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

Abstract

The present invention relates to a fault simulation test bench and test method for an aircraft engine dual-rotor intermediate bearing, belonging to the technical field of intermediate bearings, comprising a dual-rotor system, wherein the drive devices of the high-pressure drive end and the low-pressure drive end are arranged relative to each other, the output end of the high-pressure drive end is connected to the output end of the low-pressure drive end through a high-pressure rotor front fulcrum assembly, a high-pressure turbine body assembly, and a low-pressure turbine body assembly in sequence; the front end of the low-pressure turbine slender shaft 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 fulcrum assembly through a bearing; an intermediate bearing is installed on the low-pressure turbine disk power short shaft connected to the end of the low-pressure turbine slender shaft. The present invention can more accurately simulate the actual working environment and failure mode of the intermediate bearing and realize multi-physical quantity measurement, providing a scientific basis for the design, use and maintenance of the aircraft engine intermediate bearing.

Description

Technical Field

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

[0002] As the power core of modern aviation equipment, the performance of aircraft engines is directly related to the reliability and safety of aircraft. As aircraft engines gradually develop towards lightweight and high thrust-to-weight ratios, a dual-rotor structure with an intermediate bearing is often adopted to further reduce engine size and improve thrust-to-weight ratio. In this dual-rotor structure, the rear support of the high-pressure rotor is supported on the low-pressure rotor via 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 support points of the high and low-pressure rotors are connected to the support structure and casing through main shaft bearings. The resulting dual-rotor-intermediate bearing system has very complex dynamic characteristics, and the vibrations of its various components are strongly coupled.

[0003] Among the many key components in an aircraft engine's dual-rotor system, the intermediate bearing plays a crucial role. Positioned between the engine's high-pressure and low-pressure rotors, the intermediate bearing carries the crucial task of load transmission. Due to its harsh operating environment, including wide-range high-speed counter-rotation, heavy loads, eccentric loads caused by thermal deformation of the high- and low-pressure rotors, misalignment caused by poor pivot coaxiality, poor lubrication, and high temperatures, intermediate bearings often suffer from roller deflection and unstable operating posture, leading to frequent faults such as eccentric wear, pitting, spalling, and slippage.

[0004] Traditional experimental research on intermediate bearing failures in aircraft engines typically relies on real engines. However, due to the complex structure of real engines and the limited sensor locations, it is inconvenient to install various physical measurement sensors, and the cost of engine modification is high. In addition, simulated intermediate bearing failure tests cause significant damage to the engine, making them unsuitable for real engines.

[0005] To solve the above problems, a variety of intermediate bearing test bench schemes have been proposed at home and abroad. Most of them adopt the form of rotating the inner and outer rings simultaneously to equivalent the inner ring single rotation or the outer ring single rotation. Although experimental research on intermediate bearings can also be carried out, many vibration characteristics are ignored in the equivalent process, and the influence of the vortex state of the high and low pressure rotors and the vibration transmission characteristics are not considered, and the service status of the real intermediate bearing cannot be reproduced. Summary of the Invention

[0006] In response to the shortcomings of the existing technology, the present invention provides a fault simulation test bench and test method for a dual-rotor intermediate bearing of an aero-engine, which more accurately simulates the actual working environment and failure mode of the intermediate bearing and realizes the measurement of multiple physical quantities, providing a scientific basis for the design, use and maintenance of the intermediate bearing of an aero-engine.

[0007] The aircraft engine dual-rotor intermediate bearing fault simulation test bench includes:

[0008] A dual-rotor system that is relatively arranged and rotates relative to each other, wherein the drive devices of the high-pressure driving end and the low-pressure driving end are arranged relatively to each other, and the output end of the high-pressure driving end is connected to 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 the low-pressure turbine slender shaft 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 fulcrum assembly through a bearing; an intermediate bearing is installed on the low-pressure turbine disk power stub connected to the end of the low-pressure turbine slender shaft, and the installation form of the intermediate bearing and the low-pressure turbine disk power stub, as well as the structural form and parameters of the intermediate bearing are consistent with the actual working condition of the intermediate bearing;

[0009] The multi-source data monitoring unit is used to monitor 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. A thermocouple temperature sensor is installed in the mounting hole of the low-pressure turbine disk power stub. It cooperates with the electric slip ring in the low-pressure rear end bearing seat of the low-pressure turbine assembly to monitor the inner and outer temperatures of the inner ring of the intermediate bearing.

[0010] Lubrication system, providing oil for lubrication of the test bench;

[0011] The control system is used to control the power supply of the entire experimental platform and the regulation of the high-voltage drive end and the low-voltage drive end.

[0012] The high-pressure rotor front fulcrum assembly includes a high-pressure turbine disc driven power stub, a high-pressure power connecting stub and a high-pressure shaft connected in sequence from left to right, and the connections are all spline connections; the outer sleeve of the high-pressure turbine disc driven power stub is provided with a power stub bearing seat, and a power stub bearing is installed between the high-pressure turbine disc driven power stub and the power stub bearing seat. The power stub bearing seat is installed on the inner ring of the high-pressure shaft bearing seat, and the high-pressure shaft bearing seat is fixed by 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. The high-pressure shaft bearing seat is provided with a splined lubricating oil inlet pipe joint connected to the lubricating oil system and a high-pressure shaft bearing lubricating oil inlet pipe joint to lubricate the high-pressure turbine disk drive power short shaft, the spline connection between the high-pressure power connecting short shaft and the high-pressure shaft, and 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 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 dual-bearing T-type bearing seat through an axial load preload device.

[0015] The double-bearing T-type bearing seat is equipped with an axial load bearing lubricating oil inlet pipe joint connected to the lubricating oil system to lubricate the two axial load bearings;

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

[0017] The high-pressure turbine assembly includes a high-pressure disc shaft, a high-pressure cone disc L, and a high-pressure turbine disc, which are connected in sequence from left to right. The high-pressure disc shaft is a hollow shaft, one end of which is fixedly connected to the high-pressure shaft, and the other end is fixedly connected to the high-pressure cone disc L. The high-pressure cone disc L is also fixedly connected to the high-pressure turbine disc.

[0018] The high-pressure cone disk L is in a cone shape, and the high-pressure disk shaft is connected to the small-diameter end of the high-pressure cone disk L.

[0019] The low-pressure turbine assembly comprises a low-pressure turbine slender shaft, one end of which is mounted with a low-pressure turbine disc front end bearing, and the other end of which is mounted in the inner hole of the low-pressure turbine disc power stub shaft; the inner hole of the low-pressure turbine disc power stub shaft is mounted with a low-pressure power input shaft, which is connected to the low-pressure drive end via a coupling;

[0020] The intermediate bearing is installed at one end of the low-pressure turbine disc power stub near the high-pressure turbine body assembly, and the outer ring is installed on the inner surface of the high-pressure cone R. The high-pressure cone R is fixedly connected to the high-pressure turbine disc by a high-pressure turbine disc connecting bolt fixedly connected to the right end of the high-pressure cone L. A heating ring is provided in a suspended state on the outside of the high-pressure cone R. The heating ring is located corresponding to the intermediate bearing and is coaxially arranged.

[0021] A low-pressure rear end bearing is installed at the other end of the low-pressure turbine disc power short shaft. The outer ring of the low-pressure rear end bearing is installed on the inner ring of the low-pressure rear end bearing seat. The low-pressure rear end bearing seat is supported and fixed by the bearing seat bracket R.

[0022] An oil inlet hole is provided on the power stub shaft of the low-pressure turbine disk at the installation position of the intermediate bearing. 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 on the inner ring of the intermediate bearing at the axial position corresponding to the oil inlet hole, and a pair of small oil holes are provided on the groove.

[0023] The intermediate bearings are lubricated using an independent lubrication station.

[0024] A low-pressure turbine disc is installed on the low-pressure turbine disc power stub shaft. An oil collecting chamber with an annular groove is opened on the lower disc-shaped structure of the low-pressure turbine disc power stub shaft at the connection with the low-pressure turbine disc. A joint-type pressure-injection oil cup is installed at the end of the oil collecting chamber. An oil collecting ring is provided on the outlet side of the joint-type pressure-injection oil cup to collect the outflowing lubricating oil.

[0025] The multi-source data monitoring unit also 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 fulcrum assembly, an acceleration sensor on the upper surface of the bearing seat bracket R connected to the low-pressure rear end bearing seat in the low-pressure turbine assembly V, an eddy current displacement sensor at the high-pressure disc shaft in the high-pressure turbine assembly, an eddy current displacement sensor at the high-pressure cone disc R in the low-pressure turbine assembly, and a metal chip sensor between the oil collecting ring and the lubricating oil pump station.

[0026] The aircraft engine twin-rotor intermediate bearing fault simulation test method uses the above-mentioned aircraft engine twin-rotor intermediate bearing fault simulation test bench. The test contents include lubricating oil chip test, intermediate bearing inner ring temperature test and vibration test, and specifically include the following steps:

[0027] Step 1: Arrange the multi-source data monitoring unit for measurement at a designated location of the aircraft engine dual-rotor intermediate bearing fault simulation test bench;

[0028] Step 2: Adjust the aircraft engine dual-rotor intermediate bearing fault simulation test bench to a preset working state;

[0029] S1. Intermediate bearing eccentric wear failure test: The high-pressure cone R of the intermediate bearing outer ring is tilted, thereby causing misalignment between the inner and outer rings of the intermediate bearing to simulate eccentric bearing wear failure. Different degrees of unbalanced loading are achieved by adjusting the mass and phase of the unbalance bolts of the low-pressure turbine disc in the low-pressure turbine assembly V and the high-pressure turbine disc in the high-pressure turbine assembly V.

[0030] S2. Intermediate bearing poor lubrication failure test: The oil supply pressure of the independent lubricating oil station used by the intermediate bearing is adjusted to subject the intermediate bearing to different lubrication conditions, simulating actual operating conditions and other failures caused by poor lubrication, including intermediate bearing adhesion, wear, and overheating.

[0031] S3. Intermediate bearing spalling failure test: Defect areas of varying widths and shapes are pre-implanted on the contact surface of the inner or outer ring raceway of the intermediate bearing to simulate actual intermediate bearing spalling failure. Simultaneously, unbalanced loading is applied to the low-pressure turbine discs in the low-pressure turbine assembly V and the high-pressure turbine discs in the high-pressure turbine assembly to further simulate fatigue spalling propagation of the intermediate bearing under long-term continuous operation.

[0032] Step 3: Test the high-pressure rotor and the low-pressure rotor at different speeds, with an average test time of 10-20 minutes at each speed. Collect 3-5 groups of data at each speed, with a sampling frequency of 5120 Hz and each group of data collected for 20-30 seconds. The multi-source data monitoring unit transmits the collected data to the computer system.

[0033] By means of the above technical solution, the present invention has at least the following beneficial effects:

[0034] In the present invention, the low-pressure rotor and the high-pressure rotor adopt a layout and structure consistent with a real aircraft engine and are driven by dual motors, taking full account of the actual structure and dynamic characteristics of the intermediate bearing-dual rotor system.

[0035] The present invention simplifies the system based on the same mass ratio and dynamic similarity principle as the prototype's dual-rotor system structure, and structurally simplifies the actual multi-disc structure into a small-disc structure, which can better highlight the vibration characteristics of the system under intermediate bearing failure and the influence of related parameters.

[0036] The intermediate bearing of the present invention adopts a dual-rotor counter-rotating working mode. At the same time, the installation form of the intermediate bearing and the low-pressure turbine disk power short shaft, 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 surrounding structure of the intermediate bearing is consistent with the real engine. The lubrication and oil return method and the chamber are also designed with reference to the real engine for similarity, ensuring the accuracy and reliability of the simulation test.

[0037] The combination of the electric slip ring and the thermocouple temperature sensor adopted in the present invention can measure the inner and outer temperatures of the inner ring of the intermediate bearing, solving the problem of difficulty in measuring the temperature of the intermediate bearing.

[0038] This invention effectively simulates various types of intermediate bearing damage, collecting and analyzing signals such as vibration, temperature, and oil debris under different operating conditions. This data provides important experimental evidence for studying failure mechanisms in aircraft engine intermediate bearing-dual rotor systems, such as intermediate bearing eccentric wear and spalling. Furthermore, this invention provides multi-source physical quantity data monitoring, including displacement, acceleration, temperature, and oil debris testing and analysis capabilities, significantly improving the research efficiency of intermediate bearing failure mechanisms and performance evaluation. BRIEF DESCRIPTION OF THE DRAWINGS

[0039] Figure 1 This is a schematic diagram of the overall structure of the aircraft engine dual-rotor intermediate bearing fault simulation test bench of the present invention (thin lines in the figure represent insulated cables, thick lines represent lubricating oil pipes, and dotted lines represent data streams);

[0040] Figure 2This is a schematic structural diagram of a high-pressure rotor front support assembly in an aero-engine dual-rotor intermediate bearing failure simulation test bench according to the present invention;

[0041] Figure 3 This is a schematic structural diagram of a high-pressure turbine assembly in a dual-rotor intermediate bearing failure simulation test bench for an aero-engine according to the present invention;

[0042] Figure 4 This is a schematic structural diagram of a low-pressure turbine assembly in a dual-rotor intermediate bearing fault simulation test bench for an aero-engine according to the present invention;

[0043] Figure 5 Schematic diagram of the lubrication method of the intermediate bearing in the aircraft engine dual-rotor intermediate bearing fault simulation test bench of the present invention (wherein the black arrow represents the lubricating oil path);

[0044] Figure 6 Schematic diagram of the structure of the intermediate bearing in the aircraft engine dual-rotor intermediate bearing fault simulation test bench of the present invention;

[0045] Figure 7 A schematic diagram of the arrangement of relevant test sensors for the aircraft engine dual-rotor intermediate bearing fault simulation test bench of the present invention;

[0046] Figure 8 Schematic diagram of a method for measuring the temperature of an inner ring of an intermediate bearing in a dual-rotor intermediate bearing fault simulation test bench for an aero-engine according to the present invention;

[0047] In the picture:

[0048] 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 body assembly, Ⅴ-Low-pressure turbine body assembly, Ⅵ-1-Bearing seat bracket L, Ⅵ-2-Bearing seat bracket C, Ⅵ-3-Bearing seat bracket R, Ⅶ-Control system, VIII-Lubrication system, Ⅸ-1-Data acquisition device, Ⅸ-2-Computer system;

[0049] 1-High-pressure turbine disk drive power stub, 2-Axial locking nut I, 3-External threaded elbow joint, 4-Power stub bearing left end cover, 5-Power stub bearing seat, 6-Power stub bearing, 7-High-pressure shaft bearing seat, 8-Spline oil inlet pipe joint, 9-High-pressure shaft bearing oil inlet pipe joint, 10-High-pressure shaft bearing, 11-High-pressure shaft bearing right end cover, 12-Locking ring, 13-Axial load preload device, 14-Axial locking nut II, 15-Axial load bearing L, 16-Axial load bearing oil inlet pipe joint, 17-Axial load bearing R, 18-Adjusting gasket, 19-Low-pressure turbine disk front end bearing, 20-Inner bearing pressing nut, 21-High-pressure power connecting stub, 22-Axial locking nut III, 23-High-pressure shaft, 24-High-pressure sealing ring, 25-Dual-bearing T-type bearing seat, 26-High-pressure disk shaft connecting bolt L, 27 -High-pressure disc shaft, 28-High-pressure disc shaft connecting bolt R, 29-High-pressure turbine disc connecting bolt, 30-High-pressure turbine disc, 31-High-pressure cone disc L, 32-Radial locking nut I, 33-Low-pressure turbine slender shaft, 34-Axial locking nut IV, 35-High-pressure cone disc R, 36-Bearing seal locating ring, 37-Set screw, 38-Bearing pressure nut, 39-Intermediate bearing, 40-Bearing outer ring pressure nut, 41-Low-pressure turbine disc, 42-Connector-type pressure oil filling cup, 43-Low-pressure turbine disc power stub, 44-Oil collecting ring, 45-Low-pressure rear end bearing left end cover, 46-Low-pressure rear end bearing, 47-Low-pressure rear end 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;

[0050] 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-electric slip ring, i-metal chip sensor, j-thermocouple temperature sensor. DETAILED DESCRIPTION

[0051] In order to better explain the present invention and facilitate understanding, the technical solutions and effects of the present invention are described in detail below with reference to the accompanying drawings through specific implementation methods.

[0052] Example 1

[0053] like Figures 1-8As shown, this embodiment provides a test bench for simulating the failure of a dual-rotor intermediate bearing in an aircraft engine. This system is simplified based on the same mass ratio and dynamic similarity principles as the prototype's dual-rotor system. Specifically, it includes a horizontal base I, on which is mounted a dual-rotor system consisting 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 relative to each other and rotate relative to each other during testing. The low-pressure rotor and the high-pressure rotor adopt a layout and structure consistent with that of an actual aircraft engine and are driven by dual motors. Specifically, it includes two opposing drive devices, namely, high-pressure rotor motor II-1 and low-pressure rotor motor II-2. High-pressure rotor motor II-1 is connected to low-pressure rotor motor II-2 via high-pressure rotor front support assembly III, high-pressure turbine assembly IV, and low-pressure turbine assembly V, and is arranged horizontally on horizontal base I.

[0054] In this embodiment, the high-pressure rotor motor II-1 and the low-pressure rotor motor II-2 are fixed at opposite ends of the horizontal base I. 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 via a 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 assembly V via a 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, respectively providing power to the high-pressure and low-pressure rotor systems. The high-pressure rotor front support assembly III is supported and fixed by bearing support bracket L VI-1, the high-pressure turbine assembly IV is supported and fixed by bearing support bracket C VI-2, and the low-pressure turbine assembly V is supported and fixed by bearing support bracket R VI-3.

[0055] The high-pressure rotor front fulcrum 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 connected in sequence 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 in pairs through splines to form a rotating shaft to realize power transmission.

[0056] In this embodiment, the high-pressure rotor front fulcrum assembly III includes a high-pressure turbine disk drive power stub shaft 1 located at the left end. The high-pressure turbine disk drive power stub shaft 1 is connected to the output end of the high-pressure rotor motor II-1 via a high-pressure end coupling 51. The inner hole at the right end of the high-pressure turbine disk drive power stub shaft 1 is provided with an internal spline, which transmits power by mating with the external spline provided at the left end of the high-pressure power connection stub shaft 21. The right end of the high-pressure power connection stub shaft 21 is also provided with an external spline, which transmits power by mating with the internal spline provided at the inner hole at the left end of the high-pressure shaft 23. The high-pressure rotor front fulcrum assembly III achieves power transmission through a spline connection. The spline connection structure can provide efficient torque transmission and reliable axial positioning, while reducing vibration and wear.

[0057] The outer sleeve of the high-pressure turbine disk driven power stub shaft 1 is provided with a power stub shaft bearing seat 5, and a power stub shaft bearing 6 is installed between the high-pressure turbine disk driven power stub shaft 1 and the power stub shaft bearing seat 5. The power stub shaft bearing seat 5 is installed on the inner ring of the high-pressure shaft bearing seat 7; the high-pressure shaft bearing seat 7 is connected to the power stub shaft bearing seat 5 through 8 circumferentially evenly distributed bolts and installed on the bearing seat bracket L Ⅵ-1.

[0058] In this embodiment, the power stub bearing 6 is a four-point contact ball bearing, which is the first fulcrum of the dual-rotor system and is denoted as 1#. The inner ring of the power stub bearing 6 is mounted on the high-pressure turbine disk-driven power stub 1, and is axially positioned with the shaft end of the high-pressure turbine disk-driven power stub 1 by an axial locking nut Ⅰ 2 connected to one end thereof. The outer ring of the power stub bearing 6 is axially positioned with the power stub bearing seat 5 by the end face of the power stub bearing left end cover 4. The power stub bearing left end cover 4 is connected to the power stub bearing seat 5 by bolts and an adjusting gasket 18. An external threaded elbow 3 is installed on the power stub bearing left end cover 4 for connecting to the lubricating oil system to lubricate the power stub bearing 6.

[0059] A high-pressure shaft bearing 10 is mounted between the high-pressure shaft bearing seat 7 and the high-pressure shaft 23. A splined lubricating oil inlet pipe joint 8 and a high-pressure shaft bearing lubricating oil inlet pipe joint 9 are provided on the high-pressure shaft bearing seat 7. The splined lubricating oil inlet pipe joint 8 is connected to the lubricating oil system to lubricate the spline connections between the high-pressure turbine disk drive power stub 1, the high-pressure power connection stub 21, and the high-pressure shaft 23. This reduces impact between the spline tooth surfaces, reduces friction, reduces wear, avoids overheating, and improves 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.

[0060] In this embodiment, the high-pressure shaft bearing 10 is a four-point contact ball bearing, designated 2#, and represents the second fulcrum of the dual-rotor system. The inner ring of the high-pressure shaft bearing 10 is mounted on the left side of the high-pressure shaft 23 and is axially positioned by an axial locking nut III 22 connected to one end of the high-pressure shaft bearing 10 and the end of the high-pressure shaft 23. The outer ring of the high-pressure shaft bearing 10 is mounted on the inner ring of the high-pressure shaft bearing seat 7 and is axially positioned by the high-pressure shaft bearing seat 7 and the end face of the high-pressure shaft bearing right end cap 11. The high-pressure shaft bearing seat 7 is provided with two splined oil inlet pipe joints 8 and one high-pressure shaft bearing oil inlet pipe joint 9. The two splined oil inlet pipe joints 8 are located near the left end of the high-pressure rotor front fulcrum assembly III.

[0061] The high-pressure shaft 23 is a hollow shaft. Two axial load bearings are installed on the right side of the high-pressure shaft 23, i.e., on the side close to the high-pressure turbine assembly IV. They are axial load bearing L15 and axial load bearing R17. The axial load bearing L15 is the third support point of the dual-rotor system, denoted as 3#, and the axial load bearing R17 is the fourth support point of the dual-rotor system, denoted as 4#.

[0062] In this embodiment, both axial load bearings are high-speed thrust angular contact ball bearings, mounted back-to-back. This mounting arrangement can withstand bidirectional axial loads while providing increased rigidity and stability. The inner rings of the two axial load bearings are axially positioned with the end of the high-pressure shaft 23 via an axial locking nut II 14 mounted at one end. The outer rings of the two axial load bearings are axially positioned with the dual-bearing T-shaped bearing seat 25 via an axial load preload device 13.

[0063] The axial load preload device 13 is mounted on the high-pressure shaft 23 via a locating ring 12 and abuts the outer ring end of the axial load bearing L 15. A high-pressure seal ring 24 is provided between the locating ring 12 and the axial load preload device 13 to prevent oil leakage. The dual-bearing T-shaped bearing seat 25 is mounted on the outer ring of the axial load bearing and abuts the outer ring end of the axial load bearing R 17. The dual-bearing T-shaped bearing seat 25 is axially positioned by the locating ring 12 and the axial load preload device 13. It is also connected to the bearing seat bracket CVI-2 via eight circumferentially distributed bolts for support.

[0064] The dual-bearing T-shaped bearing seat 25 is provided with an axial load bearing lubricating oil inlet pipe joint 16 for connecting to a lubricating oil system to achieve lubrication of the two axial load bearings.

[0065] The high-pressure turbine assembly IV comprises, sequentially connected from left to right, a high-pressure disc shaft 27, a high-pressure cone disc L 31, and a high-pressure turbine disc 30. The high-pressure disc shaft 27 is a hollow shaft, its left end fixedly connected to the right end of the high-pressure shaft 23 via eight circumferentially distributed high-pressure disc shaft connecting bolts L 26. The right end of the high-pressure disc shaft 27 is fixedly connected to the left end of the high-pressure cone disc L 31 via eight circumferentially distributed high-pressure disc shaft connecting bolts R 28. The right end of the high-pressure cone disc L 31 is fixedly connected to the high-pressure turbine disc 30 via sixteen circumferentially distributed high-pressure turbine disc connecting bolts 29.

[0066] The high-pressure cone disk L31 is conical. In this embodiment, the high-pressure disk shaft 27 is connected to the small-diameter end of the high-pressure cone disk L31.

[0067] The low-pressure turbine assembly V includes a low-pressure turbine slender shaft 33, and the left end of the low-pressure turbine slender shaft 33 is installed with a low-pressure turbine disk front end bearing 19, which is the fifth support point of the dual-rotor system and is marked as 5#.

[0068] In this embodiment, the low-pressure turbine slender shaft 33 is a solid stepped shaft. The low-pressure turbine disc front bearing 19 is a double-row cylindrical roller bearing. The inner ring of the low-pressure turbine disc front bearing 19 is mounted on the low-pressure turbine slender shaft 33 and is axially positioned by a radial locking nut I 32 connected to the low-pressure turbine slender shaft 33 and the end of the low-pressure turbine slender shaft 33. The outer ring of the low-pressure turbine disc front bearing 19 is mounted on the inner surface of the high-pressure turbine disc drive power stub 1 and is axially positioned by the inner ring shoulder of the high-pressure turbine disc drive power stub 1 and the inner bearing lock nut 20. The right end of the low-pressure turbine slender shaft 33 is mounted in the inner bore of the low-pressure turbine disc power stub 43. The low-pressure turbine slender shaft 33 and the low-pressure turbine disc power stub 43 are circumferentially positioned and locked by four set screws 37. A bearing seal locating ring 36 is circumferentially mounted on the low-pressure turbine disc power stub 43 to radially secure the set screws 37 and prevent them from being thrown out during rotation.

[0069] The low-pressure turbine disc power stub shaft 43 is a hollow shaft with a stepped bore. An intermediate bearing 39 is mounted on its left end, representing the sixth pivot point of the dual-rotor system, designated #6. The mounting arrangement of intermediate bearing 39 to the low-pressure turbine disc power stub shaft 43, as well as its structural form and parameters, are consistent with the actual operating conditions of the intermediate bearing. Specifically, intermediate bearing 39 is a cylindrical roller bearing, the inner ring of which is mounted on the low-pressure turbine disc power stub shaft 43. Axial positioning is achieved by an axial locking nut IV 34, a bearing seal locating ring 36, a bearing compression nut 38, and the shaft end of the low-pressure turbine disc power stub shaft 43. The axial locking nut IV 34, bearing seal locating ring 36, and bearing compression nut 38 are mounted, from left to right, axially along the low-pressure turbine disc power stub shaft 43 at the left end of the intermediate bearing 39. The outer ring of the intermediate bearing 39 is mounted on the inner surface of the high-pressure cone R 35, and axial positioning is achieved by the inner ring shoulder of the high-pressure cone R 35 and the bearing outer ring compression nut 40. The left end of the high-pressure cone R 35 is fixedly connected to the high-pressure turbine disk 30 via a high-pressure turbine disk connecting bolt 29 that is fixedly connected to the right end of the high-pressure cone L 31 .

[0070] The low-pressure turbine disk 41 is fixed to the low-pressure turbine disk power stub 43 via 16 circumferentially distributed bolts. Specifically, the low-pressure turbine disk power stub 43 has an oil collection chamber with an annular groove on the disc-shaped structure below the connection with the low-pressure turbine disk 41. A threaded hole is provided at the end of the oil collection chamber for mounting a joint-type pressure injection cup 42. An oil collection ring 44 is installed on the outlet side of the joint-type pressure injection cup 42 to collect the outflowing lubricating oil and recycle it into lubrication system VIII.

[0071] In this embodiment, the low-pressure turbine disk power stub shaft 43 is provided with an oil inlet hole at the mounting location of the intermediate bearing 39. Lubricating oil injected through the inner bore of the low-pressure power input shaft 50 enters the inner ring of the intermediate bearing 39 through this oil inlet hole. The inner ring of the intermediate bearing 39 is provided with a groove at the axial position corresponding to the oil inlet hole. The groove is provided with a pair of small oil holes. The lubricating oil entering the inner ring of the intermediate bearing 39 can enter the retainer and rollers of the intermediate bearing 39 through the small oil holes in the groove, thereby lubricating the intermediate bearing 39. After passing through the intermediate bearing 39, the lubricating oil is thrown into the oil collection chamber on the right side by the centrifugal force generated by the rotation of the rotor. It then flows out through the joint-type pressure-injection oil cup 42 at the end of the oil collection chamber into the oil collection ring 44, and finally connects to the circuit of lubrication system VIII through the pipe joint installed at the bottom of the oil collection ring 44.

[0072] A low-pressure rear end bearing 46 is mounted on the right side of the low-pressure turbine disc power stub 43. This represents the seventh pivot point of the dual-rotor system, designated #7. Specifically, the low-pressure rear end bearing 46 is a four-point contact ball bearing. Its inner ring is mounted on the low-pressure turbine disc power stub 43 and axially positioned by the shaft end of the low-pressure turbine disc power stub 43 and radial locking nut II 48. The outer ring of the low-pressure rear end bearing 46 is mounted on the inner ring of the low-pressure rear end bearing seat 47. Axial positioning is achieved by the end face of the low-pressure rear end bearing left end cap 45 and the inner ring shoulder of the low-pressure rear end bearing seat 47. The low-pressure rear end bearing seat 47 is fixedly connected to the bearing seat bracket R VI-3 via eight circumferentially spaced bolts, providing support. A low-pressure rear end bearing lubricant oil inlet pipe connector is provided on the low-pressure rear end bearing seat 47 for lubrication of the low-pressure rear end bearing 46. Conventional lubrication methods can be used for the low-pressure rear end bearing 46.

[0073] A low-pressure power input shaft 50 is installed in the inner hole of the low-pressure turbine disc power stub shaft 43 and is connected to the low-pressure drive end through a low-pressure end coupling 53; a low-pressure sealing ring 49 is provided between the low-pressure turbine disc power stub shaft 43 and the low-pressure power input shaft 50.

[0074] In this embodiment, the low-pressure power input shaft 50 is a hollow shaft with an inner hole in the middle, which is connected to the oil inlet hole provided at the installation position of the intermediate bearing 39 of the low-pressure turbine disk power short shaft 43.

[0075] A heating ring 52 is provided on the outer side of the high-pressure cone disk R 35 mounted on the outer ring of the intermediate bearing 39. The heating ring 52 is suspended in the air 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.

[0076] 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 achieving a true simulation of the high-temperature environment of the intermediate bearing of the aircraft engine.

[0077] Lubrication system VIII comprises a lubricating oil pump station and lubricating oil pipes. A separate lubricating oil station lubricates intermediate bearing 39. During operation, oil is pumped from the lubricating oil station into the inner bore of low-pressure power input shaft 50, then into intermediate bearing 39 for lubrication. This lubricating oil removes metal particles from the intermediate bearing 39 during movement, passes through a magnetic filter to remove magnetic iron filings and abrasives, and then returns to the oil tank of the lubricating oil pump station, forming a thin oil circulation lubrication system.

[0078] The aircraft engine dual-rotor intermediate bearing fault simulation test bench also includes a data acquisition and processing system, which includes a data acquisition device IX-1, a multi-source data monitoring unit and a computer system IX-2 equipped with real-time data acquisition, processing and display software, wherein the multi-source data monitoring unit includes a laser sensor a, an acceleration sensor, an eddy current displacement sensor, a metal chip sensor i, an electric slip ring h and a thermocouple temperature sensor j.

[0079] 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 top upper surface of the bearing seat bracket L Ⅵ-1 and a second acceleration sensor g arranged on the top upper surface 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 disc shaft 27 and a third eddy current displacement sensor e and a fourth eddy current displacement sensor f arranged at the high-pressure cone disc R 35; the metal chip end 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 end bearing seat 47; the thermocouple temperature sensor j is installed in a mounting hole pre-opened axially on the low-pressure turbine disc power short shaft 43, and the two branches at the end of the mounting hole are respectively connected to the inner side and the outer side of the inner ring of the intermediate bearing 39.

[0080] 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 control the high-voltage rotor motor II-1 and low-voltage rotor motor II-2, and control the forward and reverse rotation of the high-voltage rotor motor II-1 and low-voltage rotor motor II-2, as well as the motor speed increase and decrease, motor speed increase and decrease time, motor constant speed, etc. and real-time display of the shaft speed according to the parameters given in the industrial control computer configuration software of the frequency conversion control system.

[0081] Example 2

[0082] 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, specifically comprising the following steps:

[0083] Step 1: Arrange the multi-source data monitoring unit for measurement at a designated location of the aircraft engine dual-rotor intermediate bearing fault simulation test bench;

[0084] 1. Laser sensor a is arranged at the high-pressure end coupling 51 and is used to measure the high-pressure rotor speed in real time;

[0085] 2. There are two acceleration sensors in total. The first acceleration sensor b is arranged on the top upper surface of the bearing support bracket L VI-1, and the second acceleration sensor g is arranged on the top upper surface of the bearing support bracket C VI-2, which are used to measure the vibration acceleration signals of the high and low pressure rotors respectively;

[0086] 3. There are four eddy current displacement sensors, of which 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;

[0087] 4. The metal chip sensor i is installed between the oil collecting ring 44 and the lubricating oil pump station via the hydraulic oil pipe to obtain chip data in the lubricating oil sample of the simulated fault bearing;

[0088] 5. Thermocouple temperature sensor j is installed in the pre-opened mounting hole of the low-pressure turbine disk power stub shaft 43. Two branches are branched on the left side of the mounting hole, connecting to the inner and outer sides of the inner ring of the intermediate bearing respectively;

[0089] 6. The electric slip ring h is fixedly connected to the bearing seat bracket R VI-3 by two bolts distributed circumferentially at an angle of 180° and installed in the low-pressure rear end bearing seat 47. The connecting wire of the stator of the electric slip ring h is connected to the thermocouple temperature sensor j. The combination of the electric 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.

[0090] Step 2: Adjust the aircraft engine dual rotor intermediate bearing fault simulation test bench to the preset working state:

[0091] 1. Intermediate bearing eccentric wear failure test: By adjusting the gasket height of the bearing seat bracket Ⅵ-3, the high-pressure cone disk R35 is tilted, thereby causing the inner and outer rings of the intermediate bearing 39 to have a misalignment angle, thereby simulating the bearing eccentric wear failure. By adjusting the mass and phase of the unbalance bolts of the low-pressure turbine disk 41 and the high-pressure turbine disk 30 respectively, different degrees of unbalanced loading can be achieved.

[0092] 2. Intermediate bearing poor lubrication fault test: By adjusting the oil supply pressure of the independent lubricating oil station used by the intermediate bearing 39, the intermediate bearing 39 is subjected to different lubrication conditions, including oil interruption and oil shortage, to simulate the intermediate bearing bonding, wear, overheating, etc. caused by poor lubrication in real working conditions.

[0093] 3. Intermediate bearing spalling failure test: Defect areas of different widths and shapes are pre-implanted on the inner or outer ring raceway contact surface of the intermediate bearing 39 through methods such as electrospark machining to simulate a real intermediate bearing spalling failure. At the same time, through unbalanced 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.

[0094] 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 9000rpm for the low-pressure rotor, 6000rpm, 9000rpm, 12000rpm and 14000rpm for the high-pressure rotor; 6000rpm for the high-pressure rotor, and 6000rpm, 9000rpm and 12000rpm for the low-pressure rotor. The test lasts for an average of 10-20 minutes at each speed, with 3-5 sets of data collected at each speed. The sampling frequency is 5120 Hz, and each set of data is collected for 20-30 seconds. The laser sensor a, acceleration sensor, eddy current displacement sensor, metal chip sensor i, electric slip ring h, and thermocouple temperature sensor j transmit the collected data to the computer system IX-2 via the data collector IX-1. According to actual needs, signal analysis methods such as time domain, frequency domain, and time-frequency domain are used to extract sensitive features from the original vibration signal, chip signal, and temperature signal, and establish a logical association between the sensitive features of the multi-source signal and the intermediate bearing structure parameters and failure modes, providing support for subsequent applications such as bearing structure improvement and fault identification.

[0095] The structural dimensions and surrounding structure of the intermediate bearing 39 of the present invention are consistent with those of a real engine. At the same time, the lubrication method and chamber are similar to those of a real engine. By providing a dual-rotor counter-rotating working mode, the accuracy and reliability of the simulation test are ensured.

[0096] This test bench can simulate intermediate bearing failures such as eccentric friction, pitting, and spalling, and obtain vibration, temperature, and lubricant debris signals under various speeds and axial loading conditions, providing experimental data support for research on the factors affecting intermediate bearing failures in aircraft engines. Furthermore, this technical solution provides a comprehensive set of testing technologies with multi-source physical quantity data, including the testing and analysis of displacement, acceleration, temperature, and lubricant debris data, providing an effective tool for in-depth research on intermediate bearing failure mechanisms and performance evaluation.

[0097] In addition to the intermediate bearing eccentric wear, poor lubrication, and spalling failure tests mentioned in the examples, this test bench can also simulate intermediate bearing pitting, ring deformation, cage damage, rolling element wear, and abrasive wear caused by foreign matter by pre-implanting failures. The solutions in the examples are not intended to limit the scope of protection of the present invention. All equivalent implementations or modifications that do not depart from the scope of protection of the present invention are included in the scope of protection of the present invention.

Claims

1. The aircraft engine dual rotor intermediate bearing fault simulation test bench is characterized by: include: A dual-rotor system that is relatively arranged and rotates relative to each other, wherein the drive devices of the high-pressure driving end and the low-pressure driving end are arranged relatively to each other, and the output end of the high-pressure driving end is connected to 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 the low-pressure turbine slender shaft 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 fulcrum assembly through a bearing; an intermediate bearing is installed on the low-pressure turbine disk power stub connected to the end of the low-pressure turbine slender shaft, and the installation form of the intermediate bearing and the low-pressure turbine disk power stub, as well as the structural form and parameters of the intermediate bearing are consistent with the actual working condition of the intermediate bearing; The multi-source data monitoring unit is used to monitor 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. A thermocouple temperature sensor is installed in the mounting hole of the low-pressure turbine disk power stub. It cooperates with the electric slip ring in the low-pressure rear end bearing seat of the low-pressure turbine assembly to monitor the inner and outer temperatures of the inner ring of the intermediate bearing. Lubrication system, providing oil for lubrication of the test bench; The control system is used to control the power supply of the entire experimental platform and the regulation of the high-voltage drive end and the low-voltage drive end.

2. The aircraft engine dual-rotor intermediate bearing fault simulation test bench according to claim 1 is characterized in that: The high-pressure rotor front fulcrum assembly includes a high-pressure turbine disc driven power stub, a high-pressure power connecting stub and a high-pressure shaft connected in sequence from left to right, and the connections are all spline connections; the outer sleeve of the high-pressure turbine disc driven power stub is provided with a power stub bearing seat, and a power stub bearing is installed between the high-pressure turbine disc driven power stub and the power stub bearing seat. The power stub bearing seat is installed on the inner ring of the high-pressure shaft bearing seat, and the high-pressure shaft bearing seat is fixed by a bearing seat bracket L.

3. The aircraft engine dual-rotor intermediate bearing fault simulation test bench according to claim 2 is 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 splined lubricating oil inlet pipe joint connected to the lubricating oil system and a high-pressure shaft bearing lubricating oil inlet pipe joint to lubricate the high-pressure turbine disk drive power short shaft, the spline connection between the high-pressure power connecting short shaft and the high-pressure shaft, and the high-pressure shaft bearing.

4. The aircraft engine dual-rotor intermediate bearing fault simulation test bench according to claim 3 is characterized by: 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 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 dual-bearing T-type bearing seat through an axial load preload device. The double-bearing T-type bearing seat is equipped 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-type bearing seat is supported and fixed by the bearing seat bracket C.

5. The aircraft engine dual-rotor intermediate bearing fault simulation test bench according to claim 3 is characterized in that: The high-pressure turbine assembly includes a high-pressure disc shaft, a high-pressure cone disc L, and a high-pressure turbine disc, which are connected in sequence from left to right. The high-pressure disc shaft is a hollow shaft, one end of which is fixedly connected to the high-pressure shaft, and the other end is fixedly connected to the high-pressure cone disc L. The high-pressure cone disc L is also fixedly connected to the high-pressure turbine disc. The high-pressure cone disk L is in a cone shape, and the high-pressure disk shaft is connected to the small-diameter end of the high-pressure cone disk L.

6. The aircraft engine dual-rotor intermediate bearing fault simulation test bench according to claim 5, characterized in that: The low-pressure turbine assembly comprises a low-pressure turbine slender shaft, one end of which is mounted with a low-pressure turbine disc front end bearing, and the other end of which is mounted in the inner hole of the low-pressure turbine disc power stub shaft; the inner hole of the low-pressure turbine disc power stub shaft is mounted with a low-pressure power input shaft, which is connected to the low-pressure drive end via a coupling; The intermediate bearing is installed at one end of the low-pressure turbine disc power stub near the high-pressure turbine body assembly, and the outer ring is installed on the inner surface of the high-pressure cone R. The high-pressure cone R is fixedly connected to the high-pressure turbine disc by a high-pressure turbine disc connecting bolt fixedly connected to the right end of the high-pressure cone L. A heating ring is provided in a suspended state on the outside of the high-pressure cone R. The heating ring is located corresponding to the intermediate bearing and is coaxially arranged. A low-pressure rear end bearing is installed at the other end of the low-pressure turbine disc power short shaft. The outer ring of the low-pressure rear end bearing is installed on the inner ring of the low-pressure rear end bearing seat. The low-pressure rear end bearing seat is supported and fixed by the bearing seat bracket R.

7. The aircraft engine dual-rotor intermediate bearing fault simulation test bench according to claim 6, characterized in that: An oil inlet hole is provided on the power stub shaft of the low-pressure turbine disk at the installation position of the intermediate bearing. 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 on the inner ring of the intermediate bearing at the axial position corresponding to the oil inlet hole, and a pair of small oil holes are provided on the groove. The intermediate bearings are lubricated using an independent lubrication station.

8. The aircraft engine dual-rotor intermediate bearing fault simulation test bench according to claim 7, characterized in that: A low-pressure turbine disc is installed on the low-pressure turbine disc power stub shaft. An oil collecting chamber with an annular groove is opened on the lower disc-shaped structure of the low-pressure turbine disc power stub shaft at the connection with the low-pressure turbine disc. A joint-type pressure-injection oil cup is installed at the end of the oil collecting chamber. An oil collecting ring is provided on the outlet side of the joint-type pressure-injection oil cup to collect the outflowing lubricating oil.

9. The aircraft engine dual-rotor intermediate bearing fault simulation test bench according to any one of claims 1 to 8, characterized in that: The multi-source data monitoring unit also 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 fulcrum assembly, an acceleration sensor on the upper surface of the bearing seat bracket R connected to the low-pressure rear end bearing seat in the low-pressure turbine assembly V, an eddy current displacement sensor at the high-pressure disc shaft in the high-pressure turbine assembly, an eddy current displacement sensor at the high-pressure cone disc R in the low-pressure turbine assembly, and a metal chip sensor between the oil collecting ring and the lubricating oil pump station.

10. A method for simulating and testing a fault of a dual-rotor intermediate bearing of an aircraft engine, using the aircraft engine dual-rotor intermediate bearing fault simulation test bench according to any one of claims 1 to 9, characterized in that: The test contents include lubricating oil chip test, intermediate bearing inner ring temperature test and vibration test, which specifically include the following steps: Step 1: Arrange the multi-source data monitoring unit for measurement to the designated location of the aircraft engine dual-rotor intermediate bearing fault simulation test bench: Step 2: Adjust the aircraft engine dual rotor intermediate bearing fault simulation test bench to the preset working state: S1. Intermediate bearing eccentric wear failure test: The high-pressure cone R of the intermediate bearing outer ring is tilted, thereby causing misalignment between the inner and outer rings of the intermediate bearing to simulate eccentric bearing wear failure. Different degrees of unbalanced loading are achieved by adjusting the mass and phase of the unbalance bolts of the low-pressure turbine disc in the low-pressure turbine assembly V and the high-pressure turbine disc in the high-pressure turbine assembly V. S2. Intermediate bearing poor lubrication failure test: The oil supply pressure of the independent lubricating oil station used by the intermediate bearing is adjusted to subject the intermediate bearing to different lubrication conditions, simulating actual operating conditions and other failures caused by poor lubrication, including intermediate bearing adhesion, wear, and overheating. S3. Intermediate bearing spalling failure test: Defect areas of varying widths and shapes are pre-implanted on the contact surface of the inner or outer ring raceway of the intermediate bearing to simulate actual intermediate bearing spalling failure. Simultaneously, unbalanced loading is applied to the low-pressure turbine discs in the low-pressure turbine assembly V and the high-pressure turbine discs in the high-pressure turbine assembly to further simulate fatigue spalling propagation of the intermediate bearing 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 10-20 minutes at each speed. Collect 3-5 groups of data at each speed, with a sampling frequency of 5120 Hz and each group of data collected for 20-30 seconds. The multi-source data monitoring unit transmits the collected data to the computer system.

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