Connecting structure of aerostatic press rotor and aero-engine spindle

Abstract

The invention provides a connecting structure of an aerostatic press rotor and an aero-engine main shaft, which comprises the aerostatic press rotor, the center of the aerostatic press rotor is provided with a lantern ring, and the lantern ring is coaxially sleeved on the aero-engine main shaft; the aero-engine main shaft is provided with an axial limiting ring, and the lantern ring abuts against the limiting ring in the axial direction. A first pin hole is formed in the limiting ring, and a second pin hole is formed in the lantern ring; the two ends of the connecting pins are in interference fit with the interiors of the first pin holes and the second pin holes respectively, the multiple connecting pins are distributed in the circumferential direction at intervals, the outer diameter of one connecting pin is smaller than that of the other connecting pins, and the connecting pins are used for circumferential positioning of the aerostatic press rotor. The connecting structure has the advantage of improving the mounting precision and efficiency between the aerostatic press rotor and the aero-engine main shaft.

Description

Technical Field

[0001] The present invention relates to the technical field of aero-engines, and in particular to a connection structure between an air compressor rotor and an aero-engine main shaft. Background Art

[0002] In the research, development, and manufacturing of aircraft engines, the compressor rotor is a core component. The precision of its installation to the engine main shaft plays a decisive role in the engine's overall performance and reliability. Currently, the compressor rotor is typically mounted to the engine main shaft using bolts. During installation, the installer must precisely determine the compressor rotor's circumferential position, as it directly affects engine performance parameters such as dynamic balance and airflow path compatibility during operation.

[0003] The existing installation process mainly relies on manual marking of the circumferential position of the rotor, a process with many drawbacks. On the one hand, manual marking relies on the experience and proficiency of the installers. Different personnel have different operating techniques and judgment standards, making it difficult to ensure the consistency of each marking and installation, resulting in the inability to effectively guarantee the accuracy of the installation. On the other hand, manual marking requires the installers to perform detailed measurement, comparison and marking work, and the operation process is cumbersome, which greatly affects the installation efficiency. In addition, with the continuous advancement of aero-engine manufacturing technology, the requirements for the installation accuracy of air compressor rotors are getting higher and higher. The traditional manual marking method has gradually become unable to meet the increasingly stringent production needs. Therefore, there is an urgent need for a new technical solution to solve the problems of low efficiency and poor accuracy in the installation process of air compressor rotors. Summary of the Invention

[0004] The purpose of this application is to provide a connection structure between an air compressor rotor and an aircraft engine main shaft, which has the advantages of achieving rapid circumferential positioning of the air compressor rotor and improving installation efficiency and accuracy by improving the distribution design of connecting pins.

[0005] The present application provides a connection structure between an air compressor rotor and an aircraft engine main shaft, comprising: an air compressor rotor, a collar provided at the center of which is coaxially sleeved on the aircraft engine main shaft; an axial limit ring provided on the aircraft engine main shaft, the collar pressed axially against the limit ring; a first pin hole provided on the limit ring, and a second pin hole provided on the collar; a connecting pin, both ends of which are interference fit in the first pin hole and the second pin hole respectively, the connecting pins being multiple in number and distributed at intervals around the circumference, the outer diameter of one connecting pin being smaller than the outer diameters of the other connecting pins, for circumferential positioning of the air compressor rotor.

[0006] Compared with the prior art, the connection structure between the air compressor rotor and the aircraft engine main shaft of the present application has the following advantages: by setting connecting pins with different outer diameters, the size difference between them is used to form a unique circumferential positioning reference, replacing the traditional manual marking positioning method, thereby simplifying the installation process and improving the positioning accuracy, that is, improving the assembly efficiency and reducing the risk of human operational errors; the interference fit connection structure enhances the connection stiffness between the rotor and the main shaft; the connection structure is suitable for the installation of air compressor rotors at all levels, effectively ensuring the coaxiality and dynamic balancing accuracy of the rotor system, and improving the overall performance and reliability of the engine.

[0007] In one possible embodiment, the connecting pin includes a first pin body and multiple second pin bodies, which are evenly distributed around the circumference. Compared to the prior art, the use of connecting pins with different outer diameters eliminates the need for manual marking to determine the circumferential position of the rotor, reducing operator error. This evenly distributed connecting pin structure enhances the stability of the connection between the compressor rotor and the engine main shaft, improving the reliability of the overall structure.

[0008] In one possible embodiment, the first nail body is a solid structure, and the second nail body is a hollow structure, used to balance the circumferential mass distribution of the compressor rotor. Compared with the prior art, the rational configuration of the solid first nail body and the hollow second nail body enables the compressor rotor to maintain good dynamic balance during high-speed rotation. Specifically, it effectively balances the circumferential mass distribution of the compressor rotor, reduces vibration of the compressor rotor, and improves the operational stability and reliability of the aircraft engine.

[0009] In one possible embodiment, the ratio of the number of the first nail bodies to the second nail bodies is 1:5 to 1:11. Compared with the prior art, this configuration not only ensures the precise positioning of the air compressor rotor but also provides sufficient connection strength.

[0010] In one possible embodiment, the number of the pneumatic compressor rotors is multiple, and the multiple pneumatic compressor rotors are sequentially axially sleeved on the main shaft of the aircraft engine through a sleeve, and two adjacent sleeves are fixedly connected by the connecting pin. Compared with the existing technology, the rapid and accurate installation of multiple pneumatic compressor rotors is achieved. Since the two adjacent sleeves are fixedly connected by the connecting pin, the loosening problem that may be caused by the traditional bolt connection method is avoided, and the reliability of the connection is improved. In addition, by arranging the connecting pin between the adjacent sleeves, a rigid connection between the pneumatic compressor rotors is achieved, which effectively improves the stability and vibration resistance of the overall structure, thereby improving the operating reliability and service life of the aircraft engine.

[0011] In one possible embodiment, the outer circumferential wall of the connecting pin is provided with anti-slip grooves. Compared with the prior art, this increases the friction between the connecting pin and the pin hole, improving the stability and reliability of the connection. The anti-slip groove structure effectively prevents the connecting pin from loosening or falling off under high-speed rotation and vibration conditions, ensuring the long-term stability of the connection between the compressor rotor and the aircraft engine main shaft.

[0012] In one possible embodiment, the collar and the compressor rotor are integrally formed, while the retaining ring and the aircraft engine main shaft are integrally formed. Compared to existing technologies, this integrated design reduces processing and assembly difficulties, shortens production cycles, and improves component manufacturing efficiency and quality consistency.

[0013] In a possible embodiment, both ends of the connecting pin are provided with chamfers, thereby improving the connection and installation efficiency between the connecting pin and the pin hole compared with the prior art. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 This is a schematic diagram of the structure of this application; Figure 2 It is a structural diagram of the air compressor rotor; Figure 3 This is a schematic diagram of the structure of the main shaft of an aircraft engine; Figure 4 Schematic diagram of the distribution of connecting pins; Description of reference numerals: 1. Air compressor rotor; 11. Sleeve ring; 111. Second pin hole; 2. Aircraft engine main shaft; 21. Limiting ring; 211. First pin hole; 3. First nail body; 4. Second nail body. DETAILED DESCRIPTION

[0015] First, those skilled in the art should understand that these embodiments are merely used to explain the technical principles of the embodiments of the present application and are not intended to limit the scope of protection of the embodiments of the present application. Those skilled in the art may adjust them as needed to suit specific application scenarios.

[0016] In the description of the embodiments of this application, it should be noted that, unless otherwise specified or limited, the terms "connected" and "connection" should be understood in a broad sense. For example, they can refer to fixed connections, detachable connections, or integral connections; they can refer to mechanical connections or electrical connections; they can refer to direct connections or indirect connections through an intermediate medium. Those skilled in the art will understand the specific meanings of the above terms in the embodiments of this application based on the specific circumstances.

[0017] In the embodiments of the present application, unless otherwise expressly specified or limited, a first feature being "above" or "below" a second feature may mean that the first and second features are in direct contact, or that the first and second features are in indirect contact through an intermediate medium. Furthermore, a first feature being "above," "above," and "above" a second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is higher in level than the second feature. A first feature being "below," "below," and "below" a second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature is lower in level than the second feature.

[0018] The traditional method of manually marking circumferential positions during air compressor rotor installation relies on subjective experience, resulting in poor installation consistency. The cumbersome positioning process significantly reduces assembly efficiency. Circumferential angle deviations caused by manual operation directly affect the dynamic balancing accuracy between the rotor and the engine main shaft, causing mismatching of the airflow path and, in turn, the risk of excessive vibration during engine operation.

[0019] If these issues are not addressed, the accumulated circumferential positioning errors will disrupt the dynamic balance of the rotor system, exacerbating the asymmetric load distribution during high-speed rotation and leading to premature wear of the main shaft bearings. More seriously, misalignment of the airflow path will reduce the compressor's isentropic efficiency and cause fluctuations in the engine's thrust output. This situation not only increases the frequency of rework and repairs but also directly impacts the engine's operational reliability under extreme operating conditions, potentially triggering a cascading failure of the aircraft's powertrain.

[0020] The present application is further described in detail below with reference to the accompanying drawings and specific embodiments.

[0021] See also Figures 1 to 4 The embodiment of the present application discloses a connection structure between a compressor rotor and an aircraft engine main shaft, including: a compressor rotor 1, a collar 11 is provided at the center of the compressor rotor, and the collar 11 is coaxially sleeved on the aircraft engine main shaft 2; an axial limit ring 21 is provided on the aircraft engine main shaft 2, and the collar 11 is axially pressed against the limit ring 21; a first pin hole 211 is provided on the limit ring 21, and a second pin hole 111 is provided on the collar 11; a connecting pin, both ends of which are interference fit in the first pin hole 211 and the second pin hole 111 respectively, and there are multiple connecting pins and they are distributed at intervals around the circumference, and the outer diameter of one connecting pin is smaller than the outer diameter of the other connecting pins, which are used to circumferentially position the compressor rotor 1.

[0022] The collar 11 is a structure arranged at the center of the compressor rotor 1. Specifically, it can be integrally formed with the compressor rotor 1 through a casting process, and is used to coaxially sleeve the compressor rotor 1 on the aircraft engine main shaft 2 to ensure axial alignment of the two. The axial limit ring 21 is an annular structure fixed to the aircraft engine main shaft 2. Specifically, it can be integrally formed with the main shaft to limit the axial movement of the collar 11 along the main shaft to prevent axial displacement of the compressor rotor 1. The connecting pin is a fastener with two ends inserted into the first pin hole 211 and the second pin hole respectively. Specifically, it can be made of high-strength, corrosion-resistant alloy material through precision machining. Multiple connecting pins are distributed circumferentially to transmit torque. One of the pins has an outer diameter smaller than the other pins. The size difference forms a unique matching position to achieve circumferential positioning of the compressor rotor 1. The axial direction of the connecting pin is parallel to the axial direction of the aircraft engine main shaft 2.

[0023] As can be seen from the above, the interference fit of the connecting pins provides reliable circumferential positioning and force transmission, preventing circumferential slippage of the rotor during high-speed rotation. The connecting pins with smaller outer diameters serve as circumferential positioning references, establishing a unique installation orientation through size differences with other pins, eliminating errors in manual positioning. This connection structure uses the connecting element as both a force transmission component and a positioning reference, achieving precise circumferential positioning of the rotor through differentiated matching dimensions. The press fit between the axial limit ring 21 and the sleeve ring 11 provides axial constraint, preventing axial displacement of the rotor during operation. The overall structure is simple and compact, easy to assemble and disassemble, and conducive to improving production efficiency and maintenance convenience.

[0024] In this embodiment, the connecting pins include a first pin body 3 and multiple second pin bodies 4, which are evenly distributed around the circumference. Specifically, the first pin body 3 serves as a reference for circumferential positioning, while the second pin bodies 4 serve as auxiliary fixing elements. This evenly distributed layout ensures symmetrical circumferential load transfer, thereby effectively ensuring the installation accuracy and operational reliability of the air compressor rotor 1. Specifically, after calculation and experimental analysis, the ratio of first pin bodies 3 to second pin bodies 4 is 1:8.

[0025] In this embodiment, the first nail body 3 is a solid structure, and the second nail body 4 is a hollow structure, which is used to balance the circumferential mass distribution of the air compressor rotor 1. Specifically, the mass difference between the solid and hollow structures is compensated by the number distribution, so that the mass of each circumferential area tends to be consistent. During high-speed rotation of the rotor, the combined distribution of the hollow and solid nail bodies offsets the centrifugal force difference caused by the structural differences, thereby avoiding vibration problems caused by localized mass concentration. At the same time, by adjusting the number and distribution angle of the hollow nail bodies, the dynamic balancing requirements of different rotor structures can be met.

[0026] In this embodiment, there are multiple air compressor rotors 1, and the multiple air compressor rotors 1 are sequentially axially sleeved on the aircraft engine main shaft 2 through the sleeves 11, and the adjacent two sleeves 11 are fixedly connected by connecting pins. Among them, the sleeves 11 are installed on the main shaft in an axial stacking manner, and each sleeve 11 corresponds to fixing one air compressor rotor 1; the end faces of adjacent sleeves 11 are in direct contact, and corresponding pin hole groups are set at the contact surfaces; the connecting pins are inserted into the pin holes of adjacent sleeves 11 at the same time in an interference fit manner to form a circumferential fixation. Specifically, during installation, the first sleeve 11 is first pressed against the limit ring 21, and the initial positioning is completed by the connecting pins; the subsequent sleeves 11 are sequentially pushed along the main shaft to the end face of the previous sleeve 11, and the circumferential locking of the adjacent sleeves 11 is achieved by inserting new connecting pins; this structure allows multiple rotors to be installed on a limited main shaft length, and at the same time, the standardized sleeve 11 components can be used to achieve rapid disassembly and maintenance.

[0027] In this embodiment, the outer circumferential wall of the connecting pin is provided with anti-slip grooves. Specifically, the anti-slip grooves are formed by knurling, machining threads, or stamping grooves. The anti-slip grooves increase the contact area and surface roughness between the connecting pin and the inner wall of the pin hole, thereby enhancing the frictional resistance between the two. As a result, the air compressor rotor 1 can maintain stable circumferential positioning accuracy during engine operation, avoiding airflow channel misalignment or dynamic balance loss caused by displacement of the connecting pin.

[0028] In this embodiment, both ends of the connecting pin are chamfered. Specifically, when the installer presses the pin into the first pin hole 211 and the second pin hole 111, the chamfered structure first contacts the edge of the hole. The chamfer guides the pin axis to automatically align with the hole center, eliminating the jamming caused by installation angle deviation, thereby improving installation efficiency.

[0029] In the description of the embodiments of the present application, it should be noted that in the description of the present application, terms such as "inside" and "outside" indicating directions or positional relationships are based on the directions or positional relationships shown in the accompanying drawings. This is only for the convenience of description and does not indicate or imply that the device or component must have a specific orientation, be constructed and operated in a specific orientation. Therefore, it cannot be understood as a limitation on the present application.

[0030] In the description of the present application, the description with reference to the terms "one embodiment", "some embodiments", "in the present embodiment", "specific example", or "some examples" means that the specific features, mechanisms, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representations of the above terms do not necessarily refer to the same embodiment or example. Moreover, the specific features, mechanisms, materials or characteristics described can be combined in a suitable manner in any one or more embodiments or examples. In addition, those skilled in the art can combine and combine different embodiments or examples described in this specification and the features of different embodiments or examples, unless they are contradictory.

[0031] The above description is merely a specific embodiment of the present application, but the scope of protection of the present application is not limited thereto. Any changes or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present application should be included in the scope of protection of the present application. Therefore, the scope of protection of the present application should be based on the scope of protection of the claims.

Claims

1. A connection structure between an air compressor rotor and an aircraft engine main shaft, characterized in that: include: The air compressor rotor has a collar at its center, and the collar is coaxially sleeved on the main shaft of the aircraft engine; An axial limiting ring is provided on the main shaft of the aircraft engine, and the collar is pressed against the limiting ring in the axial direction; The limiting ring is provided with a first pin hole, and the sleeve ring is provided with a second pin hole; A connecting pin, whose two ends are respectively interference fit in the first pin hole and the second pin hole. There are multiple connecting pins and they are distributed at intervals around the circumference. The outer diameter of one connecting pin is smaller than the outer diameters of the other connecting pins, and is used to circumferentially position the air compressor rotor.

2. The connection structure between the air compressor rotor and the aircraft engine main shaft according to claim 1, characterized in that: The connecting pin includes a first nail body and a plurality of second nail bodies, and the first nail body and the plurality of second nail bodies are evenly distributed around the circumference.

3. The connection structure between the air compressor rotor and the aircraft engine main shaft according to claim 2, characterized in that: The first nail body is a solid structure, and the second nail body is a hollow structure, which is used to balance the circumferential mass distribution of the air compressor rotor.

4. The connection structure between the air compressor rotor and the aircraft engine main shaft according to claim 2, characterized in that: The ratio of the number of the first nail bodies to the number of the second nail bodies is 1:5 to 1:

11.

5. The connection structure between the air compressor rotor and the aircraft engine main shaft according to claim 1, characterized in that: There are multiple air compressor rotors, and the multiple air compressor rotors are sequentially sleeved on the main shaft of the aircraft engine along the axial direction through collars, and two adjacent collars are fixedly connected by the connecting pins.

6. The connection structure between the air compressor rotor and the aircraft engine main shaft according to claim 1, characterized in that: Anti-slip grooves are provided on the outer peripheral wall of the connecting pin.

7. The connection structure between the air compressor rotor and the aircraft engine main shaft according to claim 1, characterized in that: The collar and the air compressor rotor are an integrally formed structure; the limit ring and the aircraft engine main shaft are an integrally formed structure.

8. The connection structure between the air compressor rotor and the aircraft engine main shaft according to claim 1, characterized in that: The connecting pin is made of a high-strength, corrosion-resistant alloy material.

9. The connection structure between the air compressor rotor and the aircraft engine main shaft according to claim 1, characterized in that: Both ends of the connecting pin are provided with chamfers.

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