Aero-engine main bearing air-ground consistent equivalent test method

Abstract

An aero-engine main bearing air-ground consistent equivalent test method, system, medium and equipment, in the method, a coordinate system describing the motion of the aircraft is established, the rotor structure of the aero-engine is simplified and a five-degree-of-freedom rotor-support-casing coupled dynamics equation is constructed, the mass distribution, moment of inertia distribution and distance between each support point of the aero-engine are determined, and the load transmission path of each rotor component under the aircraft maneuvering flight is determined, based on the coupled dynamics equation, the selected test support point main bearing transmits the typical maneuvering load under the maneuvering flight condition, the selected maneuvering load is mapped into equivalent maneuvering flight parameters and compensation load, and is coupled and implanted into the air-ground consistent equivalent test bench; signal acquisition and recording, in the running process of the air-ground consistent equivalent test bench, the vibration signal, load signal and rotor speed signal of the tested main bearing are collected in real time through the three-dimensional force sensor, acceleration sensor, speed sensor and data acquisition system.

Description

Technical Field

[0001] This invention relates to the field of ground testing technology for aero-engines, and in particular to a method, system, medium, and equipment for air-ground equivalent testing of aero-engine main bearings. Background Technology

[0002] As the core power component of an aircraft, the operational reliability of the aero engine directly determines flight safety. During maneuvering flight (such as pitch, roll, turn, and multi-condition coupling), the engine rotor system is subjected to the coupled effects of various complex loads, including aerodynamic axial force, gyroscopic torque, centrifugal force, inertial torque, and Euler force. These loads directly affect the service life and operational stability of key components such as the engine main bearing.

[0003] However, existing air-to-ground consistent testing techniques for main bearings have two major drawbacks: first, they lack a method for coupling and implanting flight parameters onto a ground test rig, making it difficult to accurately reproduce the main bearing's state under maneuvering flight conditions on a ground test rig; second, they do not effectively compensate for the differences in mass and moment of inertia between the test rig and the actual engine rotor, resulting in the inability to accurately reproduce the actual load state by simply replicating parameters such as flight acceleration and angular velocity. This leads to significant deviations between the test results and actual flight conditions, making it difficult to effectively support the design optimization and reliability assessment of key engine components. Therefore, there is an urgent need for a method for coupling and implanting flight parameters in air-to-ground consistent testing to address the problems of unclear coupling and implantation methods and insufficient simulation accuracy in existing technologies.

[0004] The information disclosed in the background section is only for enhancing the understanding of the background of this invention, and therefore may contain information that does not constitute prior art known to those skilled in the art. Summary of the Invention

[0005] To address the shortcomings, this invention provides a method, system, medium, and equipment for air-ground equivalent testing of aero-engine main bearings. By constructing a rotor-support-casing coupled dynamic equation, it accurately analyzes the load transfer law under multiple maneuvering conditions, realizes the coupling implantation of flight parameters and load compensation, and enables the ground test bench to equivalently reproduce the stress environment of the aero-engine rotor main bearing under real flight conditions, obtain accurate vibration, load, and speed signals, and provide technical support for the reliability testing of key components of aero-engines.

[0006] A method for air-to-ground equivalent testing of aero-engine main bearings includes:

[0007] S100: Establish a coordinate system to describe the motion of the aircraft. A ground-based fixed coordinate system is established with the ground as the reference to describe the position of the aircraft's center of gravity, flight speed, and flight acceleration. An aircraft fuselage-related coordinate system is established with the aircraft's center of mass as the origin to characterize the aircraft's fuselage rotation characteristics during pitch, roll, and yaw.

[0008] S200: Simplify the rotor structure of the aero-engine and construct coupled dynamic equations. The high- and low-pressure rotors of the aero-engine are simplified to finite element Timshenko beam models, the inner and outer casings are simplified to non-rotating Timshenko beam models, each rotor disk is simplified to a disk structure distributed at the center of mass, and the support is simplified to an elastic support structure. Based on the Lagrange energy theorem and considering the five-degree-of-freedom displacement of the element nodes, the coupled dynamic equations of the aero-engine rotor-support-casing are established. These equations include the global mass matrix, the global damping matrix during non-maneuvering flight, the rotor speed-related gyro matrix, the additional damping matrix during maneuvering flight, the global stiffness matrix during non-maneuvering flight, the additional stiffness matrix during maneuvering flight, the generalized external force vector of the rotor system, the rotor unbalanced force excitation, and the additional loads during maneuvering.

[0009] S300: Analyzes the force transmission path and key maneuvering loads, including determining the mass distribution, moment of inertia distribution, and spacing between the aero-engine's pivots, as well as the load transmission path of each rotor component under maneuvering flight. Based on coupled dynamic equations, it selects and calculates the maneuvering loads transmitted by each pivot bearing under maneuvering flight conditions, maps the selected maneuvering loads to equivalent maneuvering flight parameters and compensation loads, and couples them into an air-to-ground consistent equivalent test bench.

[0010] S400: Signal Acquisition and Recording. During operation on the air-ground equivalent test bench, the vibration signal, load signal, and rotor speed signal of the tested main bearing are acquired in real time through a three-dimensional force sensor and a data acquisition system.

[0011] In the aforementioned air-to-ground equivalent test method for aero-engine main bearings, in step S200, the coupled dynamic equation is:

[0012]

[0013] In the formula, Indicates the acceleration of the unit node; Indicates the velocity of the unit node; Indicates the displacement of the element nodes; C represents the global mass matrix; C represents the global damping matrix during non-maneuvering flight. G represents the rotor speed; G represents the gyroscope matrix. This indicates the additional damping caused by maneuvering flight; This represents the global stiffness matrix during non-maneuvering flight. This indicates the additional stiffness generated by maneuvering during flight; Represents the generalized external force vector of the rotor system; This indicates rotor unbalanced force excitation; This indicates the additional load caused by the movement.

[0014] In the aforementioned air-to-ground equivalent test method for aero-engine main bearings, in step S200, the additional damping matrix, additional stiffness matrix, and additional load for maneuvering flight are all derived from maneuvering flight parameters in the three-axis directions. The five-degree-of-freedom displacements include... Axial displacement, Axial displacement, Axial displacement, Shaft rotation angle, Axis rotation angle.

[0015] In the aforementioned air-to-ground equivalent test method for aero-engine main bearings, step S300 involves an air-to-ground equivalent test rig comprising a roll section, a pitch section, and a gyration section. By setting flight parameters and applying compensation loads to each section, the test main bearing on the air-to-ground equivalent test rig transmits the same loads as those on a real aero-engine. The calculation of equivalent flight parameters and compensation loads under various flight conditions includes:

[0016] S301: For the roll condition, based on the load transmission path and coupled dynamic equations inside the actual aero-engine, the typical maneuvering loads of the rotor components that need to be transmitted by each main bearing of the engine under this condition are determined to be inertial force and aerodynamic axial force. Among them, based on the coupled dynamic equations and combined with the flight parameters and engine parameters in the actual roll condition, the equivalent inertial force and aerodynamic axial force that the main bearings under test need to transmit are calculated, and then the flight parameters and compensation loads that need to be implanted in the roll section of the air-ground equivalent test bench are determined.

[0017] S302: For pitch conditions, based on the load transmission path and coupled dynamic equations inside a real aero-engine, the typical maneuvering loads of the rotor components that need to be transmitted by each main bearing of the engine under this condition are determined to be inertial force, aerodynamic axial force and gyroscopic torque. The gyroscopic torque is transmitted at the main bearing in the form of a couple. Based on the coupled dynamic equations and the flight parameters and engine parameters in the real pitch condition, the equivalent inertial force, aerodynamic axial force and equivalent couple that need to be transmitted by the tested main bearing are calculated, and then the flight parameters and compensation loads that need to be implanted in the pitch section of the air-to-ground equivalent test bench are determined.

[0018] S303: For the circling condition, when the aircraft is in a circling motion without sideslip, the aircraft constantly changes direction through yaw motion during the circling process. At this time, the circling angular velocity and the yaw angular velocity are numerically equal. Based on the load transmission path and coupled dynamic equations inside the real aero-engine, the typical maneuvering loads of the rotor components that need to be transmitted by each main bearing of the engine under this condition are determined to be inertial force, aerodynamic axial force and gyroscopic torque. Among them, the gyroscopic torque is transmitted at the main bearing in the form of a couple. Based on the coupled dynamic equations and the flight parameters and engine parameters in the real circling condition, the equivalent inertial force, aerodynamic axial force and equivalent couple that need to be transmitted by the test main bearing are calculated, and then the flight parameters and compensation loads that need to be implanted in the circling part of the air-to-ground equivalent test bench are determined.

[0019] The built-in rotor containing the test bearing also generates a certain centrifugal force during the centrifuge rotation. Considering the low mass of the built-in rotor, the generated centrifugal force is small (less than 100N). Furthermore, since the test bearing and the auxiliary bearing on the rotor are installed in symmetrical positions, the test bearing will only bear half of the centrifugal force. Therefore, the influence of the centrifugal force generated by the centrifuge rotation is ignored. The inertial force generated by the overload during the actual aero-engine rotor's rotation is provided by the compensation load. The centrifuge is only used to simulate the rotation attitude and generate gyroscopic torque.

[0020] S304: For coupled flight conditions, the equivalent motion parameters under roll, pitch, and turn conditions are superimposed with the compensation load to determine the operating parameters of each component of the test bench.

[0021] In the aforementioned air-to-ground equivalent test method for aero-engine main bearings, the formula for calculating the aerodynamic axial force is as follows:

[0022]

[0023] In the formula, denoted as the axial working area of ​​the casing wall and the chamber; P is the static pressure of the casing wall and the static pressure of the chamber; q is the flow rate of the engine flow channel. The velocity difference between the inlet and outlet of the engine flow channel;

[0024] The formula for calculating the equivalent couple is:

[0025]

[0026] In the formula, Indicates the engine rotor speed; The moment of inertia of the high-pressure rotor between support points 3 and 4 of the engine; The pitch or yaw rate during maneuvering flight; The distance between the No. 3 and No. 4 support points of the high-pressure rotor of the engine; The rotor speed of the test bench; The moment of inertia of the test bench rotor; ω is the angular velocity of the pitching or rotating section of the test bench; l is the distance between the two bearings of the test bench.

[0027] The mapping relationship between the test bench angular velocity and the actual flight condition angular velocity obtained through equivalent couple calculations is as follows:

[0028]

[0029] In the formula, The pitch or turn rate during maneuvering flight; The angular velocity of the pitching or circling section of the test bench;

[0030] The formula for calculating the compensation load is:

[0031] ; ;

[0032] In the formula, , , These are the lateral compensation load, normal compensation load, and axial compensation load of the test bench, respectively. , , These are the lateral inertial force, normal inertial force, and axial inertial force transmitted by the main bearing of a real aero-engine, respectively. This refers to the aerodynamic axial force transmitted by the main bearing of a real aircraft engine.

[0033] In the aforementioned air-to-ground consistency equivalent test method for aero-engine main bearings, the air-to-ground consistency test rig includes a gyroscope table and a centrifuge structure. The gyroscope table consists of a dual-axis turntable and an internal rotor, and is mounted as a whole on the centrifuge cantilever. The angular velocity of the dual-axis turntable is 0. 3.5 Angular acceleration is 0 4 Built-in rotor speed 0 15000rpm, equipped with a three-dimensional loading device and a three-dimensional force sensor; the centrifuge, as the rotating section, provides 0 12g centrifugal acceleration, rotational angular velocity is 0 7 .

[0034] In the aforementioned air-to-ground equivalent test method for the main bearing of an aero-engine, in step S300, translational inertial force, rotational inertial force, gyroscopic torque, and aerodynamic axial force are selected as the maneuvering loads.

[0035] A system for performing the method includes:

[0036] The data processing module establishes a coordinate system to describe the aircraft's motion. This includes a ground-based fixed coordinate system to describe the aircraft's center of gravity, flight speed, and acceleration; and a fuselage-related coordinate system with the aircraft's center of mass as the origin to characterize the fuselage rotation characteristics during pitch, roll, and yaw. The high- and low-pressure rotors of the aero-engine are simplified into finite element Timshenko beam models, the inner and outer casings are simplified into non-rotating Timshenko beam models, each rotor disk is simplified into a disk structure distributed at the center of mass, and the supports are simplified into elastic support structures. Based on the Lagrange energy theorem and considering the five-degree-of-freedom displacement of the element nodes, a coupled dynamic equation for the aero-engine rotor-support-casing is established. The module determines the mass distribution, moment of inertia distribution, and spacing between each support point of the aero-engine, as well as the load transmission path of each rotor component under maneuvering flight. Based on the coupled dynamic equation, the maneuvering loads transmitted by each support bearing under maneuvering flight conditions are selected and calculated. The selected maneuvering loads are mapped to equivalent maneuvering flight parameters and compensating loads, and then coupled and implanted into an air-ground equivalent test rig.

[0037] The signal acquisition and recording module includes an air-ground equivalent test bench, a three-dimensional force sensor, and a data acquisition system. The three-dimensional force sensor and the data acquisition system acquire the vibration signal, load signal, and rotor speed signal of the main bearing tested on the air-ground equivalent test bench in real time.

[0038] A computer storage medium including computer instructions that, when run on a computer, cause the computer to perform the method.

[0039] An electronic device, the electronic device comprising:

[0040] Memory, processor, and computer programs stored in memory and executable on the processor, wherein,

[0041] The processor implements the method when executing the program.

[0042] Compared with existing technologies, this invention has the following advantages: it achieves accurate implantation of flight parameters on a ground gyroscope-centrifuge test bench, covering pitch, roll, yaw, and multi-maneuver coupling conditions, meeting the experimental needs of complex flight scenarios; it designs a targeted load compensation mechanism, using a three-dimensional loading device to compensate for load differences between the test bench and the actual aero-engine rotor due to differences in mass and moment of inertia, effectively solving the deviation problem caused by simply replicating motion parameters on the gyroscope; the flight parameter implantation method has wide adaptability, can match the experimental requirements of high-pressure rotor main bearings of different types of aero-engines, the method steps are clear, the operability is strong, no complex modification of existing experimental equipment is required, reducing experimental costs and facilitating engineering applications. Attached Figure Description

[0043] Various other advantages and benefits of the present invention will become apparent to those skilled in the art upon reading the detailed description of the preferred embodiments below. The accompanying drawings are for illustrative purposes only and are not intended to limit the invention. It is obvious that the drawings described below are merely some embodiments of the invention, and those skilled in the art can obtain other drawings based on these drawings without any inventive effort. Furthermore, the same reference numerals denote the same parts throughout the drawings.

[0044] In the attached diagram:

[0045] Figure 1 This is a schematic diagram of the overall process of the flight parameter coupling implantation method in this embodiment of the disclosure;

[0046] Figure 2 This is a schematic diagram of the fuselage linkage coordinate system describing the fuselage motion in an embodiment of this disclosure;

[0047] Figure 3 This is a schematic diagram of the rotor-casing-coupled dynamics model of an aero-engine in this embodiment of the present disclosure;

[0048] Figure 4 This is a schematic diagram of the compensation load calculation interface during the test in this embodiment of the disclosure;

[0049] Figure 5 This is a schematic diagram of the air-ground consistency test bench structure in this embodiment of the disclosure;

[0050] Figure 6 This is a schematic diagram of the roll section structure in the air-ground consistency test bench in this embodiment of the present disclosure.

[0051] The present invention will be further explained below with reference to the accompanying drawings and embodiments. Detailed Implementation

[0052] Specific embodiments of the invention will now be described in more detail with reference to the accompanying drawings. While specific embodiments of the invention are shown in the drawings, it should be understood that the invention may be implemented in various forms and should not be limited to the embodiments set forth herein. Rather, these embodiments are provided so that this invention will be thorough and complete, and will fully convey the scope of the invention to those skilled in the art.

[0053] It should be noted that certain terms are used in the specification and claims to refer to specific components. Those skilled in the art will understand that different terms may be used to refer to the same component. This specification and claims do not distinguish components based on differences in terminology, but rather on differences in function. The terms "comprising" or "including" used throughout the specification and claims are open-ended and should be interpreted as "comprising but not limited to." The following descriptions are preferred embodiments for carrying out the invention; however, these descriptions are for the purpose of understanding the general principles of the specification and are not intended to limit the scope of the invention. The scope of protection of this invention is determined by the appended claims.

[0054] To facilitate understanding of the embodiments of the present invention, further explanations and descriptions will be provided below with reference to the accompanying drawings and specific embodiments. The accompanying drawings do not constitute a limitation on the embodiments of the present invention.

[0055] like Figures 1 to 6 As shown, a method for air-to-ground equivalent testing of aero-engine main bearings includes the following steps:

[0056] S100: Establish a coordinate system to describe the motion of the aircraft. A ground-based fixed coordinate system is established with the ground as the reference to describe the position of the aircraft's center of gravity, flight speed, and flight acceleration. An aircraft fuselage-related coordinate system is established with the aircraft's center of mass as the origin to characterize the aircraft's fuselage rotation characteristics during pitch, roll, and yaw.

[0057] S200: Simplify the rotor structure of the aero-engine and construct coupled dynamic equations. The high- and low-pressure rotors of the aero-engine are simplified to finite element Timshenko beam models, the inner and outer casings are simplified to non-rotating Timshenko beam models, each rotor disk is simplified to a disk structure distributed at the center of mass, and the support is simplified to an elastic support structure. Based on the Lagrange energy theorem and considering the five-degree-of-freedom displacement of the element nodes, the coupled dynamic equations of the aero-engine rotor-support-casing are established. These equations include the global mass matrix, the global damping matrix during non-maneuvering flight, the rotor speed-related gyro matrix, the additional damping matrix during maneuvering flight, the global stiffness matrix during non-maneuvering flight, the additional stiffness matrix during maneuvering flight, the generalized external force vector of the rotor system, the rotor unbalanced force excitation, and the additional loads during maneuvering.

[0058] S300: Analyzes the force transmission path and key maneuvering loads, including determining the mass distribution, moment of inertia distribution, and spacing between the aero-engine's pivots, as well as the load transmission path of each rotor component under maneuvering flight. Based on coupled dynamic equations, it selects and calculates the maneuvering loads transmitted by each pivot bearing under maneuvering flight conditions, maps the selected maneuvering loads to equivalent maneuvering flight parameters and compensation loads, and couples them into an air-to-ground consistent equivalent test bench.

[0059] S400: Signal Acquisition and Recording. During operation on the air-ground equivalent test bench, the vibration signal, load signal, and rotor speed signal of the tested main bearing are acquired in real time through a three-dimensional force sensor and a data acquisition system.

[0060] In a preferred embodiment of the air-to-ground equivalent test method for aero-engine main bearings, in step S200, the coupled dynamic equation is:

[0061]

[0062] In the formula, Indicates the acceleration of the unit node; Indicates the velocity of the unit node; Indicates the displacement of the element nodes; C represents the global mass matrix; C represents the global damping matrix during non-maneuvering flight. G represents the rotor speed; G represents the gyroscope matrix. This indicates the additional damping caused by maneuvering flight; This represents the global stiffness matrix during non-maneuvering flight. This indicates the additional stiffness generated by maneuvering during flight; Represents the generalized external force vector of the rotor system; This indicates rotor unbalanced force excitation; This indicates the additional load caused by the movement.

[0063] In a preferred embodiment of the air-to-ground equivalent test method for aero-engine main bearings, in step S200, the additional damping matrix, additional stiffness matrix, and additional load for maneuvering flight are all derived from maneuvering flight parameters in the three-axis directions. The five-degree-of-freedom displacements include... Axial displacement, Axial displacement, Axial displacement, Shaft rotation angle, Axis rotation angle.

[0064] In a preferred embodiment of the air-to-ground equivalent test method for aero-engine main bearings, in step S300, the air-to-ground equivalent test rig includes a roll section, a pitch section, and a gyration section. By setting flight parameters and applying compensation loads to each section, the test main bearing on the air-to-ground equivalent test rig transmits the same loads as those on a real aero-engine. The calculation of equivalent flight parameters and compensation loads under various flight conditions includes:

[0065] S301: For the roll condition, based on the load transmission path and coupled dynamic equations inside the actual aero-engine, the typical maneuvering loads of the rotor components that need to be transmitted by each main bearing of the engine under this condition are determined to be inertial force and aerodynamic axial force. Among them, based on the coupled dynamic equations and combined with the flight parameters and engine parameters in the actual roll condition, the equivalent inertial force and aerodynamic axial force that the main bearings under test need to transmit are calculated, and then the flight parameters and compensation loads that need to be implanted in the roll section of the air-ground equivalent test bench are determined.

[0066] S302: For pitch conditions, based on the load transmission path and coupled dynamic equations inside a real aero-engine, the typical maneuvering loads of the rotor components that need to be transmitted by each main bearing of the engine under this condition are determined to be inertial force, aerodynamic axial force and gyroscopic torque. The gyroscopic torque is transmitted at the main bearing in the form of a couple. Based on the coupled dynamic equations and the flight parameters and engine parameters in the real pitch condition, the equivalent inertial force, aerodynamic axial force and equivalent couple that need to be transmitted by the tested main bearing are calculated, and then the flight parameters and compensation loads that need to be implanted in the pitch section of the air-to-ground equivalent test bench are determined.

[0067] S303: For the circling condition, when the aircraft is in a circling motion without sideslip, the aircraft constantly changes direction through yaw motion during the circling process. At this time, the circling angular velocity and the yaw angular velocity are numerically equal. Based on the load transmission path and coupled dynamic equations inside the actual aero-engine, the typical maneuvering loads of the rotor components that need to be transmitted by each main bearing of the engine under this condition are determined to be inertial force, aerodynamic axial force, and gyroscopic torque. Among them, the gyroscopic torque is transmitted at the main bearing in the form of a couple. Based on the coupled dynamic equations and the flight parameters and engine parameters in the actual circling condition, the equivalent inertial force, aerodynamic axial force, and equivalent couple that need to be transmitted by the test main bearing are calculated, and then the flight parameters and compensation loads that need to be implanted in the circling part of the air-to-ground equivalent test bench are determined.

[0068] The rotor containing the test bearing will also generate a certain centrifugal force during the centrifuge rotation. Considering the low mass of the built-in rotor, the generated centrifugal force is small (less than 100N). Also, since the test bearing and the auxiliary bearing on the rotor are installed in symmetrical positions, the test bearing will only bear half of the centrifugal force. Therefore, the influence of the centrifugal force generated by the centrifuge rotation is ignored. The inertial force generated by the overload during the actual aero-engine rotor's rotation is provided by the compensation load. The centrifuge is only used to simulate the rotation attitude and generate gyroscopic torque.

[0069] S304: For coupled flight conditions, the equivalent motion parameters under roll, pitch, and turn conditions are superimposed with the compensation load to determine the operating parameters of each component of the test bench.

[0070] In a preferred embodiment of the aforementioned air-to-ground equivalent test method for aero-engine main bearings, the formula for calculating the aerodynamic axial force is as follows:

[0071]

[0072] In the formula, denoted as the axial working area of ​​the casing wall and the chamber; P is the static pressure of the casing wall and the static pressure of the chamber; q is the flow rate of the engine flow channel. The velocity difference between the inlet and outlet of the engine flow channel;

[0073] The formula for calculating the equivalent couple is:

[0074]

[0075] In the formula, Indicates the engine rotor speed; The moment of inertia of the high-pressure rotor between support points 3 and 4 of the engine; The pitch or yaw rate during maneuvering flight; The distance between the No. 3 and No. 4 support points of the high-pressure rotor of the engine; The rotor speed of the test bench; The moment of inertia of the test bench rotor; ω is the angular velocity of the pitching or rotating section of the test bench; l is the distance between the two bearings of the test bench.

[0076] The mapping relationship between the test bench angular velocity and the actual flight condition angular velocity obtained through equivalent couple calculations is as follows:

[0077]

[0078] In the formula, The pitch or yaw rate during maneuvering flight; The angular velocity of the pitching or circling section of the test bench;

[0079] The formula for calculating the compensation load is:

[0080] ; ;

[0081] In the formula, , , These are the lateral compensation load, normal compensation load, and axial compensation load of the test bench, respectively. , , These are the lateral inertial force, normal inertial force, and axial inertial force transmitted by the main bearing of a real aero-engine, respectively. This refers to the aerodynamic axial force transmitted by the main bearing of a real aircraft engine.

[0082] In a preferred embodiment of the air-to-ground consistency equivalent test method for aero-engine main bearings, the air-to-ground consistency test bench includes a gyroscope table and a centrifuge structure. The gyroscope table consists of a dual-axis turntable and an internal rotor, and is mounted as a whole on the centrifuge cantilever. The angular velocity of the dual-axis turntable is 0~3.5. Angular acceleration is 0~4 The built-in rotor speed ranges from 0 to 15,000 rpm, equipped with a three-dimensional loading device and a three-dimensional force sensor; the centrifuge, acting as the rotating section, provides a centrifugal acceleration of 0 to 30g and a rotational angular velocity of 0 to 7. .

[0083] In a preferred embodiment of the air-to-ground equivalent test method for aero-engine main bearings, in step S300, a test with a long duration and an order of magnitude (10) is selected based on the established dynamic equations. 3 Large translational inertial forces, rotational inertial forces, gyroscopic torques, and aerodynamic axial forces are simulated as typical maneuvering loads.

[0084] A system for performing the method includes:

[0085] The data processing module establishes a coordinate system to describe the aircraft's motion. This includes a ground-based fixed coordinate system to describe the aircraft's center of gravity, flight speed, and acceleration; and a fuselage-related coordinate system with the aircraft's center of mass as the origin to characterize the fuselage rotation characteristics during pitch, roll, and yaw. The high- and low-pressure rotors of the aero-engine are simplified into finite element Timshenko beam models, the inner and outer casings are simplified into non-rotating Timshenko beam models, each rotor disk is simplified into a disk structure distributed at the center of mass, and the supports are simplified into elastic support structures. Based on the Lagrange energy theorem and considering the five-degree-of-freedom displacement of the element nodes, a coupled dynamic equation for the aero-engine rotor-support-casing is established. The module determines the mass distribution, moment of inertia distribution, and spacing between each support point of the aero-engine, as well as the load transmission path of each rotor component under maneuvering flight. Based on the coupled dynamic equation, the maneuvering loads transmitted by each support bearing under maneuvering flight conditions are selected and calculated. The selected maneuvering loads are mapped to equivalent maneuvering flight parameters and compensating loads, and then coupled and implanted into an air-ground equivalent test rig.

[0086] The signal acquisition and recording module includes an air-ground equivalent test bench, a three-dimensional force sensor, and a data acquisition system. The three-dimensional force sensor and the data acquisition system acquire the vibration signal, load signal, and rotor speed signal of the main bearing tested on the air-ground equivalent test bench in real time.

[0087] A computer storage medium including computer instructions that, when run on a computer, cause the computer to perform the method.

[0088] An electronic device, the electronic device comprising:

[0089] Memory, processor, and computer programs stored in memory and executable on the processor, wherein,

[0090] The processor implements the method when executing the program.

[0091] In one embodiment, a method for air-to-ground equivalent testing of aero-engine main bearings includes the following steps:

[0092] S100: Establish an absolute ground coordinate system, using the horizontal ground of the test range as a reference, to describe the aircraft's center of gravity, flight speed, and flight acceleration, and other absolute motion parameters; establish an aircraft fuselage-connected coordinate system, with the aircraft's center of mass as the origin. The axis runs along the side of the aircraft fuselage. The axis runs along the fuselage normal. The axis, along the fuselage axis, is used to characterize the aircraft's pitch (around the fuselage axis). (axis rotation), roll (around) (axis rotation), yaw (around) The fuselage rotation characteristics during shaft rotation and hovering (yaw motion during coordinated turns) provide a coordinate system for dynamic analysis and parameter calculation;

[0093] S200: The high and low pressure rotors of the tested main bearing aero-engine are simplified into finite element Timshenko beam models, which can accurately reflect the bending and shear deformation characteristics of the rotors; the inner and outer casings of the engine are simplified into non-rotating Timshenko beam models; the fan rotor disk, compressor rotor disk, high-pressure turbine rotor disk, and low-pressure turbine rotor disk are simplified into disk structures and distributed at their respective centroids; each support is simplified into an elastic support, considering the stiffness characteristics of the support; based on the Lagrange energy theorem, the five degrees of freedom displacement of the element nodes is considered ( Axial displacement, Axial displacement, Shaft rotation angle, Shaft rotation angle), propulsion and navigation air engine rotor-support-casing coupled dynamics model;

[0094] S300: Clearly define the mass distribution, moment of inertia distribution and spacing between the pivots of the aero-engine, sort out the load transmission path of each rotor component under maneuvering flight, select and calculate the typical maneuvering loads transmitted by each pivot bearing under maneuvering flight conditions based on the coupled dynamic equations, map the selected typical maneuvering loads into equivalent maneuvering flight parameters and compensation loads, and couple them to the test bench through the roll, pitch and turn sections of the air-to-ground consistency equivalent test bench;

[0095] S400: During the test bench operation, the vibration signal, load signal (axial, radial horizontal, radial vertical) and rotor speed signal of the tested main bearing are collected in real time under different equivalent flight conditions through a three-dimensional force sensor and data acquisition system.

[0096] Preferably, in step S200, the specific form of the five-degree-of-freedom node rotor-support-casing coupled dynamic equation is as follows:

[0097]

[0098] In the formula, Indicates the acceleration of the unit node; Indicates the velocity of the unit node; Indicates the displacement of the element nodes; C represents the global mass matrix; C represents the global damping matrix during non-maneuvering flight. G represents the rotor speed; G represents the gyroscope matrix. This indicates the additional damping caused by maneuvering flight; This represents the global stiffness matrix during non-maneuvering flight. This indicates the additional stiffness generated by maneuvering during flight; Represents the generalized external force vector of the rotor system; This indicates rotor unbalanced force excitation; This indicates the additional load caused by the maneuver;

[0099] Preferably, in step S200, the specific form of the displacement matrix in the derived five-degree-of-freedom node rotor-support-casing coupled dynamic equations is as follows:

[0100] ;

[0101] Preferably, in step S200, the specific form of the additional damping matrix in the derived five-degree-of-freedom node rotor-support-casing coupled dynamic equations is as follows:

[0102] ;

[0103] In the formula, m is the node mass; , , These represent the pitch rate, yaw rate, and roll rate of an aircraft during maneuvering flight, respectively.

[0104] Preferably, in step S200, the specific form of the additional stiffness matrix in the derived five-degree-of-freedom nodal rotor-support-casing coupled dynamic equations is as follows:

[0105]

[0106] In the formula, , , These represent the pitch acceleration, yaw acceleration, and roll acceleration of an aircraft during maneuvering flight, respectively.

[0107] Preferably, in step S200, the specific form of the additional load matrix in the derived five-degree-of-freedom node rotor-support-casing coupled dynamic equation is as follows:

[0108] In the formula, , , These represent the linear accelerations of the involved coordinate system relative to the absolute coordinate system; , , These represent the linear velocities of the involved coordinate system relative to the absolute coordinate system, respectively. This indicates the position of the engine's center of mass in the body coordinate system; Indicates the engine rotor speed; Indicates the moment of inertia of the rotor poles; Indicates the rotor diameter and moment of inertia; Indicates aerodynamic axial force;

[0109] Preferably, in step S200, the additional loads in the derived five-degree-of-freedom node rotor-support-casing coupled dynamic equations include translational inertial forces and rotational inertial forces, which can be uniformly expressed as maneuvering overloads in the maneuvering flight entrainment coordinate system:

[0110] ;

[0111] ;

[0112] ;

[0113] In the formula, , , These represent lateral overload, normal overload, and axial overload under maneuvering flight, respectively; preferably, in step S300, based on the established coupled dynamic equations, the action attitude and magnitude of various maneuvering loads are analyzed, and loads with long action time and large magnitude (10) are selected. 3 The translational inertial force, rotational inertial force, gyroscopic torque, and aerodynamic axial force (as described above) are the core simulated loads. Among them, the Euler force, the inertial force and inertial torque caused by the misalignment of the engine's center of mass and the aircraft's center of mass are relatively small in magnitude (10). 2 The following are ignored;

[0114] Preferably, in step S300, the air-to-ground consistency test bench includes a gyroscope table and a centrifuge structure. The gyroscope table consists of a dual-axis turntable (roll and pitch sections) and a built-in rotor, and the entire gyroscope table is mounted on the centrifuge arm; the angular velocity of the dual-axis turntable is 0. 3.5 Angular acceleration is 0 4 Built-in rotor speed 0 15000rpm, matching the speed of a real high-pressure rotor; equipped with a three-dimensional loading device and a three-dimensional force sensor, capable of loading in the axial, normal, and lateral directions; the centrifuge (rotating section) can provide 0 12g centrifugal acceleration, angular velocity 0 7 Preferably, in step S300, the bearing tested on the air-ground consistency test bench is the same as the main bearing of the high-pressure rotor of a real aero-engine, and during the test, it has the same stress environment and load transmission path as the high-pressure rotor bearing of a real aero-engine, and can transmit the same load from the rotor through the inner ring, outer ring, bearing housing to the casing.

[0115] Preferably, in step S301, the aircraft rotates around the fuselage under the rolling condition. With the shaft rotating and the engine rotor rotating around the same axis as the aircraft, according to the derived coupled dynamics equations, there is no gyroscopic torque under this condition, but there is an inertial torque; there is an aerodynamic axial force; and there are axial and normal overloads. Based on the actual aircraft roll angular velocity under real roll conditions... angular acceleration and engine speed Based on the actual flight conditions under roll maneuvers and the actual engine structure, combined with the coupled dynamic equations and the roll section parameters of the test bench, the rotational angular velocity of the roll section of the test bench was finally determined to be 0. 3.5 The corresponding roll angular velocity of an aircraft during roll flight is 0. 3.5 The axial loading compensation load of the roll section corresponds to the axial overload inertial force and aerodynamic axial force during roll flight; the normal loading compensation load corresponds to the normal overload inertial force during roll flight.

[0116] Preferably, in step S302, under the pitch condition, the aircraft rotates around the fuselage. As the shaft rotates, according to the derived coupled dynamics equations, the engine rotor experiences gyroscopic torque, aerodynamic axial force, and axial and normal overloads under this condition. The gyroscopic torque should generate the same couple at both the engine main bearing and the test bearing on the test bench.

[0117] ;

[0118] In the formula, Indicates the engine rotor speed; The moment of inertia of the high-pressure rotor between support points 3 and 4 of the engine; For maneuvering flight, pitch angular velocity is used. The distance between the No. 3 and No. 4 support points of the high-pressure rotor of the engine; The rotor speed of the test bench; The moment of inertia of the test bench rotor; ω is the angular velocity of the pitch section of the test bench; l is the distance between the two bearings of the test bench.

[0119] Using the equivalent gyro couple described above, and based on the moment of inertia and distance between the support points 3 and 4 of the high-pressure rotor of the real engine, the moment of inertia and distance between the support points of the experimental rig bearings, and the pitching condition of the real engine, the rotational angular velocity of the pitching section of the experimental rig can be finally obtained as 0~3.5. The corresponding pitch angular velocity of the aircraft during pitch flight is 0~ The axial loading compensation load of the pitch section corresponds to the axial overload inertial force and aerodynamic axial force during pitch flight; the normal loading compensation load corresponds to the normal overload inertial force during pitch flight.

[0120] Preferably, in step S303, when the aircraft is in a hovering motion without sideslip, the aircraft rotates around the vertical axis in space, and the aircraft is constantly rotating around the associated coordinate system. The shaft rotates, and the aircraft is constantly in a yaw state. At this time, the rotational angular velocity and the yaw angular velocity are equal; the engine rotor has a gyroscopic torque; there is an aerodynamic axial force; there are normal and lateral overloads; the gyroscopic torque should produce the same couple at the engine main bearing and the test bearing on the test bench:

[0121]

[0122] In the formula, Indicates the engine rotor speed; The moment of inertia of the high-pressure rotor between support points 3 and 4 of the engine; For maneuvering flight, the turning angular velocity is... The distance between the No. 3 and No. 4 support points of the high-pressure rotor of the engine; The rotor speed of the test bench; The moment of inertia of the test bench rotor; ω is the angular velocity of the rotating section (centrifuge) of the test bench; l is the distance between the two bearings of the test bench;

[0123] Using the equivalent gyroscopic couple described above, and based on the moment of inertia and distance between the support points 3 and 4 of the high-pressure rotor of the real engine, the moment of inertia and distance between the support points of the bearings on the experimental platform, and the actual engine rotational conditions, the rotational angular velocity of the rotating part (centrifuge) on the experimental platform can be finally obtained as 0~7. The corresponding pitch angular velocity of the aircraft during pitch flight is 0~ The axial loading compensation load of the swirling section corresponds to the aerodynamic axial force during swirling flight; the normal loading compensation load corresponds to the normal overload during swirling flight; and the lateral loading compensation load corresponds to the lateral overload inertial force during swirling flight.

[0124] Preferably, the axial overload inertial force compensation and normal overload inertial force compensation described in steps S301 to S303 are as follows:

[0125]

[0126] In the formula, Indicates the support stiffness; Indicates support damping; and This indicates that the aforementioned dynamic equations only apply to overload. The displacement of the two points supporting the connection during input; and This indicates that the aforementioned dynamic equations only apply to overload. The speed between the two points of the support connection when inputting, M e Indicates when overload is At that time, the equivalent mass of the equivalent inertial force transmitted by the main bearing;

[0127] Preferably, in steps S301 to S303, only the overload is given. Inertial loads output by the following dynamic equations It is possible to calculate the equivalent mass under the equivalent inertial force transmitted by the main bearing:

[0128]

[0129] Preferably, in step S303, the rotor where the test bearing is located will also generate a certain centrifugal force during the rotation of the centrifuge. Considering that the mass of the built-in rotor is low, the centrifugal force generated is small (less than 100N). Also, since the test bearing and the auxiliary bearing on the rotor are installed in symmetrical positions, the test bearing will only bear half of the centrifugal force. Therefore, the influence of the centrifugal force generated by the rotation of the centrifuge is ignored. The inertial force generated by the overload during the actual aero-engine rotor's rotation is provided by the compensation load. The centrifuge is only used to simulate the rotation attitude and generate gyroscopic torque.

[0130] Preferably, the aerodynamic axial force compensation to be added in steps S301 to S303 is as follows:

[0131]

[0132] In the formula, denoted as the axial working area of ​​the casing wall and the chamber; P is the static pressure of the casing wall and the static pressure of the chamber; q is the flow rate of the engine flow channel. The velocity difference between the inlet and outlet of the engine flow channel;

[0133] Preferably, in step S304, for coupled flight conditions, the equivalent motion parameters under roll, pitch, and turn conditions are superimposed with the compensation load to determine the comprehensive operating parameters of each component of the test bench, thereby reproducing the complex stress state under coupled maneuver conditions.

[0134] Preferably, in step S400, the test bench is started, and the flight parameters, duration and compensation load under each flight condition are set through the remote operation terminal. After the test bench parameters stabilize, the vibration signal of the main bearing is collected by the three-dimensional vibration sensor; the rotational speed signal of the rotor is measured by the rotational speed sensor; the data acquisition system records the data in real time according to the preset sampling frequency, continuously samples the preset working condition duration, and completes the storage and backup of the test data.

[0135] In one embodiment, such as Figure 1 As shown, this disclosure provides a method for air-to-ground equivalent testing of a high-pressure rotor main bearing for an aero-engine, comprising the following steps:

[0136] S100: Establish a fixed absolute coordinate system on the ground, using the horizontal ground of the test range as a reference, to describe the absolute motion parameters of the aircraft, such as its center of gravity, flight speed, and flight acceleration; establish a fuselage-connected coordinate system, with the aircraft's center of mass as the origin. The axis runs along the side of the aircraft fuselage. The axis runs along the fuselage normal. The axis, along the fuselage axis, is used to characterize the aircraft's pitch (around the fuselage axis). (axis rotation), yaw (around) (axis rotation), roll (around) The fuselage rotation characteristics during shaft rotation and hovering (yaw motion during coordinated turns) provide a coordinate system for dynamic analysis and parameter calculation;

[0137] S200: Discretize the aero-engine rotor system used in the test main bearing into... Figure 3 The rotor-support-casing coupled dynamic model shown is illustrated. The high-pressure and low-pressure rotors are divided into 30 elements using Timshenko beam elements. The fan rotor disk, compressor rotor disk, high-pressure turbine disk, and low-pressure turbine disk are simplified to concentrated mass disks. The support is simplified to an elastic support model. The mass and moment of inertia distribution of each component of the simplified aero-engine are shown in Table 1.

[0138] Table 1

[0139]

[0140] Based on a simplified rotor-support-casing coupled dynamics model of an aero-engine, the dynamic equations are constructed as follows:

[0141]

[0142] Global quality matrix Mass distribution calculation based on simplified mechanism; non-mechanical damping matrix Calculations were performed using a proportional damping model; gyroscope matrix. Based on rotor moment of inertia calculation; additional mechanical damping and additional stiffness of motion It was obtained by fitting the motion parameters.

[0143] S300: The test bearing is the main bearing of the high-pressure rotor of an aero-engine. Analysis of the dynamic equations shows that it primarily transmits the radial and axial loads from the front end of the compressor rotor, as well as the gyroscopic torque generated by the compressor rotor and the high-pressure turbine rotor, to the inner ring, rolling elements, and outer ring of the main bearing. Figure 3 The inner casing, as shown, ultimately transmits power to the outer casing; the radial load at the compressor rotor tip is mainly overload inertial force, and the axial load at the compressor rotor tip is mainly overload inertial force and aerodynamic axial force. The established five-degree-of-freedom dynamic equations are encapsulated as follows: Figure 4 The simulation system shown can solve the dynamic response at the main bearing of this type of aero-engine in real time by inputting flight parameters, bearing parameters, and solution parameters. The linear acceleration input box corresponds to the overload generated by the aircraft at the three axes during flight. By inputting flight overloads into the system, the equivalent mass M at the front end of the compressor rotor can be calculated. e=55kg; The experiment implanted gyro torque by mapping the aforementioned test angular velocity and the actual flight angular velocity, and implanted overload inertial force and aerodynamic axial force by adding compensation load through the three-dimensional loading device of the test bench; By setting different flight parameters and compensation loads in the roll, pitch and yaw sections of the test bench, the main bearing of the engine can transmit the same load as it does on a real aero engine on the test bench, thereby achieving air-to-ground equivalent simulation.

[0144] The overall structure of the air-ground equivalent test rig is as follows: Figure 5 As shown, the test bench consists of a roll section, a pitch section, and a turn section, used to simulate roll, pitch, and turn conditions during maneuvering flight, respectively. The pitch and roll sections are located at one end of the centrifuge cantilever in the turn section, and the other end of the cantilever is leveled using a large metal plate. All three sections can be independently controlled by a host computer, rotating at a constant speed after reaching the angular velocity set by the host computer; for example... Figure 6 As shown, the built-in rotor is installed in the rolling section, by... Figure 6 The drive motor is driven by a coupling. The maximum speed of the built-in rotor can reach 15,000 rpm, which is compatible with the high-pressure rotor speed of aero engines. The built-in rotor is supported by two main bearings on the left and right. Both bearings are the main bearings of the high-pressure rotor of a real aero engine. The left bearing is the test bearing, used for loading and testing, while the right bearing is the auxiliary bearing and does not require loading compensation load. The outer ring of the main bearing is equipped with a bearing housing connected to the outer shell of the rolling section. The outer ring of the bearing housing is equipped with mounting holes to install the sensors required for measurement. The three-way loading device loads the load onto the built-in rotor through small bearings on the rotor edge, and then transfers it to the inner ring of the left test bearing, to the rolling elements, and finally to the outer ring of the bearing, the bearing housing, and the rolling section casing, simulating the transmission path of the main bearing in a real aero engine. The structure and performance parameters of the test bench are shown in Table 2.

[0145] Table 2

[0146]

[0147] S301: Under a certain roll condition, the roll angular velocity of a certain type of aircraft is... Mach number is Axial overload Normal overload is Lateral overload is 0, engine speed is ;

[0148] Based on the aforementioned equivalent method, and combining the actual engine rotor parameters in this embodiment with the actual flight parameters under the roll condition, the axial inertial force, normal inertial force, and lateral inertial force transmitted by the main bearing under this condition can be calculated as follows:

[0149] ; ;

[0150] In the formula M e This represents the equivalent mass of the compressor rotor front end; This indicates axial overload under this operating condition; This indicates a normal overload under this operating condition; This indicates a lateral overload under this operating condition;

[0151] The aerodynamic axial force transmitted by the main bearing under this operating condition:

[0152] ;

[0153] The lateral inertial load transmitted by the main bearing under this operating condition The torque generated by the main bearing resisting the gyro torque is 0;

[0154] From the above, we can obtain the required roll angular velocity of the test bench under roll conditions. Required implanted pitch angular velocity The required angular velocity of the spiraling object to be implanted The required rotor speed for implantation is ;

[0155] The required axial load compensation, normal load compensation, and lateral load compensation are as follows:

[0156] , ,

[0157] S302: Under a certain pitch condition, the pitch angular velocity of a certain type of aircraft is... Mach number is Axial overload Normal overload is Lateral overload is 0, engine speed is ;

[0158] Following the aforementioned equivalent method, and combining the actual engine rotor parameters and the actual flight parameters under pitch conditions in this embodiment, the axial inertial force transmitted by the main bearing under pitch conditions is calculated using the same calculation method as under roll conditions. aerodynamic axial force Normal inertial force Lateral inertial force ;

[0159] The lateral inertial load transmitted by the main bearing under this operating condition The torque is 0, and the moment generated by the main bearing resisting the gyro torque is:

[0160]

[0161] In the formula, This refers to the high-voltage rotor speed; This is the sum of the rotational inertia of the engine rotor components between the high-pressure rotor main bearing and the intermediate bearing; The distance between the main bearing and intermediate bearing of the high-pressure rotor;

[0162] The main bearing on the test bench needs to generate a torque against the gyroscopic moment under pitch conditions, which is the same as that under the pitch conditions of a real aero-engine.

[0163]

[0164] In the formula, Indicates the rotor speed of the test bench; This represents the moment of inertia of the test bench rotor; Indicates the angular velocity of the pitch section of the test bench; Indicates the distance between the two bearings on the test bench;

[0165] The mapping relationship between the actual pitch angular velocity during maneuvering flight and the pitch angular velocity implanted on the test rig can be obtained as follows:

[0166] ;

[0167] when From time to time ;

[0168] From the above, we can obtain the required roll angular velocity of the test bench under roll conditions. Required implanted pitch angular velocity The required angular velocity of the spiraling object to be implanted The required rotor speed for implantation is The calculation methods for the required axial load compensation, normal load compensation, and lateral load compensation are the same as those for the roll condition.

[0169] S303: Under a certain circling condition, the circling angular velocity of a certain type of aircraft is... Mach number is Axial overload Normal overload is Lateral overload is The engine speed is ;

[0170] The aircraft is constantly yawing during the circling process. When it makes a coordinated turn without sideslip during the circling condition, the circling angular velocity is... With yaw rate Approximately equal, following the aforementioned equivalent method, and combining the actual engine rotor parameters in this embodiment with the actual flight parameters under the circling condition, the same calculation method used under the aforementioned roll condition is applied to calculate the axial inertial force transmitted by the main bearing under the circling condition. aerodynamic axial force Normal inertial force Lateral inertial force ;

[0171] Under this operating condition, the torque generated by the main bearing resisting the gyroscopic torque is:

[0172]

[0173] In the formula, This refers to the high-voltage rotor speed; This is the sum of the rotational inertia of the engine rotor components between the high-pressure rotor main bearing and the intermediate bearing; The distance between the main bearing and intermediate bearing of the high-pressure rotor;

[0174] The main bearing under the test bench's gyroscopic conditions needs to generate the same torque resisting the gyroscopic moment as it would under the actual gyroscopic conditions of a real aero-engine.

[0175]

[0176] In the formula, Indicates the rotor speed of the test bench; This represents the moment of inertia of the test bench rotor; Indicates the angular velocity of the rotating part of the test bench; Indicates the distance between the two bearings on the test bench;

[0177] The mapping relationship between the actual angular velocity during maneuvering flight and the angular velocity implanted on the test bench can be obtained as follows:

[0178] ;

[0179] when From time to time ;

[0180] From the above, we can obtain the required roll angular velocity of the test bench under roll conditions. Required implanted pitch angular velocity The required angular velocity of the spiraling object to be implanted The required rotor speed for implantation is The calculation methods for the required axial load compensation, normal load compensation, and lateral load compensation are the same as those for the roll condition.

[0181] S304: For coupled flight conditions, the equivalent motion parameters under roll, pitch, and turn conditions are superimposed with the compensation load to determine the comprehensive operating parameters of each component of the test bench. This allows us to obtain the required roll angular velocity for the test bench under roll conditions. Required implanted pitch angular velocity The required angular velocity of the spiraling object to be implanted The required rotor speed for implantation is The calculation methods for the required axial load compensation, normal load compensation and lateral load compensation are the same as those for the roll condition. Based on the above results, the flight parameter implantation method for using this test rig to conduct air-to-ground equivalent tests can be summarized as shown in Table 3.

[0182] Table 3

[0183]

[0184] S400: Start the test bench and set the flight parameters, duration and compensation load for each flight condition through the remote operation terminal. After the test bench parameters stabilize, collect the vibration signal of the main bearing through the three-dimensional vibration sensor; measure the rotor speed signal through the speed sensor; the data acquisition system records the data in real time according to the preset sampling frequency, continuously samples the preset working condition duration, and completes the storage and backup of the test data.

[0185] Furthermore, this invention establishes a dual coordinate system: a fixed ground coordinate system and an aircraft fuselage-connected coordinate system. This provides a precise kinematic description benchmark for dynamic analysis. The fixed ground coordinate system describes the aircraft's absolute motion parameters (center of gravity position, flight speed, and flight acceleration), ensuring the comparability of experimental parameters with actual flight conditions. The aircraft fuselage-connected coordinate system, with the aircraft's center of mass as its origin and its three axes along the fuselage's lateral, normal, and axial directions, accurately characterizes the fuselage rotation characteristics during pitch, roll, yaw, and turn. The establishment of this dual coordinate system allows the ground test rig to accurately map complex motion states during actual flight, laying a mathematical foundation for subsequent dynamic modeling and load calculations.

[0186] The high- and low-pressure rotors of aero-engines are simplified into finite element Timshenko beam models, which accurately reflect the bending and shear deformation characteristics of the rotors. The inner and outer casings are simplified into non-rotating Timshenko beam models, each rotor disk is simplified into a disk structure distributed at the center of mass, and the support is simplified into an elastic support structure, thus achieving a reasonable simplification of the rotor-support-casing system. The five-degree-of-freedom coupled dynamic equations based on the Lagrange energy theorem extend the degrees of freedom of the existing four-degree-of-freedom model. Axial modeling and extension are performed on key parameters included in the existing four-degree-of-freedom dynamic equations, such as the global mass matrix, the global damping matrix during non-maneuvering flight, the rotor speed-related gyro matrix, the additional damping matrix during maneuvering flight, the global stiffness matrix during non-maneuvering flight, the additional stiffness matrix during maneuvering flight, and the additional flight loads during maneuvering flight. This allows for a more comprehensive description of the dynamic behavior of the rotor system under maneuvering flight conditions.

[0187] The technical significance of this dynamic model lies in its precise analysis of the force transmission path and typical maneuvering load composition of a real aero-engine rotor, providing a theoretical basis for subsequent calculations of equivalent motion parameters and compensating loads, and ensuring the dynamic equivalence between ground tests and actual flight conditions. By clarifying the mass distribution, moment of inertia distribution, and spacing between the aero-engine's various support points, and analyzing the load transmission paths of each rotor component under maneuvering flight, the typical maneuvering loads borne by the main bearings under actual flight conditions can be accurately identified. This technique distinguishes the differences in load composition under different maneuvering conditions (roll, pitch, and turn)—roll conditions primarily involve inertial forces and aerodynamic axial forces, while pitch and turn conditions also require consideration of gyroscopic torque. Based on coupled dynamic equations, typical maneuvering loads transmitted by the bearings at each support point are selected and calculated. These typical maneuvering loads are then mapped to equivalent maneuvering flight parameters and compensating loads, achieving accurate conversion of real flight loads to ground test benches. This solves the problem in existing technologies where simply replicating parameters such as flight acceleration and angular velocity cannot accurately reproduce the real load state. By establishing a mapping relationship between test bench parameters and actual flight parameters, precise coupling and implantation of flight parameters were achieved. Specifically:

[0188] Equivalent inertial force calculation: Based on the support stiffness, support damping, and displacement and velocity output from the dynamic equation, calculate the equivalent inertial force and equivalent mass transmitted by the main bearing to ensure that the test bench can reproduce the inertial load in real flight.

[0189] Aerodynamic axial force calculation: The aerodynamic axial force is calculated by multiplying the axial action area of ​​the casing wall and chamber by the static pressure, and by multiplying the flow rate of the engine flow channel and the inlet and outlet velocities, to ensure that the test bench can simulate the aerodynamic loads in real flight.

[0190] Equivalent couple calculation: The equivalent couple generated by the gyro torque is calculated using parameters such as engine rotor speed, moment of inertia, angular velocity and pivot distance, and a mapping relationship between the test bench angular velocity and the angular velocity under actual flight conditions is established to ensure that the test bench can reproduce the gyro torque in actual flight.

[0191] Compensation load calculation: By adding lateral, normal, and axial compensation loads through a three-dimensional loading device, the differences in mass and moment of inertia between the test bench and the real engine rotor are compensated, effectively solving the deviation problem caused by simply replicating motion parameters on the gyroscope.

[0192] The core function of this technology is to design a targeted load compensation mechanism and achieve precise mapping between test bench parameters and real flight parameters through formulaic calculations, so that the ground test bench can equivalently reproduce the stress environment of the aero-engine rotor main bearing under real flight conditions.

[0193] The air-to-ground equivalent test rig comprises a roll section, a pitch section, and a yaw section (centrifuge). By setting flight parameters and applying compensating loads to each section, it can cover pitch, roll, yaw, and multiple maneuvering coupled conditions. The roll section simulates rotation around the fuselage X-axis, the pitch section simulates rotation around the fuselage Y-axis, and the yaw section (centrifuge) simulates rotation around the vertical axis of space. For coupled flight conditions, the equivalent motion parameters and compensating loads under roll, pitch, and yaw conditions are superimposed to determine the comprehensive operating parameters of each component of the test rig, reproducing the complex stress state under coupled maneuvering conditions. The advantages of this technique are: achieving accurate coupled simulation of multiple flight parameters, comprehensively covering various conventional and unconventional maneuvering conditions, meeting the experimental needs of complex flight scenarios, and providing comprehensive condition coverage for the reliability testing of aero-engine main bearings.

[0194] During operation on the test bench, vibration signals, load signals (axial, radial horizontal, and radial vertical), and rotor speed signals of the tested main bearing were collected in real time using a three-dimensional force sensor and data acquisition system. This technique verifies the accuracy of flight parameter coupling and the precision of load simulation through real-time acquisition and recording of multi-dimensional signals, providing reliable data support for the analysis and evaluation of test results and ensuring that ground test results effectively support the design optimization and reliability assessment of key engine components. These key techniques work synergistically to form a complete technical chain: coordinate system establishment provides a benchmark for dynamic modeling; dynamic modeling provides a theoretical basis for load transfer analysis; load transfer analysis provides a computational foundation for parameter mapping and compensation; parameter mapping and compensation achieve precise flight parameter embedding; multi-condition coverage ensures the comprehensiveness of the test; and signal acquisition verification ensures the reliability of the test results. The synergistic effect of this technique enables accurate embedding of flight parameters on the ground gyroscope-centrifuge test bench, combining the core advantages of high simulation accuracy and strong operability. It eliminates the need for complex modifications to existing experimental equipment, reduces testing costs, facilitates engineering applications, and provides efficient and feasible technical support for the reliability testing of aero-engine main bearings.

[0195] Although embodiments of the present invention have been described above in conjunction with the accompanying drawings, the present invention is not limited to the specific embodiments and application fields described above. The specific embodiments described above are merely illustrative and instructive, and not restrictive. Those skilled in the art can make many other forms based on the guidance of this specification and without departing from the scope of protection of the claims of the present invention, and all of these are within the scope of protection of the present invention.

Claims

1. A method for air-to-ground equivalent testing of aero-engine main bearings, characterized in that, Includes the following steps: S100: Establish a coordinate system to describe the motion of the aircraft. A ground-based fixed coordinate system is established with the ground as the reference to describe the position of the aircraft's center of gravity, flight speed, and flight acceleration. An aircraft fuselage-related coordinate system is established with the aircraft's center of mass as the origin to characterize the aircraft's fuselage rotation characteristics during pitch, roll, and yaw. S200: Simplify the rotor structure of the aero-engine and construct a five-degree-of-freedom coupled dynamic equation. The high- and low-pressure rotors of the aero-engine are simplified to finite element Timshenko beam models, the inner and outer casings are simplified to non-rotating Timshenko beam models, each rotor disk is simplified to a disk structure distributed at the center of mass, and the support is simplified to an elastic support structure. Based on the Lagrange energy theorem, considering the five-degree-of-freedom displacement of the element nodes, the coupled dynamic equation of the aero-engine rotor-support-casing is established, which includes the global mass matrix, the global damping matrix during non-maneuvering flight, the rotor speed-related gyro matrix, the additional damping matrix during maneuvering flight, the global stiffness matrix during non-maneuvering flight, the additional stiffness matrix during maneuvering flight, the generalized external force vector of the rotor system, the rotor unbalanced force excitation, and the additional load during maneuvering. S300: Analyzes the force transmission path and key maneuvering loads, including determining the mass distribution, moment of inertia distribution, and spacing between the aero-engine's pivots, as well as the load transmission path of each rotor component under maneuvering flight. Based on coupled dynamic equations, it selects and calculates the maneuvering loads transmitted by each pivot bearing under maneuvering flight conditions, maps the selected maneuvering loads to equivalent maneuvering flight parameters and compensation loads, and couples them into an air-to-ground consistent equivalent test bench. S400: Signal Acquisition and Recording. During operation on the air-ground equivalent test bench, the vibration signal, load signal, and rotor speed signal of the tested main bearing are acquired in real time through a three-dimensional force sensor, acceleration sensor, speed sensor, and data acquisition system.

2. The air-to-ground equivalent test method for aero-engine main bearings according to claim 1, characterized in that, Preferably, in step S200, the coupled dynamic equation is: ； In the formula, Indicates the acceleration of the unit node; Indicates the velocity of the unit node; Indicates the displacement of the element nodes; C represents the global mass matrix; C represents the global damping matrix during non-maneuvering flight. G represents the rotor speed; G represents the gyroscope matrix. This indicates the additional damping caused by maneuvering flight; This represents the global stiffness matrix during non-maneuvering flight. This indicates the additional stiffness generated by maneuvering during flight; Represents the generalized external force vector of the rotor system; This indicates rotor unbalanced force excitation; This indicates the additional load caused by the movement.

3. The air-to-ground equivalent test method for aero-engine main bearings according to claim 1, characterized in that, In step S200, the additional damping matrix, additional stiffness matrix, and additional load of the maneuvering flight are all derived from the maneuvering flight parameters in the three-axis directions. The five-degree-of-freedom displacements include... Axial displacement, Axial displacement, Axial displacement, Shaft rotation angle, Axis rotation angle.

4. The air-to-ground equivalent test method for aero-engine main bearings according to claim 1, characterized in that, In step S300, the air-to-ground equivalent test rig includes a roll section, a pitch section, and a turn section. These three sections are used to simulate the roll, pitch, and turn conditions during maneuvering flight, respectively. By setting flight parameters and applying compensation loads to each section, the test main bearing on the air-to-ground equivalent test rig transmits the same load as it would on a real aero-engine. This simulates the actual stress state of the main bearing under different maneuvering flight conditions on the test rig. The calculation of equivalent flight parameters and compensation loads under each flight condition includes: S301: For the roll condition, based on the load transmission path and coupled dynamic equations inside the actual aero-engine, the typical maneuvering loads of the rotor components that need to be transmitted by each main bearing of the engine under this condition are determined to be inertial force and aerodynamic axial force. Among them, based on the coupled dynamic equations and combined with the flight parameters and engine parameters in the actual roll condition, the equivalent inertial force and aerodynamic axial force that the main bearings under test need to transmit are calculated, and then the flight parameters and compensation loads that need to be implanted in the roll section of the air-ground equivalent test bench are determined. S302: For pitch conditions, based on the load transmission path and coupled dynamic equations inside a real aero-engine, the typical maneuvering loads of the rotor components that need to be transmitted by each main bearing of the engine under this condition are determined to be inertial force, aerodynamic axial force and gyroscopic torque. The gyroscopic torque is transmitted at the main bearing in the form of a couple. Based on the coupled dynamic equations and the flight parameters and engine parameters in the real pitch condition, the equivalent inertial force, aerodynamic axial force and equivalent couple that need to be transmitted by the tested main bearing are calculated, and then the flight parameters and compensation loads that need to be implanted in the pitch section of the air-to-ground equivalent test bench are determined. S303: For the circling condition, when the aircraft is in a circling motion without sideslip, the aircraft constantly changes direction through yaw motion during the circling process. At this time, the circling angular velocity and the yaw angular velocity are numerically equal. Based on the load transmission path and coupled dynamic equations inside the real aero-engine, the typical maneuvering loads of the rotor components that need to be transmitted by each main bearing of the engine under this condition are determined to be inertial force, aerodynamic axial force and gyroscopic torque. Among them, the gyroscopic torque is transmitted at the main bearing in the form of a couple. Based on the coupled dynamic equations and the flight parameters and engine parameters in the real circling condition, the equivalent inertial force, aerodynamic axial force and equivalent couple that need to be transmitted by the test main bearing are calculated, and then the flight parameters and compensation loads that need to be implanted in the circling part of the air-to-ground equivalent test bench are determined. S304: For coupled flight conditions, the equivalent motion parameters under roll, pitch, and turn conditions are superimposed with the compensation load to determine the operating parameters of each component of the test bench.

5. The air-to-ground equivalent test method for aero-engine main bearings according to claim 4, characterized in that, The equivalent inertial force is calculated as follows: ； In the formula, Indicates the support stiffness; Indicates support damping; and This indicates that the aforementioned dynamic equations only apply to overload. The displacement of the two points supporting the connection during input; and This indicates that the aforementioned dynamic equations only apply to overload. The speed between the two support connection points during input. Indicates when overload is At that time, the equivalent mass of the equivalent inertial force transmitted by the main bearing; The formula for calculating the aerodynamic axial force is: ； In the formula, denoted as the axial working area of ​​the casing wall and the chamber; P is the static pressure of the casing wall and the static pressure of the chamber; q is the flow rate of the engine flow channel. The velocity difference between the inlet and outlet of the engine flow channel; The formula for calculating the equivalent couple is: ； In the formula, Indicates the engine rotor speed; The moment of inertia of the high-pressure rotor between support points 3 and 4 of the engine; The pitch or yaw rate during maneuvering flight; The distance between support points 3 and 4 of the high-pressure rotor of the engine; The rotor speed of the test bench; The moment of inertia of the test bench rotor; ω is the angular velocity of the pitching or rotating section of the test bench; l is the distance between the two bearings of the test bench. The mapping relationship between the test bench angular velocity and the actual flight condition angular velocity obtained through equivalent couple calculations is as follows: ； In the formula, The pitch or yaw rate during maneuvering flight; The angular velocity of the pitching or circling section of the test bench; The formula for calculating the compensation load is: ； ； ； In the formula, , , These are the lateral compensation load, normal compensation load, and axial compensation load of the test bench, respectively. , , These are the lateral inertial force, normal inertial force, and axial inertial force transmitted by the main bearing of a real aero-engine, respectively. This refers to the aerodynamic axial force transmitted by the main bearing of a real aircraft engine.

6. The air-to-ground equivalent test method for aero-engine main bearings according to claim 1, characterized in that, The air-to-ground consistency test bench includes a gyroscope table and a centrifuge structure. The gyroscope table consists of a dual-axis turntable and a built-in rotor, and is mounted as a whole on the centrifuge cantilever. The angular velocity of the dual-axis turntable is 0. 3.5 Angular acceleration is 0 4 Built-in rotor speed 0 15000rpm, equipped with a three-dimensional loading device and a three-dimensional force sensor, vibration acceleration sensor and speed sensor; the centrifuge, as the rotating section, provides 0 12g centrifugal acceleration, rotational angular velocity is 0 7 .

7. The air-to-ground equivalent test method for aero-engine main bearings according to claim 1, characterized in that, In step S300, translational inertial force, rotational inertial force, gyroscopic torque, and aerodynamic axial force are selected as the motor loads.

8. A system for performing the method as described in any one of claims 1 to 7, characterized in that, It includes: The data processing module establishes a coordinate system to describe the aircraft's motion. This includes a ground-based fixed coordinate system to describe the aircraft's center of gravity, flight speed, and acceleration; and a fuselage-related coordinate system with the aircraft's center of mass as the origin to characterize the fuselage rotation characteristics during pitch, roll, and yaw. The high- and low-pressure rotors of the aero-engine are simplified into finite element Timshenko beam models, the inner and outer casings are simplified into non-rotating Timshenko beam models, each rotor disk is simplified into a disk structure distributed at the center of mass, and the supports are simplified into elastic support structures. Based on the Lagrange energy theorem and considering the five-degree-of-freedom displacement of the element nodes, a coupled dynamic equation for the aero-engine rotor-support-casing is established. The module determines the mass distribution, moment of inertia distribution, and spacing between each support point of the aero-engine, as well as the load transmission path of each rotor component under maneuvering flight. Based on the coupled dynamic equation, the maneuvering loads transmitted by each support bearing under maneuvering flight conditions are selected and calculated. The selected maneuvering loads are mapped to equivalent maneuvering flight parameters and compensating loads, and then coupled and implanted into an air-ground equivalent test rig. The signal acquisition and recording module includes an air-ground equivalent test bench, a three-dimensional force sensor, and a data acquisition system. The three-dimensional force sensor and the data acquisition system acquire the vibration signal, load signal, and rotor speed signal of the main bearing tested on the air-ground equivalent test bench in real time.

9. A computer storage medium, characterized in that, The storage medium includes computer instructions that, when executed on a computer, cause the computer to perform the method as described in any one of claims 1-7.

10. An electronic device, characterized in that, The electronic device includes: Memory, processor, and computer programs stored in memory and executable on the processor, wherein, When the processor executes the program, it implements the method as described in any one of claims 1-7.

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