Aero-engine multi-stage static vane adjusting mechanism based on torsion bar configuration

Abstract

This application discloses a multi-stage stator blade adjustment mechanism for aero-engines based on a torsion bar configuration, belonging to the field of aero-engine compressor actuation control technology. To address the problems of traditional torsion bar adjustment mechanisms, such as the inability to independently adjust single-stage phases, fixed adjustment rules, and insufficient adjustment rigidity under complex operating conditions, this application includes an adjustment drive component and a multi-stage blade adjustment component. The multi-stage blade adjustment component is mounted on N adjustable stator blade groups, and includes N single-stage blade adjustment units, each of which is connected to a corresponding adjustable stator blade group. The adjustment drive component synchronously adjusts the aerodynamic deviation of the N adjustable stator blade groups by driving the N single-stage blade adjustment units. Furthermore, the adjustment drive component independently adjusts the aerodynamic deviation of M adjustable stator blade groups out of the N adjustable stator blade groups by driving M single-stage blade adjustment units. This application is mainly used as an adjustment mechanism for the aerodynamic deviation of multi-stage stator blades in aero-engines.

Description

Technical Field

[0001] This application relates to the field of aero-engine compressor actuation control technology, specifically to an aero-engine multi-stage stator blade adjustment mechanism based on a torsion bar configuration. Background Technology

[0002] Variable stator vane (VSV) adjustment mechanisms are crucial systems in modern aero-engine high-pressure compressors for controlling airflow and improving surge margin. Traditional torsion bar-type linkage mechanisms synchronously drive multiple stages of linkage rings to rotate via a longitudinally extending torsion shaft, offering advantages such as compact structure and good synchronization. However, in high-performance engines, the aerodynamic deviations of each stage of the stator vane vary under different operating conditions. Traditional solutions, due to their fixed adjustment rules, cannot independently compensate for the phase of individual stator vanes, resulting in some stages failing to reach their optimal operating positions and limiting further improvements in overall compressor efficiency.

[0003] Currently, some solutions attempt to achieve independent adjustment by adding redundant independent actuators. However, this not only leads to a sharp increase in the weight of the actuator system but also makes it difficult to arrange due to the extremely limited mounting envelope space on the casing surface. Furthermore, the intense high-frequency vibrations inside aero-engines make traditional friction clutches prone to slippage or failure during long-term operation, failing to guarantee absolute displacement rigidity in angle transmission. Therefore, if the existing torsion bar configuration can be utilized, along with the planetary differential principle and a clutch device with fault protection capabilities, to achieve the function of "independent fine-tuning within synchronous adjustment," it would have significant engineering application value for improving the overall performance of aero-engines. Summary of the Invention

[0004] In order to solve the problems of traditional torsion bar adjustment mechanisms being unable to independently adjust a single stage phase, having a fixed adjustment law, and having insufficient adjustment rigidity under complex working conditions, this application provides a multi-stage stator blade adjustment mechanism for aero-engines based on a torsion bar configuration.

[0005] A multi-stage stator blade adjustment mechanism for an aero-engine based on a torsion bar configuration, the adjustment mechanism comprising an adjustment drive component and a multi-stage blade adjustment component;

[0006] The multi-stage blade adjustment component is mounted on N adjustable stator blade groups, where N is a positive integer greater than 1. The multi-stage blade adjustment component includes N single-stage blade adjustment units, and each single-stage blade adjustment unit is connected to one adjustable stator blade group via a transmission connection.

[0007] The adjustment drive component synchronously adjusts the aerodynamic deviation of N adjustable stator blade groups by driving N single-stage blade adjustment units, and independently adjusts the aerodynamic deviation of M adjustable stator blade groups in N adjustable stator blade groups by driving M single-stage blade adjustment units, where M is a positive integer less than N.

[0008] Furthermore, the multi-stage blade adjustment component also includes a housing for mounting N single-stage blade adjustment units. The N single-stage blade adjustment units are arranged equidistantly along the axial direction on the housing, and each single-stage blade adjustment unit is rotatably connected to the housing. The adjustment drive component is mounted on the housing.

[0009] Furthermore, the adjustment drive component includes a main drive housing, located above the casing, and detachably connected to the casing via two sleeve supports. A drive lug for hinged engagement with the piston rod end of the actuator cylinder is mounted on the outer wall of the main drive housing. The cylinder end of the actuator cylinder is hinged to the outer wall of the casing via the fixed lug. A central shaft is inserted inside the main drive housing, with its axis collinear with the axis of the main drive housing. The central shaft is rotatably connected to the main drive housing via bearings. One end of the central shaft extends to the outside of the main drive housing and is connected to an external drive motor. N planetary gear transmission units are equidistantly mounted axially on the central shaft, and each planetary gear transmission unit is connected to the main drive housing. The transmission end of the unit passes through the main transmission housing and is connected to a single-stage blade adjustment unit. The planetary gear transmission unit includes a planetary gear module, a phase disk module, and a clutch module. The planetary gear module, phase disk module, and clutch module are sequentially mounted on the central shaft. When the clutch module drives the phase disk module to mesh with the planetary gear module, the actuator cylinder acts as a power source to drive the main transmission housing, thereby driving the planetary gear transmission unit and the single-stage blade adjustment unit to adjust the aerodynamic deviation of the adjustable stator vane group. When the clutch module drives the phase disk module to separate from the planetary gear module, the drive motor acts as a power source to drive the central shaft, thereby driving the planetary gear transmission unit and the single-stage blade adjustment unit to adjust the aerodynamic deviation of the adjustable stator vane group independently.

[0010] Furthermore, the sleeve bracket is located at the end of the casing, the bottom of the sleeve bracket is machined with a connection hole for mating with the casing, and the upper part of the sleeve bracket is machined with a fitting hole for mating with the main drive housing.

[0011] Furthermore, the main transmission housing includes a closed end section, an intermediate section, and an open end section. The closed end section, the intermediate section, and the open end section are arranged coaxially in sequence, and adjacent sections are connected by threads. N planetary gear transmission units are all located in the intermediate section. The central shaft is coaxially inserted into the main transmission housing along the open end section and is rotatably connected to both the closed end section and the open end section through bearings.

[0012] Furthermore, N shell internal gear rings are equidistantly installed on the inner wall of the intermediate cylinder section along the axial direction, and each shell internal gear ring is correspondingly matched with a planetary gear transmission unit.

[0013] Furthermore, the planetary gear module includes a sun gear, a planet carrier, and multiple planet gears. The sun gear is mounted on a central shaft, and the planet carrier is located on the side of the sun gear near the phase disk module. The planet carrier is mounted on the central shaft via bearings and is rotatably connected to the central shaft. Multiple support shafts are equidistantly arranged circumferentially at one end of the planet carrier facing the sun gear. A first meshing part is machined on one end of the planet carrier facing the phase disk module. Multiple planet gears are equidistantly arranged circumferentially between the sun gear and an internal gear ring in the housing. The multiple planet gears are connected to both the sun gear and the internal gear ring in the housing via transmission. Each planet gear is mounted on a support shaft via bearings and is rotatably connected to the support shaft.

[0014] Furthermore, the phase disk module includes a phase output disk and an actuation connector. The phase output disk is sleeved on the central shaft through a bearing and is rotatably connected to the central shaft. The outer circular surface of the phase output disk is machined with a mounting hole. The actuation connector is inserted into the mounting hole and fixedly connected to the phase output disk. The end of the phase output disk facing the planetary carrier is machined with a second engagement part. The first engagement part and the second engagement part cooperate to form an engagement structure.

[0015] Furthermore, the clutch module includes an electromagnetic actuator base and an electromagnetic coil. The electromagnetic actuator base is located at the end of the phase output disk away from the planetary carrier and is mounted on the central shaft. The electromagnetic coil is embedded in the electromagnetic actuator base, and the wiring of the electromagnetic coil extends to the outside of the electromagnetic actuator base through wire through holes on the electromagnetic actuator base. Multiple return springs are equidistantly embedded along the circumferential direction on the end of the electromagnetic actuator base facing the phase output disk, and the axis of each return spring is parallel to the axis of the central shaft. One end of each return spring extends to the outside of the electromagnetic actuator base and contacts the end of the phase output disk.

[0016] Furthermore, the single-stage blade adjustment unit includes a connecting rod, a linkage ring, and multiple rocker arms. The linkage ring is sleeved on the outer circular surface of the housing and is movably connected to the housing. The multiple rocker arms are equidistantly arranged on the outer circular surface of the linkage ring in the circumferential direction, and one end of each rocker arm is hinged to the linkage ring. A blade shaft is inserted into the other end of each rocker arm. The end of the blade shaft passes through the housing and extends into the housing. The axis of the blade shaft is perpendicular to the axis of the linkage ring, and the blade shaft is clearance-fitted with the housing.

[0017] The beneficial effects of this application compared to the prior art are:

[0018] This invention, based on the existing configuration of a torsion bar, integrates the planetary differential principle, electromagnetic jaw clutch technology, and rigid mechanical transmission design to develop an independent adjustment mechanism for multi-stage stationary blade planetary differentials in aero-engines. It precisely solves the technical pain points of traditional torsion bar adjustment mechanisms, such as the inability to independently adjust single-stage phases and insufficient adjustment rigidity, as well as the large weight and limited installation space of existing independent adjustment structures. It achieves breakthrough improvements in aerodynamic adjustment performance, structural layout, transmission reliability, and fault protection, significantly optimizing the operating characteristics of the high-pressure compressor in aero-engines. Specific beneficial effects are as follows:

[0019] 1. This application innovatively combines the global drive of the main drive housing with the independent compensation power of the central shaft, and with the clutch logic of the electromagnetic jaw clutch, the working mode can be dynamically switched according to the engine operating conditions: in the global synchronization mode, the large stroke synchronous adjustment of each stage of the stator vane can be realized to meet the adjustment needs of the engine operating conditions with large changes; in the independent compensation mode, precise phase fine adjustment of single or multi-stage stator vanes can be performed, which solves the problem of fixed adjustment law of traditional joint adjustment mechanism, and can adapt to the aerodynamic deviation of each stage of stator vane under different operating conditions, so that each stage of stator vane can be in the optimal operating position, significantly improving the aerodynamic matching accuracy of multi-stage compressor under all operating conditions, thereby improving the overall efficiency and surge margin of compressor.

[0020] 2. This application optimizes the traditional torsion bar configuration by integrating multi-stage adjustment units in series along the central axis within the main drive housing. This eliminates the need for redundant independent actuators, enabling independent adjustment of multi-stage stator blades. This significantly reduces the overall system weight and axial space occupation, effectively solving the problems of increased weight and insufficient mounting space on the casing surface caused by the addition of actuators in existing independent adjustment schemes. It perfectly adapts to the compact layout requirements of aero-engines.

[0021] 3. This application adopts a rigid meshing structure of triangular teeth on the end face to realize power transmission and decoupling, replacing the traditional friction clutch device which is prone to slippage. This completely avoids the problem of clutch mechanism slippage and failure under the high-frequency vibration environment inside the aero-engine, and ensures the absolute displacement rigidity of angle transmission. At the same time, the precision transmission characteristics of the planetary gear module, combined with the central shaft driven by the stepper motor or servo motor, make the phase compensation adjustment accuracy of the single-stage stator blade precisely controlled by the transmission ratio of the planetary mechanism, which greatly improves the adjustment accuracy and transmission stability of the mechanism.

[0022] 4. The power transmission in this application relies on the differential transmission of the planetary gear module and the direct meshing of the rigid jaw clutch. There are no complex intermediate transmission components. The power transmission path is short and the mechanical loss is small. Moreover, the electromagnetic actuator base only undertakes the clutch control function and remains stationary without participating in the power transmission, which further reduces power loss and component wear, and extends the service life of the mechanism. At the same time, the simple power transmission logic also makes the control of the mechanism more precise and the response faster. Attached Figure Description

[0023] Figure 1 This is a schematic diagram of the structure of a multi-stage stator blade adjustment mechanism for an aero-engine based on a torsion bar configuration as described in this application;

[0024] Figure 2 This is a schematic diagram of the adjustment drive component in a multi-stage stator blade adjustment mechanism for an aero-engine based on a torsion bar configuration as described in this application.

[0025] Figure 3 This is an exploded schematic diagram of the planetary gear transmission unit in a multi-stage stator blade adjustment mechanism for an aero-engine based on a torsion bar configuration as described in this application.

[0026] Figure 4 This is a structural cross-sectional view of the planetary gear transmission unit in a multi-stage stator blade adjustment mechanism for an aero-engine based on a torsion bar configuration as described in this application;

[0027] Figure 5 This is a schematic diagram of the structure of a single-stage blade adjustment unit in a multi-stage stator blade adjustment mechanism for an aero-engine based on a torsion bar configuration as described in this application;

[0028] In the diagram: 101 Main drive housing, 102 Drive lug, 103 Actuating cylinder, 104 Sleeve support, 105 Casing; 201 Central shaft; 301 Sun gear, 302 Planet gear, 303 Planet carrier, 304 Internal gear ring of housing; 401 Electromagnetic actuator base, 402 Electromagnetic coil, 403 Return spring, 404 Phase output disc, 405 Engaging structure, 406 Actuating connector, 407 Wire through hole; 501 Connecting rod, 502 Linkage ring, 503 Rocker arm, and 504 Blade shaft. Detailed Implementation

[0029] Specific implementation method one: Combining Figures 1 to 5 This embodiment describes a multi-stage stator blade adjustment mechanism for an aero-engine based on a torsion bar configuration. The adjustment mechanism includes an adjustment drive component and a multi-stage blade adjustment component.

[0030] The multi-stage blade adjustment component is mounted on N adjustable stator blade groups, where N is a positive integer greater than 1. The multi-stage blade adjustment component includes N single-stage blade adjustment units, and each single-stage blade adjustment unit is connected to one adjustable stator blade group via a transmission connection.

[0031] The adjustment drive component synchronously adjusts the aerodynamic deviation of N adjustable stator blade groups by driving N single-stage blade adjustment units, and independently adjusts the aerodynamic deviation of M adjustable stator blade groups out of N adjustable stator blade groups by driving M single-stage blade adjustment units, where M is a positive integer less than N.

[0032] The multi-stage stator vane adjustment mechanism provided in this embodiment further optimizes the structure of the adjustment drive component while maintaining the compact layout of the torsion bar configuration. Without adding redundant actuators, it enables the traditional mechanism, which can only adjust multiple adjustable stator vane groups synchronously, to also have the function of independently adjusting a certain adjustable stator vane group, greatly reducing the system weight and axial space occupation.

[0033] The technical solution provided in this embodiment uses a single multi-stage stator adjustment mechanism to adjust the multi-stage adjustable stator assembly in the aero-engine. However, in actual work, considering the overall structural force balance and the stability of the multi-stage stator aerodynamic deviation adjustment, two multi-stage stator adjustment mechanisms can be used to cooperate in completing the adjustment work. It is worth noting that the two multi-stage stator adjustment mechanisms have the same composition and working principle. When arranged, the two multi-stage stator adjustment mechanisms are symmetrically installed on the outer circular surface of the casing 105 along the axis of the casing 105. When adjusting the multi-stage stator in the aero-engine, the two multi-stage stator adjustment mechanisms act as power sources to synchronously drive the corresponding linkage ring to rotate, thereby achieving the purpose of adjusting the aerodynamic deviation of the target adjustable stator assembly.

[0034] Specific Implementation Method Two: Combining Figures 1 to 5 This embodiment further defines the multi-stage blade adjustment component in Specific Embodiment 1. In this embodiment, the multi-stage blade adjustment component also includes a housing 105 for mounting N single-stage blade adjustment units. The N single-stage blade adjustment units are arranged equidistantly along the axial direction on the housing 105, and each single-stage blade adjustment unit is rotatably connected to the housing 105. The adjustment drive component is mounted on the housing 105.

[0035] The single-stage blade adjustment unit includes a connecting rod 501, a linkage ring 502, and multiple rocker arms 503. The linkage ring 502 is sleeved on the outer circumferential surface of the housing 105 and is movably connected to the housing 105. The multiple rocker arms 503 are equidistantly arranged on the outer circumferential surface of the linkage ring 502, and one end of each rocker arm 503 is hinged to the linkage ring 502. A blade shaft 504 is inserted into the other end of each rocker arm 503. The end of the blade shaft 504 passes through the housing 105 and extends into the housing 105. The axis of the blade shaft 504 is perpendicular to the axis of the linkage ring 502, and the blade shaft 504 is clearance-fitted to the housing 105. Other components and connections are the same as in Specific Embodiment 1.

[0036] In this embodiment, the casing 105 is a cylindrical structure. Multiple linkage rings 502 are sequentially and equidistantly fitted onto the outer circumferential surface of the casing 105 along the axial direction. Each linkage ring 502 forms a cylindrical pair with the casing 105. The linkage rings 502 can rotate circumferentially on the casing 105 and move slightly axially along the axial direction of the casing 105. There is a gap between adjacent linkage rings 502. Multiple insertion holes are machined equidistantly along the circumferential direction at locations corresponding to the gaps between two linkage rings 502. These insertion holes are used to mate with the blade shaft 504. Connecting rings at both ends of the casing 105 have connecting holes for installing adjustment drive components. The adjustment drive components are fixed to the casing 105 by a bolt and nut mechanism. (Single-stage) The blade adjustment unit is used to adjust the aerodynamic deviation of a single adjustable stator blade group. It mainly relies on the connecting rod 501 to drive the linkage ring 502 to rotate circumferentially. In order to adapt to the axial micro-displacement of the phase disk module during operation, the connecting rod 501 adopts a flexible connecting rod, which allows it to adaptably extend and compensate during operation. The linkage ring 502 is provided with a hinge lug for connecting to the connecting rod 501. The two ends of the connecting rod 501 are respectively hinged to the actuation joint 406 and the hinge lug located on the linkage ring 502. The linkage ring 502 drives the blade shaft 504 through several rocker arms 503, and finally realizes the deflection of the stator blade angle. The rocker arms 503 are flexible rocker arms, and their material has a certain toughness, which can produce small deformations when the rocker arms are working.

[0037] The multi-stage blade adjustment component provided in this embodiment achieves integrated assembly of the adjustment mechanism and the engine core component casing while ensuring the independent movement of each single-stage blade adjustment unit. This eliminates the need for redundant mounting brackets and fixing structures, further simplifying the overall layout and reducing system complexity. The transmission of the single-stage blade adjustment unit utilizes a rigid mechanical connection throughout, employing frictionless transmission components. This completely avoids angle transmission distortion caused by friction slippage under the intense high-frequency vibration environment inside the aero-engine, ensuring absolute displacement rigidity of the stator blade angle adjustment. Simultaneously, the multi-stage blade adjustment component is optimized based on the traditional torsion bar casing design, without adding any redundant actuators, drive shafts, or other components for single-stage adjustment. It achieves hierarchical control of the actuator end solely through modular single-stage blade adjustment units. While realizing independent adjustment of multiple stator blades, it effectively controls the overall system weight, avoiding the significant weight increase problem caused by adding actuators in existing independent adjustment schemes. It also retains the core advantages of the traditional torsion bar configuration: compact structure and good synchronization.

[0038] Specific implementation method three: Combining Figures 1 to 5This embodiment further defines the adjustment drive component in Specific Embodiment 1. In this embodiment, the adjustment drive component includes a main drive housing 101, located above the housing 105. The main drive housing 101 is detachably connected to the housing 105 via two sleeve supports 104. A drive lug 102 for hinged connection to the piston rod end of the actuating cylinder 103 is mounted on the outer cylindrical wall of the main drive housing 101. The cylinder end of the actuating cylinder 103 is hinged to the outer wall of the housing 105 via the fixed lug. A central shaft 201 is inserted inside the main drive housing 101, and the axis of the central shaft 201 is collinear with the axis of the main drive housing 101. The central shaft 201 is rotatably connected to the main drive housing 101 via bearings. One end of the central shaft 201 extends to the outside of the main drive housing 101 and is connected to an external drive motor. N-type components are equidistantly mounted on the central shaft 201 along the axial direction. Each planetary gear transmission unit is connected to the main transmission housing 101. The transmission end of each planetary gear transmission unit passes through the main transmission housing 101 and is connected to a single-stage blade adjustment unit. The planetary gear transmission unit includes a planetary gear module, a phase disk module, and a clutch module. The planetary gear module, phase disk module, and clutch module are sequentially mounted on the central shaft 201. When the clutch module drives the phase disk module to engage with the planetary gear module, the actuator 103 acts as a power source to drive the main transmission housing 101, thereby driving the planetary gear transmission unit and the single-stage blade adjustment unit to adjust the aerodynamic deviation of the adjustable stationary blade group. When the clutch module drives the phase disk module to disengage from the planetary gear module, the drive motor acts as a power source to drive the central shaft 201, thereby driving the planetary gear transmission unit and the single-stage blade adjustment unit to adjust the aerodynamic deviation of the adjustable stationary blade group independently.

[0039] The planetary gear module includes a sun gear 301, a planet carrier 303, and multiple planet gears 302. The sun gear 301 is mounted on a central shaft 201. The planet carrier 303 is located on the side of the sun gear 301 near the phase disk module and is mounted on the central shaft 201 via bearings and is rotatably connected to the central shaft 201. Multiple support shafts are equidistantly arranged circumferentially at one end of the planet carrier 303 facing the sun gear 301. A first meshing part is machined on one end of the planet carrier 303 facing the phase disk module. Multiple planet gears 302 are equidistantly arranged circumferentially between the sun gear 301 and an internal gear ring 304 in the housing. The multiple planet gears 302 are connected to both the sun gear 301 and the internal gear ring 304 in a transmission manner. Each planet gear 302 is mounted on a support shaft via bearings and is rotatably connected to the support shaft.

[0040] The phase disk module includes a phase output disk 404 and an actuation connector 406. The phase output disk 404 is sleeved on the central shaft 201 through a bearing and is rotatably connected to the central shaft 201. The outer circular surface of the phase output disk 404 is machined with a mounting hole. The actuation connector 406 is inserted into the mounting hole and is fixedly connected to the phase output disk 404. The end of the phase output disk 404 facing the planetary carrier 303 is machined with a second engagement part. The first engagement part and the second engagement part cooperate to form an engagement structure 405.

[0041] The clutch module includes an electromagnetic actuator base 401 and an electromagnetic coil 402. The electromagnetic actuator base 401 is located at the end of the phase output disk 404 away from the planetary carrier 303, and is mounted on the central shaft 201. The electromagnetic coil 402 is embedded in the electromagnetic actuator base 401. The wiring of the electromagnetic coil 402 extends to the outside of the electromagnetic actuator base 401 through a wire through-hole 407 on the electromagnetic actuator base 401. Multiple return springs 403 are equidistantly embedded circumferentially on the end of the electromagnetic actuator base 401 facing the phase output disk 404, and the axis of each return spring 403 is parallel to the axis of the central shaft 201. One end of each return spring 403 extends outside the electromagnetic actuator base 401 and contacts the end of the phase output disk 404. Other components and connections are the same as in Specific Embodiment 1.

[0042] The adjustment drive component provided in this embodiment serves as the core of the power output and mode control of the entire multi-stage stator blade adjustment mechanism. This part of the design integrates key technologies such as dual power source coordination, planetary differential transmission, electromagnetic tooth clutch, and rigid mechanical meshing. It achieves a revolutionary optimization of the drive mechanism based on the traditional torsion bar configuration, accurately solving the core pain points of the traditional joint adjustment mechanism, such as single adjustment mode, insufficient transmission rigidity, and the need to add redundant components for independent adjustment. At the same time, it achieves multiple technological breakthroughs in terms of adjustment accuracy, working condition adaptability, transmission reliability, and structural integration.

[0043] In this embodiment, the central shaft 201 is driven by a stepper motor or a servo motor, and its adjustment accuracy is controlled by the planetary mechanism transmission ratio. satisfy: ,in The internal gear ring has 304 teeth. The sun gear has 301 teeth.

[0044] The adjustment drive component provided in this embodiment has a dual-power-source core architecture. The actuator cylinder is used as the global power source to drive the main transmission shell, and the external drive motor is used as the fine-tuning power source to drive the central shaft. The two power sources are arranged coaxially and their transmission logic is independent of each other. With the engagement and disengagement of the clutch module, the power can be switched precisely, perfectly adapting to the adjustment requirements of different operating conditions of aero engines. When the aerodynamic deviation of multiple adjustable stator blade groups is adjusted synchronously, it can meet the overall flow field control requirements during large changes in engine operating conditions, such as takeoff, cruise, and afterburner. When the aerodynamic deviation of a single adjustable stator blade group is adjusted independently, it can compensate for the aerodynamic deviation of each stage of stator blades under different operating conditions, so that each stage of stator blades is in the optimal actuation position. The two power sources perform their respective functions during operation, avoiding the mutual constraints of a single power source in terms of adjustment accuracy and adjustment stroke.

[0045] The design of the planetary gear transmission unit allows the rotational power of the central shaft and the main transmission housing to be differentially coupled and independently output through the planetary gears. The transmission ratio of the planetary gear module in the planetary gear transmission unit is precisely defined by the ratio of the number of teeth of the sun gear and the internal gear ring of the housing. With the central shaft driven by the motor, the phase compensation accuracy of the single-stage stator is strictly controlled by the transmission ratio of the planetary mechanism, achieving micron-level precise adjustment and significantly improving the aerodynamic matching accuracy of the multi-stage compressor. Multiple planetary gears are equidistantly arranged circumferentially between the sun gear and the internal gear ring. The planetary carrier is rotatably connected to the central shaft through bearings, and the planetary gears are rotatably connected to the support shaft of the planetary carrier through bearings. This structure ensures uniform force distribution during power transmission, effectively offsets high-frequency vibration interference inside the aero-engine, avoids jamming and uneven wear during transmission, and improves the smoothness and durability of the transmission.

[0046] To ensure the reliability of the connection between the planetary gear module and the phase disk module, the first engagement part on the planetary carrier 303 and the second engagement part on the phase output disk 404 in this embodiment both adopt a triangular tooth design. The rigid engagement of the two triangular teeth during connection replaces the traditional friction-based power transmission, achieving absolute displacement rigidity in angle transmission. Even under the intense high-frequency vibration environment of the aero-engine, there will be no slippage or distortion in power transmission, ensuring the accuracy of the stator blade adjustment angle. The clutch module adopts an electromagnetic clutch module structure, with the electromagnetic coil 402 embedded in the electromagnetic actuator base 401. When energized, it generates a magnetic attraction force to overcome the elastic force of the return spring 403, driving... The phase output disk 404 is separated from the planetary carrier 303; when the power is off, the return spring 403 pushes the phase output disk 404 to re-engage with the planetary carrier 303. The clutch action is precisely controlled by the electrical signal, with a fast response speed, and can achieve millisecond-level power mode switching to meet the adjustment needs of rapid changes in engine operating conditions. Under normal conditions, the return spring 403 always pushes the phase output disk to maintain engagement with the planetary carrier. This design gives the adjustment drive component a natural fault protection capability. When the control circuit is open or the power fails, all clutch modules automatically resume engagement, and the mechanism returns to the traditional torsion bar joint adjustment mode, ensuring that the aero-engine will not experience stator runaway under fault conditions, thus improving flight safety.

[0047] When the electromagnetic actuator base 401 is arranged, it is sleeved on the central shaft 201 by bearings, and the base is circumferentially fixed on the sleeve bracket 104 by anti-rotation pins. The lead wires of each stage electromagnetic coil 402 are passed through the wire through holes 407 on their respective bases and gathered into a wire bundle and led out axially along the non-interference space of the inner wall of the main transmission housing 101. Finally, the actuation joint 406 is hinged to the connecting rod 501 to complete the connection of the external linkage ring 502 of the housing 105.

[0048] It is worth noting that the adjustment mechanism provided in this application is for the fine adjustment of the aerodynamic deviation of the adjustable stationary blade. Therefore, an arc-shaped groove is machined at the corresponding position of the main drive housing 101 and each actuating joint 406. The groove has sufficient adjustment margin to ensure that there will be no collision or interference between the actuating joint 406 and the main drive housing 101 during the adjustment process. When the mechanism is under maintenance, the staff will reset the adjustment structure in the adjustment mechanism to ensure the working state of the adjustment mechanism in the next working cycle.

[0049] Specific implementation method four: Combination Figures 1 to 5This embodiment further defines the middle sleeve bracket 104 and the main drive housing 101 in the first embodiment. In this embodiment, the sleeve bracket 104 is located at the end of the housing 105. The bottom of the sleeve bracket 104 is machined with a connecting hole for cooperating with the housing 105, and the upper part of the sleeve bracket 104 is machined with a fitting hole for cooperating with the main drive housing 101.

[0050] The main drive housing 101 includes a closed end section, an intermediate section, and an open end section. The closed end section, the intermediate section, and the open end section are arranged coaxially in sequence, and adjacent sections are connected by threads. N planetary gear transmission units are all located in the intermediate section. The central shaft 201 is coaxially inserted into the main drive housing 101 along the open end section and is rotatably connected to both the closed end section and the open end section through bearings.

[0051] N internal gear rings 304 are equidistantly mounted along the axial direction on the inner wall of the intermediate cylindrical section, and each internal gear ring 304 is correspondingly matched with a planetary gear transmission unit. Other components and connections are the same as in Specific Embodiment 1.

[0052] In this embodiment, both the closed-end section and the open-end section in the main drive housing 101 are conical structures, and the ends of the closed-end section and the open-end section facing the middle section are both set with a large opening. The small opening of the closed-end section and the open-end section has a diameter larger than the central shaft 201 and is rotatably connected to the central shaft 201 through a bearing. The outer wall of the open-end section is machined with a wire routing hole for leading out the lead wires, which is used to collect the lead wires of each stage of electromagnetic coil 402 and lead them out of the main drive housing 101.

[0053] This application has disclosed the preferred embodiments as above, but it is not intended to limit this application. Any person skilled in the art can make some modifications or alterations to the structure and technical content disclosed above to create equivalent embodiments without departing from the scope of the technical solution of this application. However, any simple modifications, equivalent changes and alterations made to the above embodiments based on the technical essence of this application without departing from the content of the technical solution of this application shall still fall within the scope of the technical solution of this application.

[0054] Working principle

[0055] The regulating mechanism provided in this application has two working modes: the first working mode is independent compensation regulation, and the second working mode is synchronous regulation.

[0056] The specific steps for independent compensation adjustment are as follows:

[0057] Step 1: System Locking: Keep the actuator cylinder 103 locked to restrict the rotation of the main drive housing 101 and the internal gear ring 304;

[0058] Step 2: Decoupling of non-adjustable stage: For stationary blade stages that do not require adjustment (such as S0, S2, S3 stages), energize the electromagnetic coil 402 in its electromagnetic actuation base 401 to generate magnetic attraction force to overcome the pressure of the reset spring 403, and attract the phase output disk 404 towards the base, so that the end face triangular teeth 405 disengage from the meshing state.

[0059] Step 3: Target-level engagement and retention: For the target adjustment level (such as S1 level), keep the electromagnetic coil 402 in the de-energized state, and the phase output disk 404 maintains rigid end-face engagement with the planetary carrier 303 under the action of the return spring 403;

[0060] Step 4: Fine-tuning drive: Rotate the central shaft 201, and the power is transmitted to the planetary gears 302 through the sun gear 301. Since the internal gear ring 304 is stationary, the power is output through the planet carrier 303, the phase output disk 404 and the actuation joint 406, which finally drives the linkage ring 502 to achieve phase compensation of the target stage stationary blade.

[0061] Step 5: State Reset: After phase adjustment is completed, disconnect the power supply to all electromagnetic coils and restore normal engagement of each stage.

[0062] The specific steps for synchronization adjustment are as follows:

[0063] Step a: Normal locking detection: Detect whether the electromagnetic coils 402 of all adjustment units are in the de-energized state, and ensure that all phase output disks 404 and their respective planetary carriers 303 complete triangular tooth engagement through the reset spring 403;

[0064] Step b: Large stroke actuation drive: The actuator cylinder 103 receives the full-stage synchronous deflection command and pulls the drive lug 102, thereby driving the main transmission housing 101 to rotate around the central axis as a whole.

[0065] Step c: Rigid chain transmission: Since the planetary unit is locked, the rotation angle of the main drive housing 101 is rigidly transmitted to the phase output disk 404 via the internal gear ring 304, and the linkage rings 502 of each stage are driven by the connecting rod 501 to realize the synchronous change of the stationary blade angle of each stage.

[0066] Step d: Failure protection logic: When an open circuit fault occurs in the control circuit of the regulating system, the reset spring 403 forces all stages into the engagement state, and the mechanism automatically returns to the traditional torsion bar joint adjustment mode to ensure that the aero engine does not experience stator runaway under power failure conditions.

Claims

1. A multi-stage stator blade adjustment mechanism for an aero-engine based on a torsion bar configuration, characterized in that: The adjustment mechanism includes an adjustment drive component and a multi-stage blade adjustment component; The multi-stage blade adjustment component is mounted on N adjustable stator blade groups, where N is a positive integer greater than 1. The multi-stage blade adjustment component includes N single-stage blade adjustment units, and each single-stage blade adjustment unit is connected to one adjustable stator blade group via a transmission connection. The adjustment drive component synchronously adjusts the aerodynamic deviation of N adjustable stator blade groups by driving N single-stage blade adjustment units, and independently adjusts the aerodynamic deviation of M adjustable stator blade groups in the N adjustable stator blade groups by driving M single-stage blade adjustment units, where M is a positive integer less than N.

2. The multi-stage stator blade adjustment mechanism for aero-engine based on a torsion bar configuration according to claim 1, characterized in that: The multi-stage blade adjustment component also includes a housing (105) for mounting N single-stage blade adjustment units. The N single-stage blade adjustment units are arranged equidistantly along the axial direction on the housing (105), and each single-stage blade adjustment unit is rotatably connected to the housing (105). The adjustment drive component is mounted on the housing (105).

3. The multi-stage stator blade adjustment mechanism for an aero-engine based on a torsion bar configuration according to claim 2, characterized in that: The adjustment drive component includes a main drive housing (101), which is located above the casing (105) and is detachably connected to the casing (105) via two sleeve brackets (104). A drive lug (102) for hinged connection with the piston rod end of the actuator cylinder (103) is installed on the outer cylindrical wall of the main drive housing (101). The cylinder end of the actuator cylinder (103) is connected to the casing (105) via the fixed lug. The outer wall is hinged, and a central shaft (201) is inserted inside the main drive housing (101). The axis of the central shaft (201) is collinear with the axis of the main drive housing (101). The central shaft (201) is rotatably connected to the main drive housing (101) through a bearing. One end of the central shaft (201) extends to the outside of the main drive housing (101) and is connected to an external drive motor. N planetary gears are equidistantly mounted on the central shaft (201) along the axial direction. Each planetary gear transmission unit is connected to the main transmission housing (101) and the transmission end of each planetary gear transmission unit passes through the main transmission housing (101) and is connected to a single-stage blade adjustment unit. The planetary gear transmission unit includes a planetary gear module, a phase disk module and a clutch module. The planetary gear module, phase disk module and clutch module are sequentially mounted on the central shaft (201). When the clutch module drives the phase disk module to mesh with the planetary gear module, the actuator (103) acts as a power source to drive the main transmission housing (101) to drive the planetary gear transmission unit and the single-stage blade adjustment unit to adjust the aerodynamic deviation of the adjustable stationary blade group. When the clutch module drives the phase disk module to separate from the planetary gear module, the drive motor acts as a power source to drive the central shaft (201) to drive the planetary gear transmission unit and the single-stage blade adjustment unit to adjust the aerodynamic deviation of the adjustable stationary blade group independently.

4. The multi-stage stator blade adjustment mechanism for an aero-engine based on a torsion bar configuration according to claim 3, characterized in that: The sleeve bracket (104) is located at the end of the casing (105). The bottom of the sleeve bracket (104) is machined with a connecting hole for mating with the casing (105), and the upper part of the sleeve bracket (104) is machined with a fitting hole for mating with the main drive housing (101).

5. The multi-stage stator blade adjustment mechanism for an aero-engine based on a torsion bar configuration according to claim 4, characterized in that: The main drive housing (101) includes a closed end section, an intermediate section and an open end section. The closed end section, the intermediate section and the open end section are arranged coaxially in sequence, and adjacent sections are connected by threads. N planetary gear transmission units are all located in the intermediate section. The central shaft (201) is inserted coaxially into the main drive housing (101) along the open end section and is rotatably connected to the closed end section and the open end section through bearings.

6. A multi-stage stator blade adjustment mechanism for an aero-engine based on a torsion bar configuration according to claim 5, characterized in that: N shell internal gear rings (304) are equidistantly installed on the inner wall of the intermediate cylinder section along the axial direction, and each shell internal gear ring (304) is correspondingly matched with a planetary gear transmission unit.

7. The multi-stage stator blade adjustment mechanism for an aero-engine based on a torsion bar configuration according to claim 6, characterized in that: The planetary gear module includes a sun gear (301), a planet carrier (303), and multiple planet gears (302). The sun gear (301) is mounted on the central shaft (201). The planet carrier (303) is located on the side of the sun gear (301) near the phase disk module. The planet carrier (303) is mounted on the central shaft (201) through bearings and is rotatably connected to the central shaft (201). Multiple support shafts are equidistantly arranged circumferentially at one end of the planet carrier (303) facing the sun gear (301). A No. 1 meshing part is machined on one end of the planet carrier (303) facing the phase disk module. Multiple planet gears (302) are equidistantly arranged circumferentially between the sun gear (301) and an internal gear ring (304) in the housing. The multiple planet gears (302) are connected to the sun gear (301) and the internal gear ring (304) in the housing for transmission. Each planet gear (302) is mounted on a support shaft through bearings and is rotatably connected to the support shaft.

8. A multi-stage stator blade adjustment mechanism for an aero-engine based on a torsion bar configuration according to claim 1, characterized in that: The phase disk module includes a phase output disk (404) and an actuation connector (406). The phase output disk (404) is mounted on the central shaft (201) via a bearing and is rotatably connected to the central shaft (201). The outer circular surface of the phase output disk (404) is machined with a mounting hole. The actuation connector (406) is inserted into the mounting hole and fixedly connected to the phase output disk (404). The end of the phase output disk (404) facing the planetary carrier (303) is machined with a second engagement part. The first engagement part and the second engagement part cooperate to form an engagement structure (405).

9. A multi-stage stator blade adjustment mechanism for an aero-engine based on a torsion bar configuration according to claim 1, characterized in that: The clutch module includes an electromagnetic actuator base (401) and an electromagnetic coil (402). The electromagnetic actuator base (401) is located at the end of the phase output disk (404) away from the planetary carrier (303) and is mounted on the central shaft (201). The electromagnetic coil (402) is embedded in the electromagnetic actuator base (401). The wiring of the electromagnetic coil (402) extends to the outside of the electromagnetic actuator base (401) through the wire through hole (407) on the electromagnetic actuator base (401). Multiple return springs (403) are equidistantly embedded along the circumferential direction on the end of the electromagnetic actuator base (401) facing the phase output disk (404). The axis of each return spring (403) is parallel to the axis of the central shaft (201). One end of each return spring (403) extends to the outside of the electromagnetic actuator base (401) and contacts the end of the phase output disk (404).

10. A multi-stage stator blade adjustment mechanism for an aero-engine based on a torsion bar configuration according to claim 8, characterized in that: The single-stage blade adjustment unit includes a connecting rod (501), a linkage ring (502), and multiple rocker arms (503). The linkage ring (502) is connected to the actuation joint (406) through the connecting rod (501). The linkage ring (502) is sleeved on the outer circular surface of the housing (105) and is movably connected to the housing (105). Multiple rocker arms (503) are equidistantly arranged on the outer circular surface of the linkage ring (502) in the circumferential direction. One end of each rocker arm (503) is hinged to the linkage ring (502). A blade shaft (504) is inserted into the other end of each rocker arm (503). The end of the blade shaft (504) passes through the housing (105) and extends into the housing (105). The axis of the blade shaft (504) is perpendicular to the axis of the linkage ring (502). The blade shaft (504) and the housing (105) are fitted with a clearance fit.

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