Aero-engine high-pressure rotor dynamic balance design method and device
By establishing a rotor dynamics model and optimizing the phase relationship of unbalance, the vibration control problem of high-pressure rotors in high-performance aero-engines across the entire speed range was solved, and the controllability of vibration response was achieved.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- AECC SHENYANG ENGINE RES INST
- Filing Date
- 2026-02-27
- Publication Date
- 2026-06-02
AI Technical Summary
In high-performance aero engines, the high-pressure rotor, due to its high speed, wide speed range, and large span, renders the traditional rigid rotor assumption inapplicable, making it difficult to effectively control the unbalanced vibration response across the entire speed range.
By establishing a rotor dynamics model, determining the critical speed and mode shape, selecting a reasonable balance correction surface, and optimizing the phase relationship of the unbalance quantity by calculating the unbalance response under different phase combinations, the vibration response can be controlled within the set value.
Under the existing process balancing scheme, the unbalanced vibration response of the high-pressure rotor is controllable across the entire speed range, thus improving the engine's vibration control capability.
Smart Images
Figure CN122133261A_ABST
Abstract
Description
Technical Field
[0001] This application belongs to the field of engine design technology, specifically relating to a dynamic balancing design method and device for a high-pressure rotor of an aero-engine. Background Technology
[0002] Residual imbalance in the rotor is a major cause of engine vibration. As technology and performance requirements continue to improve, engine operating speeds are constantly increasing, which places higher demands on the dynamic balance of the engine rotor.
[0003] The dynamic balancing process for engine rotors involves first balancing the rotor components, followed by assembly. Engine rotor components do not achieve absolute balance after dynamic balancing; residual imbalances remain. These residual imbalances can induce rotor vibration. Therefore, component assembly presents the challenge of matching the phases of the residual imbalances of different components. A common practice is to assemble different components using an alternating phase matching principle to minimize excitation forces. For example, for high-pressure rotors, the principle of installing compressor and turbine residual imbalances in opposite phases is often adopted. However, this method does not guarantee that the rotor's vibration response will be controlled within permissible vibration standards. Sometimes, it is necessary to disassemble the engine rotor again, change the phase ratio of the residual imbalances of the components, and retest until the vibration meets requirements.
[0004] Currently, there is a wealth of research on rotor imbalance vibration faults and response simulation analysis based on publicly available information. Much research has also been conducted on rotor dynamic balancing processes and their sensitivity, and the methods used are relatively mature. However, current aero-engine rotor dynamic balancing uses the rigid rotor assumption and low-speed dynamic balancing processes, which typically achieves good results. But as engine speeds increase and the operating range expands, coupled with the influence of rotor lightweight design, first-order or even multiple-order critical speeds may exist within the engine's operating speed range, or the margin of critical speeds may be low. In other words, the traditional rigid rotor assumption no longer holds true.
[0005] For aero engines, large overall vibration is one of the key issues affecting engine testing and use. Rotor imbalance is the most basic excitation of the rotor. For modern high-performance aero engines, especially high-pressure rotors, which have high speed, wide speed range, large rotor span, and multiple balance correction surfaces, it is necessary to combine the analysis results of their own dynamic characteristics to design a rotor dynamic balancing scheme. During process balancing, the magnitude and phase of the imbalance on different correction surfaces should be matched reasonably to achieve vibration response level control across the entire speed range. Summary of the Invention
[0006] To address the aforementioned issues, this application proposes a novel rotor dynamic balancing design method based on the engine rotor vibration characteristics, in order to reduce the unbalanced excitation vibration response within the engine's operating range.
[0007] The first aspect of this application provides a dynamic balancing design method for a high-pressure rotor of an aero-engine, mainly including:
[0008] Step S1: Determine the critical speed and rotor mode shape of the rotor based on the rotor dynamics calculation model;
[0009] Step S2: Determine the balance correction surface that requires dynamic balancing design based on the rotor vibration mode diagram;
[0010] Step S3: Determine the first unbalance response of the balance correction surface under different phase combinations at the first critical speed, and determine the second unbalance response of the balance correction surface under different phase combinations at the second critical speed.
[0011] Step S4: Determine the control range of the phase combination with the goal that both the first unbalanced response and the second unbalanced response are less than a set value.
[0012] Preferably, in step S1, the rotor dynamics calculation model includes a rotating shaft composed of multiple shaft units, and two compressor disks, one turbine disk, and two elastic support units disposed on the rotating shaft.
[0013] Preferably, in step S2, the balance correction surfaces that need to be dynamically balanced include the compressor disk and turbine disk located at both ends of the rotating shaft.
[0014] Preferably, in step S4, the set value is not higher than 0.7 mm.
[0015] The second aspect of this application provides a dynamic balancing design device for a high-pressure rotor of an aero-engine, mainly comprising:
[0016] The rotor mode shape determination module is used to determine the critical speed and rotor mode shape of the rotor based on the rotor dynamics calculation model.
[0017] The balance correction surface determination module is used to determine the balance correction surface that needs to be dynamically balanced based on the rotor vibration mode diagram.
[0018] An imbalance response determination module is used to determine the first imbalance response of the balance correction surface under different phase combinations at the first-order critical speed, and to determine the second imbalance response of the balance correction surface under different phase combinations at the second-order critical speed.
[0019] The phase parameter determination module is used to determine the control range of the phase combination with the objective that both the first unbalanced response and the second unbalanced response are less than a set value.
[0020] Preferably, in the rotor mode determination module, the rotor dynamics calculation model includes a rotating shaft composed of multiple shaft units, and two compressor disks, one turbine disk, and two elastic support units disposed on the rotating shaft.
[0021] Preferably, in the balance correction surface determination module, the balance correction surfaces that need to be dynamically balanced include the compressor disk and turbine disk located at both ends of the rotating shaft.
[0022] Preferably, the setting value in the phase parameter determination module is not higher than 0.7 mm.
[0023] This application enables the reasonable selection of rotor imbalance correction surfaces. Under existing process balancing schemes, by reasonably matching the phase relationship between different imbalance quantities, the unbalanced vibration response of the high-pressure rotor can be controlled across the entire speed range. Attached Figure Description
[0024] Figure 1 This is a flowchart of a preferred embodiment of the dynamic balancing design method for high-pressure rotors of aero-engines in this application.
[0025] Figure 2 This is a schematic diagram of the finite element model of the rotor system.
[0026] Figure 3 These are the first two mode shapes of the rotor.
[0027] Figure 4 This is a schematic diagram of the unbalanced response when unbalanced quantities are applied in opposite phases.
[0028] Figure 5 This is a schematic diagram illustrating the effect of the loading phase on the peak value of the unbalanced response. Detailed Implementation
[0029] To make the objectives, technical solutions, and advantages of this application clearer, the technical solutions in the embodiments of this application will be described in more detail below with reference to the accompanying drawings. In the drawings, the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The described embodiments are only some, not all, of the embodiments of this application. The embodiments described below with reference to the accompanying drawings are exemplary and intended to explain this application, and should not be construed as limiting this application. All other embodiments obtained by those skilled in the art based on the embodiments of this application without creative effort are within the scope of protection of this application. The embodiments of this application will be described in detail below with reference to the accompanying drawings.
[0030] The first aspect of this application provides a method for dynamic balancing design of high-pressure rotors for aero-engines, such as... Figure 1 As shown, it mainly includes:
[0031] Step S1: Determine the critical speed and rotor mode shape of the rotor based on the rotor dynamics calculation model;
[0032] Step S2: Determine the balance correction surface that requires dynamic balancing design based on the rotor vibration mode diagram;
[0033] Step S3: Determine the first unbalance response of the balance correction surface under different phase combinations at the first critical speed, and determine the second unbalance response of the balance correction surface under different phase combinations at the second critical speed.
[0034] Step S4: Determine the control range of the phase combination with the goal that both the first unbalanced response and the second unbalanced response are less than a set value.
[0035] This application addresses the problem that traditional rigid rotor dynamic balancing methods may cause large unbalanced excitation vibration responses within the operating speed range due to the large number of stages, large span, high speed, and wide speed range of high-pressure rotor disks in aero-engines, and the existence of multiple critical speeds or insufficient margin between the operating speed and multiple critical speeds. A high-pressure rotor dynamic balancing scheme design method that takes into account the rotor dynamic characteristics is proposed.
[0036] By establishing a dynamic model of the high-pressure rotor, the rotor's dynamic characteristics (including critical speed and unbalanced response) are calculated. Then, combined with the mode shape, the rotor dynamic balancing correction surface (i.e., the position where the balancing weight is applied) is rationally selected. Next, by calculating the unbalanced response under different phase combinations of each correction surface, the sensitivity of the unbalanced response to unbalance within the operating speed range is obtained, and the matching principle of the unbalanced phase on each balancing correction surface is determined. Subsequently, the dynamic balancing design scheme for this high-pressure rotor is obtained.
[0037] This application uses a simplified model rotor as an example for illustration. The simplified model high-pressure rotor has two compressor disks and one turbine disk. In some optional embodiments, the rotor dynamics calculation model includes a rotating shaft composed of multiple shaft units, and two compressor disks, one turbine disk, and two elastic support units disposed on the rotating shaft. Figure 2 As shown, the shaft is divided into 18 shaft units by 19 nodes numbered 1-19, and three disk units and two elastic support units are coupled at one or more designated shaft units. Figure 2 In the middle, disk 1 and disk 2 are compressor disks, and disk 3 is turbine disk.
[0038] Therefore, in step S1, the critical speed and rotor mode shape of the rotor can be determined, such as... Figure 3As shown, it can be seen that the first mode of the rotor system is the translation mode, and the second mode is the pitch mode.
[0039] Subsequently, in step S2, the balance correction surface is determined. In some alternative embodiments, in step S2, the balance correction surface that needs to be dynamically balanced includes the compressor disk and turbine disk located at both ends of the shaft.
[0040] according to Figure 3 As shown in the vibration mode diagram, it can be seen that for the first critical speed, it is a translational vibration mode, and the participating mass of each disk is basically the same, that is, the unbalance sensitivity of each disk is basically the same; while for the second critical speed, it is a pitching vibration mode, and the participating mass of disk 1 and disk 3 is larger, that is, their unbalance sensitivity is higher, and they are more suitable as balance correction surfaces for dynamic balancing design. That is, for the model rotor of this application, disk 1 (the compressor disk at the end) and disk 3 (the turbine disk) are selected as the balance correction surfaces of the rotor.
[0041] After determining the unbalance correction surface, calculate the unbalance response for different phase combinations on the two correction surfaces; for example... Figure 4 The figure shows the fulcrum unbalance response when the unbalance is in phase (0 degrees) and out of phase (180 degrees). As can be seen from the figure, the unbalance offset is different under different speeds for different phase combinations. Therefore, this application needs to find the optimal phase combination in steps S3 and S4.
[0042] like Figure 5 As shown, in step S3, the first and second critical speeds are selected as typical operating speeds. By comparing the vibration responses of disks 1 and 3 at the two speeds under different phase combinations, the law curve of vibration response changing with phase can be obtained. Based on the law curve of the influence of unbalanced phase combination on vibration response obtained in step S3, in step S4, the phase matching relationship of unbalanced vibration response under various speeds can be selected, such as... Figure 5 When the unbalanced phase of disks 1 and 3 is controlled at around 100 degrees, the vibration response at both speeds is within a reasonable range. If the phase is too small or too large, a large vibration will occur at a certain speed.
[0043] In some alternative implementations, in step S4, the set value is not higher than 0.7 mm.
[0044] like Figure 5 As shown, the peak value of the unbalanced response is the set value, and the unbalanced phase corresponding to a value not exceeding 0.7 mm is around 80-120°.
[0045] This application addresses the structural characteristics and dynamic properties of high-pressure rotors for aero-engines. Starting from the forward design of unbalanced vibration response control, it establishes a dynamic balancing scheme design method and process that considers the rotor dynamic characteristics across the entire speed range. This method enables the reasonable selection of rotor unbalance correction surfaces and, under existing process balancing schemes, achieves controllable unbalanced vibration response across the entire speed range of the high-pressure rotor by reasonably matching the phase relationship between different unbalance quantities.
[0046] The second aspect of this application provides a dynamic balancing design device for a high-pressure rotor of an aero-engine corresponding to the above method, mainly comprising:
[0047] The rotor mode shape determination module is used to determine the critical speed and rotor mode shape of the rotor based on the rotor dynamics calculation model.
[0048] The balance correction surface determination module is used to determine the balance correction surface that needs to be dynamically balanced based on the rotor vibration mode diagram.
[0049] An imbalance response determination module is used to determine the first imbalance response of the balance correction surface under different phase combinations at the first-order critical speed, and to determine the second imbalance response of the balance correction surface under different phase combinations at the second-order critical speed.
[0050] The phase parameter determination module is used to determine the control range of the phase combination with the objective that both the first unbalanced response and the second unbalanced response are less than a set value.
[0051] In some alternative implementations, in the rotor mode determination module, the rotor dynamics calculation model includes a rotating shaft composed of multiple shaft units, and two compressor disks, one turbine disk, and two elastic support units disposed on the rotating shaft.
[0052] In some alternative implementations, the balance correction surface determination module determines the balance correction surfaces that require dynamic balancing design, including the compressor disk and turbine disk located at both ends of the shaft.
[0053] In some alternative implementations, the set value in the phase parameter determination module is no higher than 0.7 mm.
[0054] The above description is merely a specific embodiment of this application, but the scope of protection of this application is not limited thereto. Any variations or substitutions that can be easily conceived by those skilled in the art within the technical scope disclosed in this application should be included within the scope of protection of this application. Therefore, the scope of protection of this application should be determined by the scope of the claims.
Claims
1. A dynamic balancing design method for a high-pressure rotor of an aero-engine, characterized in that, include: Step S1: Determine the critical speed and rotor mode shape of the rotor based on the rotor dynamics calculation model; Step S2: Determine the balance correction surface that requires dynamic balancing design based on the rotor vibration mode diagram; Step S3: Determine the first unbalance response of the balance correction surface under different phase combinations at the first critical speed, and determine the second unbalance response of the balance correction surface under different phase combinations at the second critical speed. Step S4: Determine the control range of the phase combination with the goal that both the first unbalanced response and the second unbalanced response are less than a set value.
2. The dynamic balancing design method for high-pressure rotors of aero-engines according to claim 1, characterized in that, In step S1, the rotor dynamics calculation model includes a rotating shaft composed of multiple shaft units, and two compressor disks, one turbine disk and two elastic support units disposed on the rotating shaft.
3. The dynamic balancing design method for high-pressure rotors of aero-engines according to claim 1, characterized in that, In step S2, the balance correction surfaces that need to be dynamically balanced include the compressor disk and turbine disk located at both ends of the shaft.
4. The dynamic balancing design method for high-pressure rotors of aero-engines according to claim 1, characterized in that, In step S4, the set value is no higher than 0.7 mm.
5. A dynamic balancing design device for a high-pressure rotor of an aero-engine, characterized in that, include: The rotor mode shape determination module is used to determine the critical speed and rotor mode shape of the rotor based on the rotor dynamics calculation model. The balance correction surface determination module is used to determine the balance correction surface that needs to be dynamically balanced based on the rotor vibration mode diagram. An imbalance response determination module is used to determine the first imbalance response of the balance correction surface under different phase combinations at the first-order critical speed, and to determine the second imbalance response of the balance correction surface under different phase combinations at the second-order critical speed. The phase parameter determination module is used to determine the control range of the phase combination with the objective that both the first unbalanced response and the second unbalanced response are less than a set value.
6. The aero-engine high-pressure rotor dynamic balancing design device according to claim 5, characterized in that, In the rotor mode determination module, the rotor dynamics calculation model includes a rotating shaft composed of multiple shaft units, and two compressor disks, one turbine disk, and two elastic support units disposed on the rotating shaft.
7. The aero-engine high-pressure rotor dynamic balancing design device according to claim 5, characterized in that, In the balance correction surface determination module, the balance correction surfaces that need to be dynamically balanced include the compressor disk and turbine disk located at both ends of the rotating shaft.
8. The aero-engine high-pressure rotor dynamic balancing design device according to claim 5, characterized in that, In the phase parameter determination module, the set value is no higher than 0.7 mm.