Design method of aero-engine wheel disc simulation

Abstract

The application discloses a design method of an aero-engine wheel disc simulation piece, and fully considers the influence of the main stress gradient path and the secondary stress gradient path of the wheel disc feature part dangerous area in the three-dimensional space on the fatigue life of the simulation piece in the design process of the simulation piece, greatly improves the prediction accuracy and the stability of the prediction result of the simulation piece on the fatigue life, and automatically forms the gradient path through a search program, and finally obtains the configuration of the simulation piece through optimization design, so that the design method has operability and repeatability, is helpful to the standardization of the simulation piece design, has a brief design process, high design efficiency and strong practicability, and is suitable for wide promotion and application.

Description

Design Methods for Aero Engine Disc Simulators Technical Field

[0001] This invention relates to the field of aero-engine technology, and in particular, to a design method for an aero-engine wheel disk simulator. Background Technology

[0002] In aero-engine structural components, the wheel disk has a very high manufacturing cost, and the number of test specimens available for fatigue testing is extremely limited, making it difficult to guarantee the reliability of wheel disk service life verification results. To address this issue, a combination of multi-sample simulated component fatigue life reliability testing and a limited number of structural component life tests is currently employed. Simulated component fatigue life reliability testing technology mainly includes simulated component fatigue life models, simulated component design methods, simulated component fatigue testing methods, and simulated component reliability life assessment methods. Results show that this technology can effectively compensate for the shortcomings caused by the limited number of structural component tests. On the other hand, in the early stages of model development, component manufacturing generally prioritizes meeting the needs of overall engine and component testing, with fatigue test specimens for components being scheduled relatively later. For some components with short service life, simulated component design and testing can also be carried out to verify the fatigue life of critical components in advance. Therefore, simulated component design technology has significant engineering application value.

[0003] Currently, existing design methods for simulation components have gradually shifted from ensuring the consistency of damage parameters at critical points between structural components and simulation components to ensuring the consistency of damage parameter distribution between simulation components and structural components within the structurally characteristic critical area. Due to the highly complex configuration and stress of critical components in aero-engines, it is difficult to completely ensure the consistency of damage parameter distribution between simulation components and structural components within the structurally characteristic critical area. Therefore, simplified methods are usually adopted, such as making the local maximum stress / stress and the nearby stress / strain gradient consistent on the critical section, in order to achieve the goal of similar or close stress (strain) fields in the critical area.

[0004] For example, Chinese invention patent CN11072799A discloses a method for optimizing the design of a wheel simulation component based on stress and field strength analysis. This method uses the geometric dimensions of the model component as design variables, and through the constraints of actual conditions between relevant variables, ensures that the structural dimensions of the simulation component closely match reality. By eliminating the influence of external loads through the triaxial principal stress ratio, a principal stress fitting deviation coefficient for the simulation component is set and used as the objective function for simulation component optimization, estimating the degree of principal stress fitting between the simulation component and the wheel. Then, a stress gradient deviation coefficient is set as the objective function for simulation component optimization, and the stress gradient path location is found through a three-dimensional stress gradient search method to evaluate the degree of stress field fitting between the simulation component and the wheel. Finally, the model that meets the fitting accuracy of principal stress and stress gradient is compared with the equivalent stress curve of the wheel to determine the simulation component with the optimal geometric dimensions.

[0005] However, the above methods only consider the direction of the fastest decrease in stress gradient (i.e., the principal direction), without considering the influence of other directions of relatively fast decrease in stress gradient (secondary directions) on the lifespan. The three-dimensional spatial vector stress field strength method (CTSVM) theory argues that considering only one principal direction of stress distribution has significant limitations, failing to comprehensively account for the influence of the stress state in the vicinity of the critical point on fatigue failure. This results in insufficient accuracy in lifespan prediction and poor stability under complex stress fields. Furthermore, the above methods, when selecting the three-dimensional stress gradient direction, first find the point of minimum stress on a two-dimensional plane, then calculate and compare N two-dimensional stress gradient paths by rotating the two-dimensional plane, selecting the path with the fastest decrease in stress as the three-dimensional stress gradient path. Obtaining the three-dimensional stress gradient path requires multiple rounds of comparison, which is cumbersome, complex, and inefficient. Summary of the Invention

[0006] This invention provides a design method for an aero-engine wheel disk simulator to solve the technical problems of low accuracy and poor stability in predicting fatigue life of the simulator obtained by existing design methods, as well as the cumbersome and inefficient design process.

[0007] According to one aspect of the present invention, a design method for an aero-engine wheel disk simulator is provided, comprising the following steps: S1: By analyzing the stress and strain of the wheel disk structure under test conditions, the stress and strain distribution of the critical area of ​​the wheel disk characteristic part is obtained; S2: By analyzing the stress and strain distribution of the critical area of ​​the wheel disk characteristic part, damage parameters related to life are calculated to obtain the damage parameter distribution within the critical area of ​​the wheel disk characteristic part; S3: Based on the damage parameter distribution within the critical area of ​​the wheel disk characteristic part, a search program is developed to obtain the primary stress gradient path with the fastest descent rate and the secondary stress gradient path with the second fastest descent rate in three-dimensional space for the critical area of ​​the wheel disk characteristic part; S4: Based on the damage parameter distribution on the primary stress gradient path and the secondary stress gradient path, the initial configuration of the simulator is ensured; S5: By optimizing the design of the simulator with the goal of making the damage parameter distribution of the simulator and the wheel disk structure in the directions of the primary stress gradient path and the secondary stress gradient path, the final configuration of the simulator is obtained.

[0008] As a further improvement to this solution:

[0009] Furthermore, the steps for developing a search program to obtain the main stress gradient path are as follows: First, take the node P0 with the largest damage parameter in the dangerous area of ​​the wheel feature region as the center and form a sphere with Δr as the radius. By writing code, read the damage parameter information of each node on the sphere, and obtain the node P1 with the smallest damage parameter on the sphere by sorting code. Then, take P1 as the center and form another sphere with Δr as the radius. Again, by writing code, read the damage parameter information of each node on the sphere, and obtain the node P2 with the smallest damage parameter on the sphere by sorting code. And so on, gradually obtaining P3, P4...Pn. P0-P1-P2-...-Pn is the main stress gradient path.

[0010] Furthermore, the steps for developing the search program to obtain the secondary stress gradient path are as follows: First, exclude the nodes of the main stress gradient path on each sphere, and then obtain the node P1 with the minimum damage parameter on each sphere. 1 P2 1 P3 1 ...Pn 1 P0- P1 1 -P2 1 -……- Pn 1 This is the secondary stress gradient path.

[0011] Furthermore, the steps of reading damage parameter information of nodes on the sphere by writing code and obtaining the nodes with the smallest damage parameters on the sphere by sorting code also include the step of obtaining damage parameter information of nodes on the sphere for which damage parameter information has not been read by fitting through interpolation method.

[0012] Furthermore, the interpolation method specifically includes the following steps: First, the nodes on the sphere for which damage parameter information has not been read are set as p(x). p ,y p ,z p Then, the search program obtains the four non-coplanar nodes a(x1,y1,z1), b(x2,y2,z2), c(x3,y3,z3), and d(x4,y4,z4) that are closest to node p. Based on the damage parameter information of nodes a, b, c, and d, the damage parameter information of node p is interpolated using the following formula:

[0013] ;

[0014] In the formula, D p Let D be the damage parameter of node p. a Let D be the damage parameter of node a. b Let D be the damage parameter of node b. c Let D be the damage parameter of node c. d Let be the damage parameters of node d, and α, β, γ and δ be the weighting coefficients.

[0015] Furthermore, the formula for determining the weighting coefficients is as follows:

[0016] ;

[0017] In the formula, V 总 V1 is the total volume of the tetrahedron with points a, b, c, and d as its four vertices; V2 is the volume of the tetrahedron with points p, a, c, and d as its four vertices; V3 is the volume of the tetrahedron with points p, a, b, and d as its four vertices; and V4 is the volume of the tetrahedron with points p, a, b, and c as its four vertices.

[0018] Furthermore, the initial configuration of the simulation component is a cuboid, with V-shaped notches designed on both sides of the middle part of the cuboid. The rounded corner size of the V-shaped notches is R, the distance between the two V-shaped notches is A, and rectangular notches with a length of B and a width of H are symmetrically designed on both sides of the center line of the two V-shaped notches.

[0019] Further, the specific steps for optimizing the design are as follows: Calculate the absolute value of the stress difference ΔS11 = |S11s - S11g| between each node on the primary and secondary stress gradient paths of the wheel structure and the corresponding node on the primary and secondary stress gradient paths of the simulated component, where S11s is the stress at each node on the primary and secondary stress gradient paths of the simulated component, and S11g is the stress at each node on the primary and secondary stress gradient paths of the wheel structure; determine the design variables as geometric parameters A, B, and R, establish a parametric three-dimensional model of the simulated component, and update the parametric three-dimensional model synchronously after updating the design variables; write the finite element method... The code is used to perform finite element analysis on the parameterized 3D model after the design variables are updated, so as to obtain the damage parameter distribution on the main stress gradient path and the secondary stress gradient path after the design variables are updated. The parameterized 3D model and finite element code are integrated into the optimization platform to form an automated process of design variable update - parameterized 3D model update - finite element analysis result update and extraction. The value range of geometric parameters A, B and R of the design variables is determined. By setting weight functions, the maximum stress of the simulated part at the critical point is ensured to be consistent with that of the wheel structure. The genetic algorithm is used to continuously adjust the values ​​of design variables A, B and R, so that the optimal values ​​of design variables A, B and R are found when ΔS11 reaches its minimum.

[0020] Further, step S1 specifically includes the following steps: establishing a finite element model of the wheel structure, taking the cyclically symmetric segment including the wheel's characteristic parts as the calculation model, setting cyclic symmetry constraints on the cyclic symmetry plane, applying axial and radial displacement constraints on the rear end face of the wheel, applying circumferential constraints at a point on the rear end face of the wheel, using tetrahedral meshing for the calculation model, refining the mesh in the critical area of ​​the wheel's characteristic parts, applying the centrifugal load of the blades on the wheel structure to the contact surface of the wheel's characteristic parts, applying the centrifugal load caused by the rotational speed and the temperature field of the wheel's low-cycle test to the wheel to obtain the stress and strain distribution in the critical area of ​​the wheel's characteristic parts.

[0021] Furthermore, the first principal stress is adopted as the damage parameter.

[0022] The present invention has the following beneficial effects:

[0023] The design method for an aero-engine wheel disk simulator of the present invention analyzes the stress and strain of the wheel disk structure under test conditions to obtain the stress and strain distribution in the critical area of ​​the wheel disk's characteristic parts. By analyzing the stress and strain distribution in the critical area of ​​the wheel disk's characteristic parts, damage parameters related to lifespan are calculated to obtain the damage parameter distribution within the critical area of ​​the wheel disk's characteristic parts. This allows for the design of the simulator using the actual parameters of the wheel disk structure, ensuring that the designed simulator can effectively verify the fatigue life of the wheel disk structure. For the damage parameter distribution within the critical area of ​​the wheel disk's characteristic parts, a search program is developed to obtain the primary stress gradient path with the fastest descent rate and the secondary stress gradient path with the second fastest descent rate in three-dimensional space within the critical area of ​​the wheel disk's characteristic parts. This achieves automatic search of stress gradient paths, contributing to the standardization and automation of simulator design. The search strategy is simple and effective, simplifying the design process and improving the design efficiency of the simulator. Based on the primary stress gradient path and the secondary stress gradient path... The distribution of damage parameters along the stress gradient path is analyzed to ensure the initial configuration of the simulation component. The optimization objective is to ensure that the damage parameter distribution of the simulation component and the wheel structure is consistent along both the primary and secondary stress gradient path directions. This leads to the optimization design of the simulation component, obtaining its final configuration. The optimal configuration is achieved through optimization, thereby improving the reliability of subsequent test results. This scheme fully considers the impact of the primary stress gradient path with the fastest decline in damage parameters and the secondary stress gradient path with the second fastest decline in three-dimensional space on fatigue life in the critical areas of the wheel's characteristic parts. This significantly improves the accuracy and stability of fatigue life prediction. Furthermore, the gradient path is automatically generated through a search program, and the final configuration of the simulation component is obtained through optimization design. The design method is operable and repeatable, contributing to the standardization of simulation component design. The design process is concise, efficient, and practical, making it suitable for widespread promotion and application.

[0024] In addition to the objectives, features, and advantages described above, the present invention has other objectives, features, and advantages. The invention will now be described in further detail with reference to the figures. Attached Figure Description

[0025] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings:

[0026] Figure 1 is a flowchart of the design method of an aero-engine wheel disk simulator according to a preferred embodiment of the present invention;

[0027] Figure 2 is the finite element model of the wheel structure;

[0028] Figure 3 is a schematic diagram of the main gradient path search in the design method of the aero-engine wheel disk simulator according to a preferred embodiment of the present invention;

[0029] Figure 4 is a diagram showing the distribution of damage parameters along the main stress gradient path in the design method of the aero-engine wheel disk simulation component according to a preferred embodiment of the present invention.

[0030] Figure 5 is a diagram showing the distribution of damage parameters on the secondary stress gradient path in the design method of the aero-engine wheel disk simulation component according to a preferred embodiment of the present invention.

[0031] Figure 6 is a comparison of the damage parameter distribution of the wheel disk structure and the simulated component on the main stress gradient path in the design method of the aero-engine wheel disk simulation component of the preferred embodiment of the present invention.

[0032] Figure 7 is a comparison diagram of the damage parameter distribution of the wheel disk structure and the simulated component on the secondary stress gradient path in the design method of the aero-engine wheel disk simulation component according to a preferred embodiment of the present invention. Detailed Implementation

[0033] The following description provides specific application scenarios and requirements for this specification, intended to enable those skilled in the art to make and use the contents of this specification. Various partial modifications to the disclosed embodiments will be apparent to those skilled in the art, and the general principles defined herein can be applied to other embodiments and applications without departing from the spirit and scope of this specification. Therefore, this specification is not limited to the embodiments shown, but rather to the widest scope consistent with the claims.

[0034] The terminology used herein is for the purpose of describing particular exemplary embodiments only and is not restrictive. For example, unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “the” as used herein may also include the plural forms. When used in this specification, the terms “comprising,” “including,” and / or “containing” mean that the associated integers, steps, operations, elements, and / or components are present, but do not preclude the presence of one or more other features, integers, steps, operations, elements, components, and / or groups, or that other features, integers, steps, operations, elements, components, and / or groups may be added to the system / method.

[0035] Considering the following description, these and other features of this specification, as well as the operation and function of the related components of the structure, and the economy of assembly and manufacture of the parts, can be significantly improved. All of these form part of this specification with reference to the accompanying drawings. However, it should be clearly understood that the drawings are for illustrative and descriptive purposes only and are not intended to limit the scope of this specification. It should also be understood that the drawings are not drawn to scale.

[0036] As shown in Figures 1-7, the design method of the aero-engine wheel disk simulator in this embodiment includes the following steps: S1: By analyzing the stress and strain of the wheel disk structure under test conditions, the stress and strain distribution of the critical area of ​​the wheel disk's characteristic parts is obtained; S2: By analyzing the stress and strain distribution of the critical area of ​​the wheel disk's characteristic parts, damage parameters related to life are calculated to obtain the damage parameter distribution within the critical area of ​​the wheel disk's characteristic parts; S3: Based on the damage parameter distribution within the critical area of ​​the wheel disk's characteristic parts, a search program is developed to obtain the main stress gradient path with the fastest descent and the secondary stress gradient path with the second fastest descent in three-dimensional space for the critical area of ​​the wheel disk's characteristic parts; S4: Based on the damage parameter distribution on the main stress gradient path and the secondary stress gradient path, the initial configuration of the simulator is ensured; S5: With the optimization goal of making the damage parameter distribution of the simulator and the wheel disk structure consistent in the direction of the main stress gradient path and the direction of the secondary stress gradient path, the optimization design of the simulator is carried out to obtain the final configuration of the simulator.

[0037] It should be understood that the gas turbine disk is one of the key components of the engine, and the tenon is a typical structural feature of the gas turbine disk. This part is in a high-temperature environment and needs to withstand the centrifugal load caused by the rotational speed. Since the tenon is usually complex in shape and has multiple rounded features, there are usually high stress gradients in these rounded areas. The premise of the simulation design is to fully analyze the gas turbine disk to obtain the stress distribution of the tenon.

[0038] It should be understood that damage parameters are stress, strain, or various combinations of stress and strain.

[0039] Optionally, the wheel feature is a tenon or eccentric hole.

[0040] As shown in Figure 3, in this embodiment, the steps of developing a search program to obtain the main stress gradient path are as follows: First, take the node P0 with the largest damage parameter in the dangerous area of ​​the wheel feature part as the center and form a sphere with Δr as the radius. By writing code, read the damage parameter information of each node on the sphere, and obtain the node P1 with the smallest damage parameter on the sphere by sorting code. Then, take P1 as the center and form another sphere with Δr as the radius. Again, by writing code, read the damage parameter information of each node on the sphere, and obtain the node P2 with the smallest damage parameter on the sphere by sorting code. And so on, gradually obtain P3, P4...Pn. P0-P1-P2-...-Pn is the main stress gradient path.

[0041] As shown in Figure 3, specifically, through the above steps, a search program for the main stress gradient path is developed. During the design process of the simulation part, the main stress gradient path can be automatically searched through the search program to quickly obtain the main stress gradient path, thereby simplifying the design process, improving design efficiency, significantly enhancing the standardization of the simulation part design, quickly completing the iteration of the simulation part's size configuration, and rapidly obtaining the simulation part design scheme.

[0042] In this embodiment, the steps for developing a search program to obtain secondary stress gradient paths are as follows: First, nodes of the main stress gradient paths on each sphere are excluded, and then the node P1 with the minimum damage parameter on each sphere is obtained. 1 P2 1 P3 1 ...Pn 1 P0- P1 1 -P2 1 -……- Pn 1 This is the secondary stress gradient path.

[0043] Specifically, through the above steps, a search program for secondary stress gradient paths is developed. During the design process of the simulation component, the search program can automatically search for and quickly obtain secondary stress gradient paths, thereby simplifying the design process, improving design efficiency, significantly enhancing the standardization of simulation component design, rapidly completing the iteration of simulation component size configuration, and quickly obtaining simulation component design schemes.

[0044] It should be understood that after excluding the node with the smallest damage parameter on each sphere, the node with the smallest damage parameter on each sphere is the node with the second smallest damage parameter on the original sphere. After connecting the above nodes, it becomes the secondary stress gradient path with the second fastest decrease in damage parameter.

[0045] In this embodiment, the steps of reading damage parameter information of nodes on the sphere by writing code and obtaining the nodes with the smallest damage parameters on the sphere by sorting code also include the step of obtaining damage parameter information of nodes on the sphere that have not been read by fitting through interpolation method.

[0046] Specifically, finite element analysis is required in the design process of simulated components. However, different designers may use different meshing methods in their finite element analyses, which means that the node distribution in the mesh may not necessarily be on the sphere. That is, by writing code to read the damage parameter information of nodes on the sphere, it is not possible to obtain the damage parameter information of all nodes on the sphere. Therefore, the damage parameter information of nodes on the sphere whose damage parameter information was not read is obtained by fitting through interpolation method, so as to obtain the damage parameter information of all nodes on the sphere. This ensures that the nodes with the smallest damage parameter and the nodes with the second smallest damage parameter are accurate, so as to ensure the accuracy of stress gradient path search. In this way, it ensures that the size configuration of the simulated component designed based on the stress gradient path can realistically simulate the wheel structure component, and improve the prediction accuracy and stability of fatigue life.

[0047] In this embodiment, the interpolation method specifically includes the following steps: First, the nodes on the sphere where no damage parameter information has been read are set as p(x). p ,y p ,z p Then, the search program obtains the four non-coplanar nodes a(x1,y1,z1), b(x2,y2,z2), c(x3,y3,z3), and d(x4,y4,z4) that are closest to node p. Based on the damage parameter information of nodes a, b, c, and d, the damage parameter information of node p is interpolated using the following formula:

[0048] ;

[0049] In the formula, D p Let D be the damage parameter of node p. a Let D be the damage parameter of node a. b Let D be the damage parameter of node b. c Let D be the damage parameter of node c. d Let be the damage parameters of node d, and α, β, γ and δ be the weighting coefficients.

[0050] Specifically, the above steps ensure that the damage parameter information of the nodes on the sphere obtained by the interpolation method is accurate, ensure that the nodes with the smallest and second smallest damage parameters are accurate, ensure that the stress gradient path search is accurate, and thus ensure that the size configuration of the simulation part designed based on the stress gradient path can truly simulate the wheel structure, thereby improving the prediction accuracy and stability of fatigue life.

[0051] In this embodiment, the formula for determining the weighting coefficient is as follows:

[0052] ;

[0053] In the formula, V 总 V1 is the total volume of the tetrahedron with points a, b, c, and d as its four vertices; V2 is the volume of the tetrahedron with points p, a, c, and d as its four vertices; V3 is the volume of the tetrahedron with points p, a, b, and d as its four vertices; and V4 is the volume of the tetrahedron with points p, a, b, and c as its four vertices.

[0054] Specifically, based on the above formula, the weight coefficients are accurately calculated, and the damage parameter information of the unread nodes is accurately calculated through the interpolation formula. This ensures that the nodes with the smallest and second smallest damage parameters are obtained accurately, thereby ensuring the accuracy of stress gradient path search. In turn, it ensures that the size configuration of the simulated part designed based on the stress gradient path can truly simulate the wheel structure, thus improving the prediction accuracy and stability of fatigue life.

[0055] In this embodiment, the initial configuration of the simulation component is a cuboid. V-shaped notches are designed on both sides of the middle part of the cuboid. The rounded corner size of the V-shaped notches is R. The distance between the two V-shaped notches is A. Rectangular notches with a length of B and a width of H are symmetrically designed on both sides of the center line of the two V-shaped notches.

[0056] Specifically, based on the above initial configuration, under uniaxial tension, the V-shaped notch and the rectangular notch can provide a sufficiently large bending moment. With other dimensions fixed, the stress gradient can be adjusted by controlling the geometric parameters A, B and R. Thus, the size configuration of the simulated part can be adjusted according to the stress distribution on the main stress gradient path and the secondary stress gradient path.

[0057] As shown in Figures 4-7, the specific steps of the optimization design in this embodiment are as follows: Calculate the absolute value of the stress difference ΔS11 = |S11s - S11g| between each node on the main and secondary stress gradient paths of the wheel structure and the corresponding node on the main and secondary stress gradient paths of the simulated component, where S11s is the stress at each node on the main and secondary stress gradient paths of the simulated component, and S11g is the stress at each node on the main and secondary stress gradient paths of the wheel structure; determine the design variables as geometric parameters A, B, and R, establish a parametric three-dimensional model of the simulated component, and update the parametric three-dimensional model synchronously after updating the design variables; compile... Write finite element code to perform finite element calculations on the parameterized 3D model after the design variables are updated, in order to obtain the damage parameter distribution on the main stress gradient path and the secondary stress gradient path after the design variables are updated; integrate the parameterized 3D model and finite element code into the optimization platform to form an automated process of design variable update - parameterized 3D model update - finite element analysis result update and extraction; determine the value range of geometric parameters A, B and R of the design variables; ensure that the maximum stress of the simulated part at the critical point is consistent with that of the wheel structure part by setting a weight function; and continuously adjust the values ​​of design variables A, B and R using a genetic algorithm, so that the optimal values ​​of design variables A, B and R are found when ΔS11 reaches its minimum.

[0058] Specifically, through the above steps, corresponding optimization objectives can be automatically generated during the design process of the simulation component to optimize the size configuration of the simulation component by fully considering the main stress gradient path and the secondary stress gradient path, obtain the optimal values ​​of design variables A, B and R, and determine the optimal configuration of the simulation component as the final configuration, thereby improving the fatigue life prediction accuracy and stability of the simulation component.

[0059] Optionally, a parametric 3D model of the simulated part can be obtained using UG or NX software.

[0060] Optionally, the finite element code is the finite element APDL code.

[0061] Optionally, the platform can be optimized to the Isight optimized platform.

[0062] As shown in Figures 2-4, in this embodiment, step S1 specifically includes the following steps: establishing a finite element model of the wheel structure, taking the cyclic symmetric segment including the wheel characteristic parts as the calculation model, setting cyclic symmetry constraints on the cyclic symmetry plane, applying axial and radial displacement constraints on the rear end face of the wheel, applying circumferential constraints at a point on the rear end face of the wheel, using tetrahedral meshing for the calculation model, refining the mesh in the critical area of ​​the wheel characteristic parts, applying the centrifugal load of the blades on the wheel structure to the contact surface of the wheel characteristic parts, applying the centrifugal load caused by the rotational speed and the temperature field of the wheel low-cycle test to the wheel to obtain the stress and strain distribution in the critical area of ​​the wheel characteristic parts.

[0063] Specifically, the above steps can be used to obtain the actual parameters of the wheel structure, ensuring that the simulated part designed based on the actual parameters can effectively verify the fatigue life of the wheel structure.

[0064] It should be understood that the first principal stress is the maximum normal stress (tensile stress or compressive stress) at a certain point in the stress state of an object. It reflects the extreme value of that point in a specific direction and is an important basis for analyzing material fatigue failure. The magnitude of the first principal stress is closely related to the low-cycle fatigue failure of the wheel and is an important damage parameter for the low-cycle fatigue failure of the wheel.

[0065] In this embodiment, the first principal stress is used as the damage parameter, which can improve the accuracy of fatigue life prediction.

[0066] The foregoing has described specific embodiments of this specification. Other embodiments are within the scope of the appended claims. In some cases, the actions or steps recited in the claims may be performed in a different order than that shown in the embodiments and may still achieve the desired result. Furthermore, the processes depicted in the drawings do not necessarily require a specific or sequential order to achieve the desired result. In some embodiments, multitasking and parallel processing are possible or may be advantageous.

[0067] In summary, after reading the detailed disclosure of this specification, those skilled in the art will understand that the foregoing detailed disclosure is presented by way of example only and is not restrictive. Although not explicitly stated herein, those skilled in the art will understand that this specification requires various reasonable changes, improvements, and modifications to the embodiments. These changes, improvements, and modifications are intended to be made by this specification and are within the spirit and scope of the exemplary embodiments described herein.

[0068] Furthermore, certain terms in this specification have been used to describe embodiments of this specification. For example, "an embodiment," "an embodiment," and / or "some embodiments" mean that a particular feature, structure, or characteristic described in connection with that embodiment may be included in at least one embodiment of this specification. Therefore, it is to be emphasized and understood that two or more references to "an embodiment" or "an embodiment" or "alternative embodiment" in various parts of this specification do not necessarily refer to the same embodiment. Moreover, specific features, structures, or characteristics may be suitably combined in one or more embodiments of this specification.

[0069] It should be understood that in the foregoing description of the embodiments in this specification, various features are combined in a single embodiment, drawing, or description for the purpose of simplifying the description and aiding in the understanding of a feature. However, this does not mean that the combination of these features is necessary, and those skilled in the art may readily identify some of the devices as separate embodiments when reading this specification. That is, the embodiments in this specification can also be understood as an integration of multiple secondary embodiments. It is also valid when each secondary embodiment contains fewer than all the features of a single foregoing disclosed embodiment.

[0070] Each patent, patent application, publication of the patent application, and other materials such as articles, books, specifications, publications, documents, articles, etc., cited herein may be incorporated by reference. The entire contents used for all purposes, except for any history of prosecution documents associated with it, that may be inconsistent with or conflict with this document, or that may have a limiting effect on the widest extent of the claims, are now or hereafter associated with this document. For example, in the event of any inconsistency or conflict between the description, definition, and / or use of terms associated with any of the included materials and the terms, description, definition, and / or used in connection with this document, the terms used herein shall prevail.

[0071] Finally, it should be understood that the embodiments disclosed herein are illustrative of the principles of the embodiments described in this specification. Other modified embodiments are also within the scope of this specification. Therefore, the embodiments disclosed in this specification are merely examples and not limitations. Those skilled in the art can implement the applications described in this specification using alternative configurations based on the embodiments in this specification. Therefore, the embodiments in this specification are not limited to the embodiments precisely described in the applications.

Claims

1. A design method for an aero-engine wheel disk simulator, characterized in that, Includes the following steps: S1: By analyzing the stress and strain of the wheel structure under test conditions, the stress and strain distribution of the critical area of ​​the wheel's characteristic parts is obtained; S2: By analyzing the stress and strain distribution of the critical area of ​​the wheel's characteristic parts, damage parameters related to life are calculated to obtain the damage parameter distribution within the critical area of ​​the wheel's characteristic parts; S3: Based on the damage parameter distribution within the critical area of ​​the wheel's characteristic parts, a search program is developed to obtain the main stress gradient path with the fastest descent rate and the secondary stress gradient path with the second fastest descent rate in the three-dimensional space of the critical area of ​​the wheel's characteristic parts; S4: Based on the damage parameter distribution along the primary and secondary stress gradient paths, ensure the initial configuration of the simulation component; S5: With the optimization objective of ensuring that the damage parameter distribution of the simulation component and the wheel structure is consistent along the primary and secondary stress gradient paths, conduct optimization design of the simulation component to obtain its final configuration; The steps for developing a search program to obtain the primary stress gradient path are as follows: First, take the node P0 with the largest damage parameter in the dangerous area of ​​the wheel's characteristic part as the center, and form a sphere with Δr as the radius. Then, read the damage parameter information of each node on the sphere by writing code, and sort... The sequence code obtains the node P1 with the smallest damage parameter on the sphere; then, with P1 as the center and Δr as the radius, another sphere is formed. The damage parameter information of each node on the sphere is read by writing code, and the node P2 with the smallest damage parameter on the sphere is obtained by sorting code. P3, P4...Pn are obtained step by step, and P0-P1-P2-...-Pn are the main stress gradient paths. The steps of the search program to obtain the secondary stress gradient paths are as follows: First, the nodes of the main stress gradient paths on each sphere are excluded. Then, the nodes P1¹, P2¹, P3¹...Pn¹ with the smallest damage parameter on each sphere are obtained. P0- P1¹-P2¹-...- Pn¹ are the secondary stress gradient paths.

2. The design method for the aero-engine wheel disk simulator according to claim 1, characterized in that, The steps include: reading damage parameter information of nodes on the sphere by writing code, obtaining the nodes with the smallest damage parameters on the sphere by sorting code, and obtaining damage parameter information of nodes on the sphere for which damage parameter information was not read by fitting through interpolation method.

3. The design method for the aero-engine wheel disk simulator according to claim 2, characterized in that, The interpolation method specifically includes the following steps: First, the nodes on the sphere where no damage parameter information has been read are set as p(x). p ,y p ,z p Then, the search program obtains the four non-coplanar nodes a(x1,y1,z1), b(x2,y2,z2), c(x3,y3,z3), and d(x4,y4,z4) that are closest to node p. Based on the damage parameter information of nodes a, b, c, and d, the damage parameter information of node p is interpolated using the following formula: In the formula, D p Let D be the damage parameter of node p. a Let D be the damage parameter of node a. b Let D be the damage parameter of node b. c Let D be the damage parameter of node c. d Let be the damage parameters of node d, and α, β, γ and δ be the weighting coefficients.

4. The design method for the aero-engine wheel disk simulator according to claim 3, characterized in that, The formula for determining the weighting coefficients is as follows: In the formula, V 总 V1 is the total volume of the tetrahedron with points a, b, c, and d as its four vertices; V2 is the volume of the tetrahedron with points p, a, c, and d as its four vertices; V3 is the volume of the tetrahedron with points p, a, b, and d as its four vertices; and V4 is the volume of the tetrahedron with points p, a, b, and c as its four vertices.

5. The design method for an aero-engine wheel disk simulator according to any one of claims 1-4, characterized in that, The initial configuration of the simulation component is a cuboid. V-shaped notches are designed on both sides of the middle part of the cuboid. The rounded corner size of the V-shaped notches is R. The distance between the two V-shaped notches is A. On both sides of the center line of the two V-shaped notches, there are rectangular notches with a length of B and a width of H.

6. The design method for the aero-engine wheel disk simulator according to claim 5, characterized in that, The specific steps of the optimization design are as follows: Calculate the absolute value of the stress difference ΔS11 = |S11s - S11g| between each node on the primary and secondary stress gradient paths of the wheel structure and the corresponding node on the primary and secondary stress gradient paths of the simulated component, where S11s is the stress at each node on the primary and secondary stress gradient paths of the simulated component, and S11g is the stress at each node on the primary and secondary stress gradient paths of the wheel structure; determine the design variables as geometric parameters A, B, and R; establish a parametric three-dimensional model of the simulated component; and update the parametric three-dimensional model synchronously after updating the design variables; write the finite element code. Finite element analysis (FEM) is performed on the parameterized 3D model after the design variables are updated to obtain the damage parameter distribution on the primary and secondary stress gradient paths after the design variables are updated. The parameterized 3D model and finite element code are integrated into the optimization platform to form an automated process of design variable update - parameterized 3D model update - finite element analysis result update and extraction. The value range of geometric parameters A, B and R of the design variables is determined. By setting weight functions, the maximum stress of the simulated part at the critical point is ensured to be consistent with that of the wheel structure. The genetic algorithm is used to continuously adjust the values ​​of design variables A, B and R so that the optimal values ​​of design variables A, B and R are found when ΔS11 reaches its minimum.

7. The design method for an aero-engine wheel disk simulator according to any one of claims 1-4, characterized in that, Step S1 specifically includes the following steps: establishing a finite element model of the wheel structure, taking the cyclically symmetric segment including the wheel's characteristic parts as the calculation model, setting cyclic symmetry constraints on the cyclic symmetry plane, applying axial and radial displacement constraints on the rear end face of the wheel, applying circumferential constraints at a point on the rear end face of the wheel, using tetrahedral meshing for the calculation model, refining the mesh in the critical area of ​​the wheel's characteristic parts, applying the centrifugal load of the blades on the wheel structure to the contact surface of the wheel's characteristic parts, applying the centrifugal load caused by the rotational speed and the temperature field of the wheel's low-cycle test to the wheel to obtain the stress and strain distribution in the critical area of ​​the wheel's characteristic parts.

8. The design method for an aero-engine wheel disk simulator according to any one of claims 1-4, characterized in that, The first principal stress is used as the damage parameter.

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