48. The outer ring of the low-pressure rear-end bearing 46 is installed in the inner ring of the low-pressure rear-end bearing housing 47, and axial positioning is achieved through the end face of the left end cover 45 of the low-pressure rear-end bearing and the inner ring shoulder of the low-pressure rear-end bearing housing 47. The low-pressure rear-end bearing housing 47 is fixedly connected to the bearing housing support R VI-3 through 8 circumferentially evenly distributed bolts to provide support. A low-pressure rear-end bearing lubricating oil inlet pipe joint is opened on the low-pressure rear-end bearing housing 47 for lubricating the low-pressure rear-end bearing 46. The lubrication method of the low-pressure rear-end bearing 46 can adopt the conventional lubrication method.

[0071] A low-pressure power input shaft 50 is installed in the inner hole of the low-pressure turbine disk power short shaft 43 and is connected to the low-pressure drive end through a low-pressure coupling 53; a low-pressure sealing ring 49 is arranged between the low-pressure turbine disk power short shaft 43 and the low-pressure power input shaft 50.

[0072] In this embodiment, the low-pressure power input shaft 50 is a hollow shaft, and an inner hole is opened in the middle, which is communicated with the oil inlet hole opened at the installation position of the intermediate bearing 39 on the low-pressure turbine disk power short shaft 43.

[0073] A heating ring 52 is provided outside the high-pressure cone disk R 35 installed on the outer ring of the intermediate bearing 39. The heating ring 52 is in a suspended state and corresponds to the intermediate bearing 39. Specifically, the heating ring 52 is located between the low-pressure turbine disk 41 and the high-pressure turbine disk 30 and is coaxial with the intermediate bearing 39.

[0074] In this embodiment, the heating ring 52 adds heat near the intermediate bearing 39 by means of thermal radiation, thereby increasing the ambient temperature of the intermediate bearing 39 and realizing a true simulation of the high-temperature environment of the intermediate bearing of an aeroengine.

[0075] The lubrication system VIII includes a lubricating oil pumping station and lubricating oil pipes, and the lubrication of the intermediate bearing 39 adopts an independent lubricating oil station. During operation, the oil fluid is sent into the inner hole of the low-pressure power input shaft 50 via the lubricating oil station, further enters the intermediate bearing 39 for lubrication, and takes away the metal particles worn during the movement of the intermediate bearing 39. Then, after passing through a magnetic filter to remove magnetic iron filings and abrasives, it returns to the oil tank of the lubricating oil pumping station, forming a thin oil circulating lubrication system.

[0076] The aeroengine dual-rotor intermediate bearing fault simulation test bench further includes a data acquisition and processing system. The data acquisition and processing system includes a data collector IX-1, a multi-source data monitoring unit, and a computer system IX-2 equipped with real-time data acquisition, processing, and display software. The multi-source data monitoring unit includes a laser sensor a, an acceleration sensor, an eddy current displacement sensor, a metal debris sensor i, an electric slip ring h, and a thermocouple temperature sensor j.

[0077] In this embodiment, the laser sensor a is arranged at the high-pressure end coupling 51; the acceleration sensor includes a first acceleration sensor b arranged on the upper surface of the top of the bearing seat bracket L VI-1 and a second acceleration sensor g arranged on the upper surface of the top of the bearing seat bracket R VI-3; the eddy current displacement sensor includes a first eddy current displacement sensor c and a second eddy current displacement sensor d arranged at the high-pressure disk shaft 27, and a third eddy current displacement sensor e and a fourth eddy current displacement sensor f arranged at the high-pressure cone disk R 35; the metal debris sensor i is installed between the oil collecting ring 44 and the lubrication system VIII through a hydraulic oil pipe; the electric slip ring h is arranged in the low-pressure rear bearing seat 47; the thermocouple temperature sensor j is installed in a mounting hole axially opened in advance in the low-pressure turbine disk power short shaft 43, and the two branches at the end of the mounting hole communicate with the inner side and the outer side of the inner ring of the intermediate bearing 39 respectively.

[0078] The aircraft engine dual-rotor intermediate bearing fault simulation test bench also includes a control system VII, which includes a power supply system and a frequency conversion control system. The power supply system supplies power to the test bench high-voltage rotor motor II-1, low-voltage rotor motor II-2, lubrication system VIII and data acquisition and processing system through insulated cables; the main function of the frequency conversion control system is to correctly realize the control of the high-voltage rotor motor II-1 and the low-voltage rotor motor II-2, and control the forward and reverse rotation of the high-voltage rotor motor II-1 and the low-voltage rotor motor II-2 according to the parameters given in the industrial computer configuration software of the frequency conversion control system, as well as the real-time display of the motor speed increase and decrease, the motor speed increase and decrease time, the motor constant speed, etc. and the shaft speed.

[0079] Example 2

[0080] This embodiment provides a method for testing an aircraft engine dual-rotor intermediate bearing fault simulation test bench according to Embodiment 1. The test contents include a lubricating oil chip test, an intermediate bearing inner ring temperature test, and a vibration test, and specifically include the following steps:

[0081] Step 1: Arrange a multi-source data monitoring unit for measurement at a designated position of an aircraft engine dual-rotor intermediate bearing fault simulation test bench;

[0082] 1. The laser sensor a is arranged at the high-pressure end coupling 51 to measure the high-pressure rotor speed in real time;

[0083] 2. There are two acceleration sensors, of which the first acceleration sensor b is arranged on the top upper surface of the bearing seat bracket L Ⅵ-1, and the second acceleration sensor g is arranged on the top upper surface of the bearing seat bracket C Ⅵ-2, which are used to measure the vibration acceleration signals of the high and low pressure rotors respectively;

[0084] 3. There are four eddy current displacement sensors, wherein the first eddy current displacement sensor c is arranged horizontally, and is used to measure the vibration displacement signal of the high-voltage disc shaft 27 in the horizontal direction; the second eddy current displacement sensor d is arranged vertically, and is used to measure the vibration displacement signal of the high-voltage disc shaft 27 in the vertical direction; the third eddy current displacement sensor e is arranged horizontally, and is used to measure the vibration displacement signal of the high-voltage cone disc R35 in the horizontal direction; and the fourth eddy current displacement sensor f is arranged horizontally, and is used to measure the vibration displacement signal of the high-voltage cone disc R35 in the vertical direction;

[0085] 4. The metal chip sensor i is installed between the oil collecting ring 44 and the lubricating oil pump station through the hydraulic oil pipe to obtain chip data in the lubricating oil sample of the simulated fault bearing;

[0086] 5. The thermocouple temperature sensor j is installed in the pre-opened installation hole of the low-pressure turbine disk power short shaft 43. Two branches are separated from the left side of the installation hole and connected to the inner side and outer side of the inner ring of the intermediate bearing respectively;

[0087] 6. The electrical slip ring h is fixedly connected to the bearing housing bracket R VI-3 through two bolts circumferentially distributed at an angle of 180° and installed in the low-pressure rear bearing housing 47. The connecting wire of the stator of the electrical slip ring h is connected to the thermocouple temperature sensor j. The combination of the electrical slip ring h and the thermocouple temperature sensor j is used to measure the inner and outer temperatures of the inner ring of the intermediate bearing 39.

[0088] Step 2: Adjust the dual-rotor intermediate bearing fault simulation test bench of the aero-engine to the preset working state:

[0089] 1. Intermediate bearing partial wear fault test: By adjusting the gasket height of the bearing housing bracket VI-3, the high-pressure cone disk R35 is tilted, so that the inner and outer rings of the intermediate bearing 39 produce misalignment angles, to simulate the partial wear fault of the bearing. By separately adjusting the mass and phase of the unbalance bolts of the low-pressure turbine disk 41 and the high-pressure turbine disk 30, different degrees of unbalance loading can be achieved.

[0090] 2. Intermediate bearing poor lubrication fault test: By adjusting the oil supply pressure of the independent lubricating oil station used for the intermediate bearing 39, the intermediate bearing 39 is made to withstand different lubrication conditions, including oil cut-off, lack of oil, etc., to simulate the gluing, wear, overheating, etc. of the intermediate bearing caused by poor lubrication in the actual working condition.

[0091] 3. Intermediate bearing spalling fault test: Different-width and -shaped defect areas are pre-planted on the contact surface of the inner or outer ring raceway of the intermediate bearing 39 by means of electrical discharge machining, etc., to simulate the actual intermediate bearing spalling fault. At the same time, through the unbalance loading of the low-pressure turbine disk 41 and the high-pressure turbine disk 30, the fatigue spalling expansion of the intermediate bearing can be further simulated under long-term continuous operation.

[0092] Step 3: Start the control system VII, lubrication system VIII, drive device, heating ring, and data acquisition and processing system in sequence. When the test bench enters the preset operating state, the specific test speeds include 9000 rpm for the low-pressure rotor, and 6000 rpm, 9000 rpm, 12000 rpm, and 14000 rpm for the high-pressure rotor; 6000 rpm for the high-pressure rotor, and 6000 rpm, 9000 rpm, and 12000 rpm for the low-pressure rotor. Each speed is tested for 10 min - 20 min on average. A total of 3 - 5 groups of data are collected at each speed, with a sampling frequency of 5120 Hz. Each group of data is collected for 20 s - 30 s. The data collected by the laser sensor a, acceleration sensor, eddy current displacement sensor, metal debris sensor i, slip ring h, and thermocouple temperature sensor j are transmitted to the computer system IX-2 via the data collector IX-1. According to actual requirements, signal analysis methods such as time domain, frequency domain, and time-frequency domain are used to extract sensitive features from the original vibration signals, debris signals, and temperature signals, and establish the logical relationship between the sensitive features of multi-source signals and the structural parameters and failure modes of the intermediate bearing, providing support for subsequent applications such as bearing structure improvement and fault identification.

[0093] The structural dimensions of the intermediate bearing 39 of the present invention and the structures around the intermediate bearing are consistent with those of the real engine. At the same time, the lubrication method and chamber are similar to those of the real engine. By providing a working mode of counter-rotating of the dual rotors, the accuracy and reliability of the simulation test are ensured.

[0094] This test bench can simulate faults such as partial friction, pitting, and spalling of the intermediate bearing, and obtain vibration, temperature, and lubricating oil debris signals under various speeds and axial loading conditions, providing test data support for the study of the influencing factors of intermediate bearing faults in aeroengines. At the same time, this technical solution provides a complete set of test technologies with multi-source physical quantity data, including the test and analysis of data such as displacement, acceleration, temperature, and lubricating oil debris, providing an effective tool for in-depth study of the fault mechanism and performance evaluation of the intermediate bearing.

[0095] Based on this test bench, in addition to the intermediate bearing partial friction, poor lubrication, and spalling fault tests pointed out in the embodiments, other types of damages such as pitting, ring deformation, cage damage, rolling element wear, and abrasive wear caused by foreign objects of the intermediate bearing can also be simulated by pre-planting faults. The solutions in the embodiments are not intended to limit the protection scope of the present invention. Any equivalent implementation or modification without departing from the present invention is included in the protection scope of the present invention.

Claims

1. Aeroengine dual-rotor intermediate bearing fault simulation test bench, characterized in that: Comprising: A dual-rotor system that is relatively arranged and rotates relative to each other, where the driving devices at the high-pressure driving end and the low-pressure driving end are relatively arranged, and the output end of the high-pressure driving end is sequentially connected to the output end of the low-pressure driving end through a high-pressure rotor front support assembly, a high-pressure turbine body assembly, and a low-pressure turbine body assembly; the front end of the slender shaft of the low-pressure turbine in the low-pressure turbine body assembly passes through the high-pressure turbine body assembly and is connected to the central hole of the rotating shaft of the high-pressure rotor front support assembly through a bearing; an intermediate bearing is installed on the power short shaft of the low-pressure turbine disk connected to the end of the slender shaft of the low-pressure turbine, and the installation form of the intermediate bearing with the power short shaft of the low-pressure turbine disk, as well as the structural form and parameters of the intermediate bearing, are consistent with the actual working conditions of the intermediate bearing; A multi-source data monitoring unit for monitoring the displacement, acceleration, temperature, and lubricating oil debris of the high- and low-pressure rotors in the dual-rotor system to obtain multi-source data; among them, a thermocouple temperature sensor is installed in the installation hole of the power short shaft of the low-pressure turbine disk, which cooperates with the electric slip ring in the low-pressure rear bearing seat in the low-pressure turbine body assembly to monitor the temperature inside and outside the inner ring of the intermediate bearing; A lubrication system that provides oil for lubricating the test bench; A control system for controlling the power supply of the entire test bench and the adjustment of the high-pressure driving end and the low-pressure driving end.

2. The aero-engine dual-rotor intermediate bearing fault simulation test bench according to claim 1, characterized in that: The high-pressure rotor front support assembly includes a high-pressure turbine disk driving power short shaft, a high-pressure power connection short shaft, and a high-pressure shaft that are sequentially connected from left to right, and the connections are all spline connections; a power short shaft bearing seat is sleeved outside the high-pressure turbine disk driving power short shaft, a power short shaft bearing is installed between the high-pressure turbine disk driving power short shaft and the power short shaft bearing seat, the power short shaft bearing seat is installed in the inner ring of the high-pressure shaft bearing seat, and the high-pressure shaft bearing seat is fixed through a bearing seat bracket L.

3. The aero-engine dual-rotor intermediate bearing fault simulation test bench according to claim 2, characterized in that: A high-pressure shaft bearing is installed between the high-pressure shaft bearing seat and the high-pressure shaft. The high-pressure shaft bearing seat is provided with a spline lubricating oil inlet pipe joint and a high-pressure shaft bearing lubricating oil inlet pipe joint connected to the lubricating oil system to lubricate the spline connections between the high-pressure turbine disk driving power short shaft, the high-pressure power connection short shaft, and the high-pressure shaft in pairs, as well as the high-pressure shaft bearing.

4. The aero-engine dual-rotor intermediate bearing fault simulation test bench according to claim 3, characterized in that: The high-pressure shaft is a hollow shaft. Two axial load bearings are installed on the side of the high-pressure shaft close to the high-pressure turbine body assembly, both of which are high-speed thrust angular contact ball bearings. The inner ring is axially positioned with the shaft end of the high-pressure shaft through an axial locking nut II, and the outer ring is axially positioned with a double-bearing T-shaped bearing seat through an axial load pre-tightening device; The double-bearing T-shaped bearing seat is provided with an axial load bearing lubricating oil inlet pipe joint connected to the lubricating oil system to lubricate the two axial load bearings; The double-bearing T-shaped bearing seat is supported and fixed through a bearing seat bracket C.

5. The aeroengine dual-rotor intermediate bearing fault simulation test bench according to claim 3, characterized in that: The high-pressure turbine body assembly includes a high-pressure disk shaft, a high-pressure conical disk L, and a high-pressure turbine disk that are sequentially connected from left to right; the high-pressure disk shaft is a hollow shaft, one end is fixedly connected to the high-pressure shaft, and the other end is fixedly connected to the high-pressure conical disk L; the high-pressure conical disk L is simultaneously fixedly connected to the high-pressure turbine disk; The high-pressure conical disk L is conical, and the high-pressure disk shaft is connected to the small-diameter end of the high-pressure conical disk L.

6. The aero-engine dual-rotor intermediate bearing fault simulation test bench according to claim 5, characterized in that: The low-pressure turbine body assembly includes a low-pressure turbine slender shaft. One end of the low-pressure turbine slender shaft is equipped with a front bearing of the low-pressure turbine disk, and the other end of the low-pressure turbine slender shaft is installed in the inner hole of the power short shaft of the low-pressure turbine disk; the inner hole of the power short shaft of the low-pressure turbine disk is installed with a low-pressure power input shaft, which is connected to the low-pressure drive end through a coupling; The intermediate bearing is installed at one end of the power short shaft of the low-pressure turbine disk close to the high-pressure turbine body assembly. The outer ring is installed on the inner surface of the high-pressure cone disk R. The high-pressure cone disk R is fixedly connected to the high-pressure turbine disk through high-pressure turbine disk connection bolts fixedly connected to the right end of the high-pressure cone disk L; a heating ring in a suspended state is arranged outside the high-pressure cone disk R, and the position of the heating ring corresponds to and is coaxially arranged with the intermediate bearing; The other end of the power short shaft of the low-pressure turbine disk is installed with a rear bearing of the low-pressure turbine. The outer ring of the rear bearing of the low-pressure turbine is installed in the inner ring of the rear bearing seat of the low-pressure turbine, and the rear bearing seat of the low-pressure turbine is supported and fixed by the bearing seat bracket R.

7. The aero-engine dual-rotor intermediate bearing fault simulation test bench according to claim 6, characterized in that: An oil inlet hole is opened at the installation position of the intermediate bearing on the power short shaft of the low-pressure turbine disk. The lubricating oil injected through the inner hole of the low-pressure power input shaft enters the inner ring of the intermediate bearing through the oil inlet hole; a groove is provided at the axial position of the inner ring of the intermediate bearing corresponding to the oil inlet hole, and a pair of small oil holes are opened on the groove; The lubrication of the intermediate bearing adopts an independent lubricating oil station.

8. The aero-engine dual-rotor intermediate bearing fault simulation test bench according to claim 7, wherein: A low-pressure turbine disk is installed on the power short shaft of the low-pressure turbine disk. An oil collecting cavity with an annular groove is opened on the disk-shaped structure below the connection part of the power short shaft of the low-pressure turbine disk and the low-pressure turbine disk. A joint type grease cup is installed at the end of the oil collecting cavity, and an oil collecting ring is arranged on the outlet side of the joint type grease cup for collecting the flowing lubricating oil.

9. The aero-engine dual-rotor intermediate bearing fault simulation test bench according to any one of claims 1-8, characterized in that: The multi-source data monitoring unit further includes a laser sensor arranged at the coupling at the output end of the high-pressure drive end, an acceleration sensor on the upper surface of the bearing seat bracket L connected to the high-pressure shaft bearing seat in the high-pressure rotor front support assembly, an acceleration sensor on the upper surface of the bearing seat bracket R connected to the rear bearing seat of the low-pressure turbine in the low-pressure turbine body assembly Ⅴ, an eddy current displacement sensor at the high-pressure disk shaft in the high-pressure turbine body assembly, an eddy current displacement sensor at the high-pressure cone disk R in the low-pressure turbine body assembly, and a metal debris sensor between the oil collecting ring and the lubricating oil pumping station.

10. A method for simulating and testing the faults of the intermediate bearing of a dual-rotor aero-engine, which uses the aero-engine dual-rotor intermediate bearing fault simulation test bench described in any one of claims 1-9, is characterized in that, The test contents include lubricating oil debris test, inner ring temperature test of the intermediate bearing and vibration test, and specifically include the following steps: Step 1: Arrange the multi-source data monitoring unit for measurement to the designated position on the aero-engine dual-rotor intermediate bearing fault simulation test bench; Step 2: Adjust the aero-engine dual-rotor intermediate bearing fault simulation test bench to the preset working state: S1. Intermediate bearing partial wear fault test: Make the high-pressure cone disk R of the outer ring of the intermediate bearing tilt, so that the inner and outer rings of the intermediate bearing produce an offset angle to simulate the partial wear fault of the bearing; by adjusting the mass and phase of the unbalance bolts of the low-pressure turbine disk in the low-pressure turbine body assembly Ⅴ and the high-pressure turbine disk in the high-pressure turbine body assembly respectively, different degrees of unbalance loading are realized; S2. Intermediary bearing lubrication malfunction test: Adjust the oil supply pressure of the independent lubricating oil station used for the intermediary bearing to subject the intermediary bearing to different lubrication conditions, and simulate the malfunctions including intermediary bearing scuffing, wear, and overheating caused by poor lubrication in the real working conditions; S3. Intermediary bearing spalling malfunction test: Pre-implant defect areas with different widths and shapes on the contact surfaces of the inner or outer ring raceways of the intermediary bearing to simulate the real intermediary bearing spalling malfunction; at the same time, through the unbalanced loading of the low-pressure turbine disk in the low-pressure turbine body assembly V and the high-pressure turbine disk in the high-pressure turbine body assembly, the fatigue spalling expansion of the intermediary bearing can be further simulated under long-term continuous operation; Step 3: Test the high-pressure rotor and the low-pressure rotor at different speeds, with an average test time of 10 min - 20 min for each speed. A total of 3 - 5 groups of data are collected at each speed, with a sampling frequency of 5120 Hz, and 20 s - 30 s of data are collected for each group. The multi-source data monitoring unit transmits the collected data to the computer system.

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