A method, system, and application for determining the stress coefficient in accelerated fatigue testing of a wheel disk.

Abstract

This invention relates to the field of aero-engine technology and discloses a method, system, and application for determining the stress coefficient of a wheel disk in accelerated fatigue testing. Before the accelerated fatigue test of the wheel disk, considering the test stress and temperature conditions, a first upper limit threshold for the stress coefficient is obtained by analyzing the performance curve of the wheel disk material. Then, fatigue tests are conducted on key parts of the wheel disk using characteristic simulation components to obtain a second upper limit threshold for the stress coefficient. By comparing the magnitudes of the first and second upper limit thresholds, the maximum value of the stress coefficient in accelerated fatigue testing is reasonably determined. This ensures that the life damage is equivalent and the failure mechanism is the same before and after the accelerated fatigue test, avoiding the situation in existing methods where unreasonable stress coefficients lead to unequal damage and dangerous wheel disk life verification. This improves the safety and reliability of the wheel disk during its lifespan while enabling effective verification of the wheel disk's fatigue life.

Description

Technical Field

[0001] This invention relates to the field of aero-engine technology, and discloses a method, system and application for determining the stress coefficient of a wheel disk in accelerated fatigue testing. Background Technology

[0002] As a typical critical component, the safe life of an aero-engine rotor disc is currently determined mainly through fatigue testing on a testing machine. However, due to the difference between the load on the testing machine and the engine condition, there are cases where the stress on the rotor disc is higher than that on the engine under the test conditions, which means that there is a situation of accelerated fatigue.

[0003] Currently, the stress coefficient values ​​in the accelerated fatigue test of the wheel are mainly based on the early data given in EGD-3. These data are determined based on traditional wheel materials and specific stress states, and their applicability to the wheel used in current engines is questionable. If the selected stress coefficient is unreasonable, the fatigue life verification of the wheel will be insufficient, resulting in dangerous results and seriously threatening the safe operation of the engine. Summary of the Invention

[0004] The purpose of this invention is to provide a method, system, and application for determining the stress coefficient in accelerated fatigue testing of a wheel, which can provide support for the reasonable determination of wheel fatigue damage and ensure the safety and reliability of the wheel.

[0005] To achieve the above-mentioned technical effects, the technical solution adopted by the present invention is as follows:

[0006] A method for determining the stress coefficient in accelerated fatigue testing of a wheel disk includes:

[0007] Mark point A, where the given test stress is located, on the logarithmic stress-life curve of the aero-engine disk material at a given test temperature;

[0008] Select point B on the logarithmic stress-life curve where the stress is less than the test stress, and calculate the first slope of the line segment passing through points A and B; wherein the absolute deviation between the stress at point B and the test stress is less than a first preset deviation threshold.

[0009] On the logarithmic stress-life curve, select point C where the stress is greater than the test stress, and point C satisfies that the absolute deviation between the second slope and the first slope of the line segment passing through point A and point C is less than the second preset deviation threshold. Determine the ratio of the maximum stress value at point C to the test stress as the first upper limit threshold of the stress coefficient of the wheel fatigue acceleration test.

[0010] Fatigue tests were conducted on key parts of the roulette wheel using characteristic simulated parts to obtain the first ratio of the logarithmic life standard deviation and the logarithmic life mean under multiple test stresses of the characteristic simulated parts; wherein the minimum test stress of the characteristic simulated parts is taken as the test stress, and the maximum test stress of the characteristic simulated parts is taken as the maximum stress value at point C.

[0011] Based on the first ratio under each set of test stresses, the absolute value of the deviation between the first ratio under each set of test stresses and the first ratio of the test group where the test stress is the experimental stress is analyzed; the ratio of the maximum test stress to the experimental stress with the absolute value of the deviation being less than or equal to the third preset deviation threshold is determined as the second upper limit threshold of the wheel fatigue acceleration test stress coefficient;

[0012] The minimum value between the first upper limit threshold and the second upper limit threshold is taken as the upper limit value of the stress coefficient in the wheel fatigue accelerated test.

[0013] Furthermore, the first preset deviation threshold The range of values ​​is , The test stress is defined as follows: the second preset deviation threshold is 0.01, and the third preset deviation threshold is 0.001.

[0014] Furthermore, when conducting characteristic simulation fatigue tests on key parts of the wheel, the number of test stress groups shall not be less than 3 groups, and the number of valid fatigue life data under each test stress shall not be less than 15.

[0015] Furthermore, the methods for obtaining the logarithmic stress-life curve of aero-engine disk material at a given test temperature include:

[0016] The stress and temperature of the aero-engine disk under life test conditions are used as the test stress and test temperature under the baseline number of disk test cycles, respectively.

[0017] Based on the stress-life curve of the disk material at typical temperatures, the stress-life curve of the disk material at the test temperature was obtained by logarithmic interpolation.

[0018] The stress-life curve of the disk material at the test temperature was plotted on a double logarithmic coordinate system to obtain the logarithmic stress-life curve of the disk material at the test temperature.

[0019] To achieve the above technical effects, the present invention also provides a system for determining the stress coefficient of a wheel-type accelerated fatigue test, comprising:

[0020] The first point marking module is used to mark point A, where the given test stress is located, on the logarithmic stress-life curve of the aero-engine disk material at a given test temperature.

[0021] The second point marking module is used to select point B on the logarithmic stress-life curve where the stress is less than the test stress, and to calculate the first slope of the line segment passing through point A and point B; wherein the absolute deviation between the stress at point B and the test stress is less than a first preset deviation threshold.

[0022] The first analysis module is used to select point C on the logarithmic stress-life curve where the stress is greater than the test stress, and point C satisfies that the absolute deviation between the second slope and the first slope of the line segment passing through point A and point C is less than a second preset deviation threshold, and to determine that the ratio of the maximum stress value at point C to the test stress is the first upper limit threshold of the stress coefficient of the wheel fatigue acceleration test.

[0023] The data acquisition module is used to obtain the first ratio of the logarithmic life standard deviation and the logarithmic life mean under multiple test stresses of the characteristic simulation component based on the fatigue test of the characteristic simulation component of the key part of the wheel; wherein the minimum test stress of the characteristic simulation component is taken as the test stress, and the maximum test stress of the characteristic simulation component is taken as the maximum stress value at point C.

[0024] The second analysis module is used to analyze and obtain the absolute value of the deviation between the first ratio under each group of test stress and the first ratio of the test group where the test stress is the experimental stress, based on the first ratio under each group of test stress; and to determine the ratio of the maximum test stress to the experimental stress with the absolute value of the deviation being less than or equal to the third preset deviation threshold as the second upper limit threshold of the wheel fatigue acceleration test stress coefficient.

[0025] The comparison output module is used to take the minimum value between the first upper limit threshold and the second upper limit threshold as the upper limit value of the stress coefficient in the wheel fatigue accelerated test.

[0026] Furthermore, in the second point marking module, the first preset deviation threshold... The range of values ​​is , The test stress is defined as follows: In the first analysis module, the second preset deviation threshold is set to 0.01; In the second analysis module, the third preset deviation threshold is set to 0.001.

[0027] Furthermore, the first point marking module also includes:

[0028] The parameter determination unit is used to determine the stress and temperature of the aero-engine disk under life test conditions as the test stress and test temperature under the reference number of disk test cycles, respectively.

[0029] The first curve construction unit is used to obtain the stress life curve of the disk material at the test temperature by logarithmic interpolation based on the stress life curve of the disk material at a typical temperature.

[0030] The second curve construction unit is used to plot the stress-life curve of the disk material at the test temperature on a double logarithmic coordinate system to obtain the logarithmic stress-life curve of the disk material at the test temperature.

[0031] To achieve the above technical effects, the present invention also provides an application of the method for determining the stress coefficient in a wheel disk fatigue accelerated test, comprising:

[0032] Select the stress coefficient for accelerated fatigue testing of the wheel within the upper limit range of the obtained stress coefficient. Based on the baseline number of cycles in the roulette wheel test, the following method was adopted. The number of test cycles required for the wheel acceleration test was calculated. ,in The baseline number of cycles for the roulette wheel test. , The maximum test stress The logarithmic mean lifetime of the simulated component with the following characteristics. The test stress is the experimental stress. Logarithmic mean lifetime of the simulated component with the following characteristics.

[0033] Compared with the prior art, the beneficial effects of the present invention are: under the condition that the life damage before and after the wheel fatigue accelerated test is equivalent and the failure mechanism is the same, the present invention reasonably determines the maximum value of the stress coefficient of the wheel fatigue accelerated test, avoids the situation in the prior method where the damage is not equivalent due to the unreasonable stress coefficient, which causes the wheel life verification to be dangerous, and improves the safety and reliability of the wheel during its life. Attached Figure Description

[0034] Figure 1 This is a flowchart of the method for determining the stress coefficient in the accelerated fatigue test of the wheel disk in Example 1 or 2;

[0035] Figure 2 This is a block diagram of the system for determining the stress coefficient in the accelerated fatigue test of the wheel disk in Example 1;

[0036] Figure 3 This is a logarithmic stress-life curve of the disk material at the test temperature in Example 2;

[0037] The module comprises: 1. First point marking module; 2. Second point marking module; 3. First analysis module; 4. Data acquisition module; 5. Second analysis module; and 6. Comparison output module. Detailed Implementation

[0038] The present invention will now be described in further detail with reference to the embodiments and accompanying drawings. However, this should not be construed as limiting the scope of the above-described subject matter of the present invention to the following embodiments; all technologies implemented based on the content of the present invention fall within the scope of the present invention.

[0039] Example 1

[0040] See Figures 1 to 2 A method for determining the stress coefficient in accelerated fatigue testing of a wheel disk, comprising:

[0041] Mark point A, where the given test stress is located, on the logarithmic stress-life curve of the aero-engine disk material at a given test temperature;

[0042] Select point B on the logarithmic stress-life curve where the stress is less than the test stress, and calculate the first slope of the line segment passing through points A and B; wherein the absolute deviation between the stress at point B and the test stress is less than a first preset deviation threshold.

[0043] On the logarithmic stress-life curve, select point C where the stress is greater than the test stress, and point C satisfies that the absolute deviation between the second slope and the first slope of the line segment passing through point A and point C is less than the second preset deviation threshold. Determine the ratio of the maximum stress value at point C to the test stress as the first upper limit threshold of the stress coefficient of the wheel fatigue acceleration test.

[0044] Fatigue tests were conducted on key parts of the roulette wheel using characteristic simulated parts to obtain the first ratio of the logarithmic life standard deviation and the logarithmic life mean under multiple test stresses of the characteristic simulated parts; wherein the minimum test stress of the characteristic simulated parts is taken as the test stress, and the maximum test stress of the characteristic simulated parts is taken as the maximum stress value at point C.

[0045] Based on the first ratio under each set of test stresses, the absolute value of the deviation between the first ratio under each set of test stresses and the first ratio of the test group where the test stress is the experimental stress is analyzed; the ratio of the maximum test stress to the experimental stress with the absolute value of the deviation being less than or equal to the third preset deviation threshold is determined as the second upper limit threshold of the wheel fatigue acceleration test stress coefficient;

[0046] The minimum value between the first upper limit threshold and the second upper limit threshold is taken as the upper limit value of the stress coefficient in the wheel fatigue accelerated test.

[0047] In this embodiment, before the accelerated fatigue test of the wheel, considering the test stress and temperature of the wheel, the first upper limit threshold of the stress coefficient of the wheel fatigue accelerated test is obtained by analyzing the performance curve of the wheel material. Then, fatigue tests of characteristic simulated parts are carried out on key parts of the wheel to obtain the second upper limit threshold of the stress coefficient of the wheel fatigue accelerated test. By comparing the magnitudes of the first and second upper limit thresholds, the maximum value of the stress coefficient of the wheel fatigue accelerated test is reasonably determined, ensuring that the life damage before and after the wheel fatigue accelerated test is equivalent and the failure mechanism is the same. This avoids the situation in existing methods where unreasonable stress coefficients cause unequal damage, leading to a dangerous bias in wheel life verification. This improves the safety and reliability of the wheel during its lifespan and enables effective verification of the wheel's fatigue life, providing support for wheel life management.

[0048] Based on the same inventive concept, this embodiment also provides a system for determining the stress coefficient of a wheel fatigue accelerated test, comprising:

[0049] The first point marking module 1 is used to mark point A, where the given test stress is located, on the logarithmic stress-life curve of the aero-engine disk material at a given test temperature.

[0050] The second point marking module 2 is used to select point B on the logarithmic stress-life curve where the stress is less than the test stress, and calculate the first slope of the line segment passing through point A and point B; wherein the absolute deviation between the stress at point B and the test stress is less than a first preset deviation threshold.

[0051] The first analysis module 3 is used to select point C on the logarithmic stress-life curve where the stress is greater than the test stress, and point C satisfies that the absolute deviation between the second slope and the first slope of the line segment passing through point A and point C is less than a second preset deviation threshold, and to determine that the ratio of the maximum stress value at point C to the test stress is the first upper limit threshold of the stress coefficient of the wheel fatigue acceleration test.

[0052] Data acquisition module 4 is used to obtain the first ratio of the logarithmic life standard deviation and the logarithmic life mean under multiple test stresses of the characteristic simulation component based on the fatigue test of the characteristic simulation component of the key part of the wheel; wherein the minimum test stress of the characteristic simulation component is taken as the test stress, and the maximum test stress of the characteristic simulation component is taken as the maximum stress value at point C.

[0053] The second analysis module 5 is used to analyze and obtain the absolute value of the deviation between the first ratio under each group of test stress and the first ratio of the test group where the test stress is the experimental stress, based on the first ratio under each group of test stress; and to determine the ratio of the maximum test stress to the experimental stress with the absolute value of the deviation being less than or equal to the third preset deviation threshold as the second upper limit threshold of the wheel fatigue acceleration test stress coefficient.

[0054] The comparison output module 6 is used to take the minimum value between the first upper limit threshold and the second upper limit threshold as the upper limit value of the stress coefficient in the wheel fatigue accelerated test.

[0055] In this embodiment, the first point marking module 1 further includes:

[0056] The parameter determination unit 101 is used to take the stress and temperature of the aero-engine disk under the life test conditions as the test stress and test temperature under the reference cycle number of disk tests, respectively.

[0057] The first curve construction unit 102 is used to obtain the stress life curve of the disk material at the test temperature by logarithmic interpolation based on the stress life curve of the disk material at a typical temperature.

[0058] The second curve construction unit 103 is used to plot the stress-life curve of the wheel material at the test temperature on a double logarithmic coordinate system to obtain the logarithmic stress-life curve of the wheel material at the test temperature.

[0059] Example 2

[0060] See Figure 1 , Figure 3 A method for determining the stress coefficient in accelerated fatigue testing of a wheel disk, comprising:

[0061] Step 1: The stress and temperature of the aero-engine disk under the life test conditions are used as the test stress and test temperature under the baseline number of test cycles of the disk. Based on the stress-life curve of the disk material at a typical temperature, the stress-life curve of the disk material at the test temperature is obtained by logarithmic interpolation.

[0062] In this embodiment, the wheel is tested under the test baseline condition (without acceleration) to measure stress. and test temperature Once determined, the disk material is tested at typical temperatures according to the material handbook. , The stress-life curve was obtained by logarithmic interpolation to obtain the test temperature. The stress-life curve of the lower wheel material, where the test temperature is... It should be within the typical temperature range of the disc material. , Between, that is .

[0063] Step 2: Plot the stress-life curve of the disk material at the test temperature on a double logarithmic coordinate system to obtain the logarithmic stress-life curve of the disk material at the test temperature;

[0064] like Figure 3 As shown, the test temperature The stress-life curve of the lower wheel material is plotted in a double logarithmic coordinate system, and the curve is not allowed to extend outward.

[0065] Step 3: Taking the point on the logarithmic stress-life curve where the test stress is located as point A, select point B on the logarithmic stress-life curve where the stress is less than the test stress, and calculate the first slope of the line segment passing through point A and point B; wherein the absolute deviation between the stress at point B and the test stress is less than a first preset deviation threshold.

[0066] In this embodiment, the logarithmic stress-life curve is subjected to the test stress. If point A is the point where the x-axis is perpendicular to the x-axis, then the coordinates of point A are: Based on this, the stress in the curve is determined to be... The corresponding point is point B, where , The lifespan of point B is Then the coordinates of point B are According to the formula Find the slope of the line segment passing through points A and B. .

[0067] Step 4: Select point C on the logarithmic stress-life curve where the stress is greater than the test stress, and point C satisfies that the absolute deviation between the second slope and the first slope of the line segment passing through point A and point C is less than the second preset deviation threshold. Determine the ratio of the maximum stress at point C to the test stress as the first upper limit threshold of the stress coefficient of the wheel fatigue acceleration test.

[0068] In this embodiment, point C is selected on the logarithmic stress-life curve where any stress is greater than the test stress. The coordinates of point C are then: , ;according to Find the slope of the line segment passing through points A and C. Then find the satisfaction of Maximum value Then according to the formula The first upper limit threshold of the stress coefficient in the wheel fatigue accelerated test was initially obtained. .

[0069] Step 5: Conduct fatigue tests on key parts of the roulette wheel using characteristic simulation components to obtain the first ratio of the logarithmic life standard deviation and the logarithmic life mean under multiple test stresses for the characteristic simulation components.

[0070] In this embodiment, when conducting fatigue tests on the feature simulation component, the test stress of the feature simulation component should be no less than 3 sets, and the minimum test stress of the feature simulation component should be taken as the test stress. The maximum test stress of the simulated feature is taken as the maximum stress at point C. The increase in test stress shall not exceed Determine the test stress for other test groups, requiring at least 15 valid fatigue life data points for each test stress. Based on the valid fatigue life data of the characteristic simulated parts, calculate the logarithmic life standard deviation and logarithmic life mean for each test stress.

[0071] Based on the logarithmic lifetime standard deviation and logarithmic lifetime mean results under each set of test stresses, calculate the first ratio of the logarithmic lifetime standard deviation to the logarithmic lifetime mean. ,in For the first Logarithmic lifetime standard deviation under group test stress For the first Logarithmic lifetime mean under test stress. , This represents the total number of stress test groups.

[0072] It should be noted that when conducting fatigue tests on key parts of the wheel disc using characteristic simulation parts, the characteristic simulation parts should be taken from the same forging blank and the forging process should be consistent with that of the wheel disc forging blank. The characteristic simulation parts should be sampled in the same direction in the forging blank, and the processing technology of the characteristic simulation parts should be consistent with that of the key parts of the engine wheel disc.

[0073] Step 6: Based on the first ratio under each group of test stresses, analyze and obtain the absolute value of the deviation between the first ratio under each group of test stresses and the first ratio of the test group where the test stress is the experimental stress; determine the ratio of the maximum test stress to the experimental stress with the absolute value of the deviation being less than or equal to the third preset deviation threshold as the second upper limit threshold of the wheel fatigue acceleration test stress coefficient;

[0074] In this embodiment, the condition is found to be satisfied. Maximum test stress Maximum test stress With the test stress The ratio was determined as the second upper limit threshold of the stress coefficient in the wheel fatigue accelerated test. That is to say .

[0075] Step 7: Take the minimum value between the first upper limit threshold and the second upper limit threshold as the upper limit value of the stress coefficient in the wheel fatigue accelerated test;

[0076] That is, if The upper limit of the stress coefficient in the accelerated fatigue test of the wheel is taken as the first upper limit threshold. ;like The upper limit of the stress coefficient in the accelerated fatigue test of the corrected wheel is the second upper limit threshold. During the wheel fatigue accelerated test, the stress coefficient should not exceed the upper limit to ensure that the life damage before and after acceleration is equivalent and the failure mechanism is the same.

[0077] Based on the same inventive concept, this embodiment also provides an application of the method for determining the stress coefficient in a wheel-type accelerated fatigue test, including:

[0078] Based on the upper limit value of the wheel fatigue accelerated test stress coefficient obtained in step seven, a wheel fatigue accelerated test stress coefficient is selected within the upper limit range. Combined with the wheel test baseline cycle number, the following is adopted: The number of test cycles required for the wheel acceleration test was calculated. ,in The baseline number of cycles for the roulette wheel test. To select a wheel fatigue accelerated test stress coefficient within the upper limit range determined in step seven, , The maximum test stress in step six The logarithmic mean lifetime of the simulated component with the following characteristics. The test stress is the experimental stress. Logarithmic mean lifetime of the simulated component under (minimum test stress).

[0079] The above are merely preferred embodiments of the present invention and are not intended to limit the present invention. Any modifications, equivalent substitutions, and improvements made within the spirit and principles of the present invention should be included within the protection scope of the present invention.

Claims

1. A method for determining the stress coefficient in accelerated fatigue testing of a wheel disk, characterized in that, include: Mark point A, where the given test stress is located, on the logarithmic stress-life curve of the aero-engine disk material at a given test temperature; Select point B on the logarithmic stress-life curve where the stress is less than the test stress, and calculate the first slope of the line segment passing through points A and B; wherein the absolute deviation between the stress at point B and the test stress is less than a first preset deviation threshold. On the logarithmic stress-life curve, select point C where the stress is greater than the test stress, and point C satisfies that the absolute deviation between the second slope and the first slope of the line segment passing through point A and point C is less than the second preset deviation threshold. Determine the ratio of the maximum stress value at point C to the test stress as the first upper limit threshold of the stress coefficient of the wheel fatigue acceleration test. Fatigue tests were conducted on key parts of the roulette wheel using characteristic simulated parts to obtain the first ratio of the logarithmic life standard deviation and the logarithmic life mean under multiple test stresses of the characteristic simulated parts; wherein the minimum test stress of the characteristic simulated parts is taken as the test stress, and the maximum test stress of the characteristic simulated parts is taken as the maximum stress value at point C. Based on the first ratio under each set of test stresses, the absolute value of the deviation between the first ratio under each set of test stresses and the first ratio of the test group where the test stress is the experimental stress is analyzed; the ratio of the maximum test stress to the experimental stress with the absolute value of the deviation being less than or equal to the third preset deviation threshold is determined as the second upper limit threshold of the wheel fatigue acceleration test stress coefficient; The minimum value between the first upper limit threshold and the second upper limit threshold is taken as the upper limit value of the stress coefficient in the wheel fatigue accelerated test.

2. The method for determining the stress coefficient in accelerated fatigue testing of a wheel disk according to claim 1, characterized in that, The first preset deviation threshold The range of values ​​is , The test stress; The second preset deviation threshold is 0.01, and the third preset deviation threshold is 0.

001.

3. The method for determining the stress coefficient in accelerated fatigue testing of a wheel disk according to claim 1, characterized in that, When conducting characteristic simulation fatigue tests on key parts of the wheel, the number of test stress groups shall not be less than 3 groups, and the number of valid fatigue life data under each test stress shall not be less than 15.

4. The method for determining the stress coefficient in accelerated fatigue testing of a wheel disk according to claim 1, characterized in that, Methods for obtaining the logarithmic stress-life curve of aero-engine disk material at a given test temperature include: The stress and temperature of the aero-engine disk under life test conditions are used as the test stress and test temperature under the baseline number of disk test cycles, respectively. Based on the stress-life curve of the disk material at typical temperatures, the stress-life curve of the disk material at the test temperature was obtained by logarithmic interpolation. The stress-life curve of the disk material at the test temperature was plotted on a double logarithmic coordinate system to obtain the logarithmic stress-life curve of the disk material at the test temperature.

5. A system for determining the stress coefficient in accelerated fatigue testing of a wheel disk, characterized in that, include: The first point marking module is used to mark point A, where the given test stress is located, on the logarithmic stress-life curve of the aero-engine disk material at a given test temperature. The second point marking module is used to select point B on the logarithmic stress-life curve where the stress is less than the test stress, and to calculate the first slope of the line segment passing through point A and point B; wherein the absolute deviation between the stress at point B and the test stress is less than a first preset deviation threshold. The first analysis module is used to select point C on the logarithmic stress-life curve where the stress is greater than the test stress, and point C satisfies that the absolute deviation between the second slope and the first slope of the line segment passing through point A and point C is less than a second preset deviation threshold, and to determine that the ratio of the maximum stress value at point C to the test stress is the first upper limit threshold of the stress coefficient of the wheel fatigue acceleration test. The data acquisition module is used to obtain the first ratio of the logarithmic life standard deviation and the logarithmic life mean under multiple test stresses of the characteristic simulation component based on the fatigue test of the characteristic simulation component of the key part of the wheel; wherein the minimum test stress of the characteristic simulation component is taken as the test stress, and the maximum test stress of the characteristic simulation component is taken as the maximum stress value at point C. The second analysis module is used to analyze and obtain the absolute value of the deviation between the first ratio under each group of test stress and the first ratio of the test group where the test stress is the experimental stress, based on the first ratio under each group of test stress; and to determine the ratio of the maximum test stress to the experimental stress with the absolute value of the deviation being less than or equal to the third preset deviation threshold as the second upper limit threshold of the wheel fatigue acceleration test stress coefficient. The comparison output module is used to take the minimum value between the first upper limit threshold and the second upper limit threshold as the upper limit value of the stress coefficient in the wheel fatigue accelerated test.

6. The system for determining the stress coefficient in accelerated fatigue testing of a wheel disk according to claim 5, characterized in that, In the second point marking module, the first preset deviation threshold The range of values ​​is , The test stress; In the first analysis module, the second preset deviation threshold is set to 0.01; in the second analysis module, the third preset deviation threshold is set to 0.

001.

7. The method for determining the stress coefficient in accelerated fatigue testing of a wheel disk according to claim 5, characterized in that, The first point marking module also includes: The parameter determination unit is used to determine the stress and temperature of the aero-engine disk under life test conditions as the test stress and test temperature under the reference number of disk test cycles, respectively. The first curve construction unit is used to obtain the stress life curve of the disk material at the test temperature by logarithmic interpolation based on the stress life curve of the disk material at a typical temperature. The second curve construction unit is used to plot the stress-life curve of the disk material at the test temperature on a double logarithmic coordinate system to obtain the logarithmic stress-life curve of the disk material at the test temperature.

8. An application of a method for determining the stress coefficient in accelerated fatigue testing of a wheel disk, the application being based on the method for determining the stress coefficient in accelerated fatigue testing of a wheel disk as described in any one of claims 1-4, characterized in that, include: Select the stress coefficient for accelerated fatigue testing of the wheel within the upper limit range of the obtained stress coefficient. Based on the baseline number of cycles in the roulette wheel test, the following method was adopted. The number of test cycles required for the wheel acceleration test was calculated. ,in The baseline number of cycles for the roulette wheel test. , The maximum test stress The logarithmic mean lifetime of the simulated component with the following characteristics. The test stress is the experimental stress. Logarithmic mean lifetime of the simulated component with the following characteristics.

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