Additive manufacturing engine rotor design method and additive manufacturing engine rotor
By obtaining the working parameters and strain energy ratio of the engine rotor, the damping configuration and balanced material removal process were determined, solving the problems of excessive vibration and insufficient stability of the additive manufacturing engine rotor. This achieved synergistic optimization of lightweighting and stability, improving the stability of the rotor system and reducing design complexity.
Patent Information
- Authority / Receiving Office
- CN · China
- Patent Type
- Applications(China)
- Current Assignee / Owner
- AECC HUNAN AVIATION POWERPLANT RES INST
- Filing Date
- 2026-06-15
- Publication Date
- 2026-07-14
Smart Images
Figure CN122389248A_ABST
Abstract
Description
Technical Field
[0001] This invention relates to the field of additive manufacturing engine technology, and in particular, to a method for designing an additive manufacturing engine rotor. Furthermore, it relates to an additive manufacturing engine rotor employing the aforementioned method. Background Technology
[0002] Additive manufacturing engines are engines in which key components are formed, either entirely or partially, using additive manufacturing technology. They are mainly used in aero engines, rocket engines, and high-end internal combustion engines. Additive manufacturing directly forms three-dimensional parts by layer-by-layer material deposition. Compared with traditional subtractive manufacturing and equal-material manufacturing, additive manufacturing engines have a higher degree of structural integration, significant lightweight effect, strong manufacturability of complex structures, high material utilization rate, and short R&D iteration cycle. This is conducive to breaking through the constraints of traditional manufacturing processes on the design of high-performance engines and achieving a higher thrust-to-weight ratio, higher reliability, and higher efficiency in power systems.
[0003] The rotor is the core rotating component of an engine, and its performance directly determines the engine's overall technical level and operational reliability. Additive manufacturing engines employ a layer-by-layer material deposition molding method, enabling integrated design of the rotor system and free manufacturing of internal load characteristics, demonstrating significant advantages in lightweighting, cooling efficiency, and thrust-to-weight ratio. To fully leverage the technological advantages of additive manufacturing, existing rotor designs generally employ hollow shafts and hollow impellers, with the hollow shafts featuring a variable cross-section, large hollow design. This aims to minimize rotational inertia, achieve uniform strength distribution, and integrate cooling channels while ensuring load-bearing capacity.
[0004] However, while the aforementioned hollow, thin-walled, and variable cross-section structures bring benefits such as weight reduction and functional integration, they also raise significant rotor dynamics issues, specifically: 1) Due to the change in material distribution in the hollow structure, especially after the integral molding, the interface damping provided by the traditional connection structure disappears, the overall structural damping ratio decreases, the ability to dissipate vibration energy weakens, and the vibration amplitude increases. If oil film dampers are used for vibration reduction, the oil circuit system will become very complex, increasing the complexity and design cost of the engine. 2) The internal cavity structure of the hollow impeller is difficult to be completely symmetrical, which easily leads to local imbalance. The axial distance is relatively long, which easily generates additional unbalanced torque. The amount of imbalance that can be balanced by the conventional centroid balancing method of a single material removal surface is still relatively large, resulting in an increase in vibration amplitude. 3) Since hollow shafts usually adopt a large hollow design with variable cross-section, compared with solid shafts or hollow shafts with uniform inner holes, at high speeds, the stiffness of hollow shafts is easily asymmetrical in the circumferential direction, which can lead to rotor instability.
[0005] In summary, how to effectively suppress excessive vibration caused by hollow impeller and hollow shaft structures, and improve the stability margin of the rotor system under high-speed conditions, while maintaining the advantages of additive manufacturing engine rotors in terms of lightweighting, integration, and cooling function integration, is a key technical problem that urgently needs to be solved in this field. Summary of the Invention
[0006] This invention provides a design method and a rotor for additive manufacturing engines, in order to solve the technical problems of excessive rotor vibration and insufficient stability margin in existing additive manufacturing engine rotors due to the use of hollow shafts and hollow impellers.
[0007] According to one aspect of the present invention, an additive manufacturing engine rotor design method is provided for designing an engine rotor, the engine rotor including a hollow impeller, a hollow shaft, and multiple support components. The design method includes the following steps: obtaining the operating parameters of the engine rotor, including operating speed, critical speeds of each order, critical margins of each order, and the proportion of strain energy at each support component to the total strain energy of that order at each critical speed; determining the damping configuration method adopted at each support component based on the comparison between the operating speed and the critical speeds of each order, the proportion of strain energy at each support component, and the critical margins of each order, wherein the damping configuration method includes setting an oil film damper, setting a rubber ring damper, and not setting a damper; determining the balancing material removal process of the hollow impeller based on the damping configuration method at the support of the hollow impeller, wherein the balancing material removal process includes a static balancing single-sided material removal process and a dynamic balancing double-sided material removal process; measuring the circumferential stiffness of the hollow shaft and providing acceptance requirements for the circumferential stiffness of the hollow shaft to determine whether the stability of the engine rotor meets the preset requirements.
[0008] Furthermore, determining the damping configuration specifically includes the following steps: When V > N, and E 1i When the oil film damper is greater than 50%, install it. When V > N, E 1i >30%, and E 1i When the value is less than 50%, a rubber ring damper should be installed. When V > N, and E 1i When the value is less than 30%, no damper is required. When V < N, Y > 20%, and E 1i When the value is greater than 60%, a rubber ring damper should be installed. When V < N, Y > 20%, and E 1i When the value is less than 60%, no damper is required. When V < N, Y < 20%, and E 1i When the value is greater than 30% + 1.5Y, an oil film damper should be installed. When V<N, Y<20%, E 1i >30%+1.5Y, and E 1i When <50%+2.5Y, install a rubber ring damper; When V < N, Y < 20%, and E 1i When <30%+1.5Y, no damper is required; Where V is the operating speed, N is the critical speed, Y is the critical margin, and E is the critical speed. 1i This refers to the proportion of strain energy.
[0009] Furthermore, the steps for determining the balancing material removal process of the hollow impeller based on the damping configuration at the support of the hollow impeller specifically include: when the damping configuration at the support of the hollow impeller is an oil film damper, the balancing material removal process of the hollow impeller is determined to be a static balancing single-sided material removal process; when the damping configuration at the support of the hollow impeller is a rubber ring damper or no damper, the balancing material removal process of the hollow impeller is determined to be a dynamic balancing double-sided material removal process.
[0010] Furthermore, the hollow impeller has multiple cavities along the axial direction. When the balancing material removal process is a dynamic balancing double-sided material removal process, the front material removal surface maintains a preset axial distance from the adjacent cavity, and the cross-sectional area of the rear material removal surface is greater than the preset area.
[0011] Furthermore, the specific process of the dynamic balancing double-sided material removal process is as follows: the hollow shaft and hollow impeller are installed on a rotary balancing machine to drive them to rotate; the imbalance of the front and rear bearing surfaces of the hollow impeller is measured, and the imbalance of the front and rear material removal surfaces of the hollow impeller is calculated. The front and rear material removal surfaces are then polished; the measurement, calculation and polishing are repeated until the imbalance of the front and rear material removal surfaces of the hollow impeller is less than the specified error value.
[0012] Furthermore, the process of measuring the circumferential stiffness acceptance coefficient of the hollow shaft is as follows: the stiffness of the center point of the hollow shaft is measured, and then the hollow shaft is rotated multiple times, each time by X degrees. After each rotation, the stiffness of the center point of the hollow shaft is measured again, and a total of N sets of circumferential stiffness are obtained, where NX=360.
[0013] Furthermore, the acceptance requirements for the circumferential stiffness of the hollow shaft are as follows: ; in, This represents the maximum circumferential stiffness. This represents the minimum circumferential stiffness.
[0014] Furthermore, the process for determining whether the stability of the engine rotor meets the preset requirements is as follows: when the circumferential stiffness of the hollow shaft meets the acceptance requirements, the stability of the engine rotor is determined to meet the preset requirements; when the circumferential stiffness of the hollow shaft does not meet the acceptance requirements, the stability of the engine rotor is determined to not meet the preset requirements.
[0015] Furthermore, the process of obtaining the engine rotor's operating parameters is as follows: Based on the engine's aerodynamic design, the operating speed of the engine rotor is determined, and finite element calculations are performed to obtain the critical speeds of each order of the engine rotor, as well as the proportion of strain energy at each support component to the total strain energy of that order at each critical speed. Then, the critical margins of each order of the engine rotor are calculated and determined by the operating speed of the engine rotor and the critical speeds of each order.
[0016] According to another aspect of the present invention, an additive manufacturing engine rotor is also provided, which is designed using the above-described additive manufacturing engine rotor design method.
[0017] The present invention has the following beneficial effects: The additive manufacturing engine rotor design method of this invention simultaneously acquires the engine rotor's operating speed, critical speeds of each order, critical margins of each order, and the proportion of strain energy at each support component to the total strain energy of that order at each critical speed. It integrates the comparison between the operating speed and each critical speed, the strain energy proportion, and the critical margin as decision-making criteria to determine the damping configuration at each support component. By introducing the critical margin as an independent selection parameter into the decision framework, which directly reflects the proximity of the critical speed to the operating speed and is a key indicator for measuring resonance risk, the method integrates these three factors to achieve a multi-dimensional comprehensive assessment of the vibration risk of each support component. Based on this, the most suitable damping configuration is matched, ensuring reasonable vibration reduction while simplifying the hydraulic system to the greatest extent, reducing engine complexity and design costs. Based on the damping configuration at the support components of the hollow impeller, the method determines the balancing material removal process of the hollow impeller to incorporate the vibration suppression design results. This approach directly transmits information to the manufacturing process, establishing a link between damping configuration and balancing technology. This achieves synergistic optimization of vibration suppression and manufacturing processes, ensuring the hollow impeller's balance design meets requirements while reducing complexity and design costs. By measuring the circumferential stiffness of the hollow shaft, acceptance requirements for its circumferential stiffness are provided to determine if the engine rotor's stability meets preset requirements. This incorporates the stiffness characteristics of the hollow shaft body into the design verification environment, ensuring that additive manufacturing technology achieves lightweight advantages without sacrificing rotor stability. This synergistic optimization of lightweighting and stability reduces rotor vibration while increasing rotor stability margin. This solution organically integrates the three key aspects of vibration suppression, process optimization, and stiffness verification into a systematic solution. Each aspect supports and verifies the others, ensuring that the designed additively manufactured engine rotor has a reasonable vibration reduction design, stable vibration characteristics, sufficient stability margin, strong practicality, and is suitable for widespread promotion and application.
[0018] In addition to the objectives, features, and advantages described above, the present invention has other objectives, features, and advantages. The invention will now be described in further detail with reference to the figures. Attached Figure Description
[0019] The accompanying drawings, which form part of this invention, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings: Figure 1 This is a schematic diagram of the engine rotor structure in the additive manufacturing engine rotor design method of a preferred embodiment of the present invention. Detailed Implementation
[0020] The following description provides specific application scenarios and requirements for this specification, intended to enable those skilled in the art to make and use the contents of this specification. Various partial modifications to the disclosed embodiments will be apparent to those skilled in the art, and the general principles defined herein can be applied to other embodiments and applications without departing from the spirit and scope of this specification.
[0021] The terminology used herein is for the purpose of describing particular exemplary embodiments only and is not restrictive. For example, unless the context clearly indicates otherwise, the singular forms “a,” “an,” and “the” as used herein may also include the plural forms. When used in this specification, the terms “comprising,” “including,” and / or “containing” mean that the associated integers, steps, operations, elements, and / or components are present, but do not preclude the presence of one or more other features, integers, steps, operations, elements, components, and / or groups, or that other features, integers, steps, operations, elements, components, and / or groups may be added to the system / method.
[0022] Considering the following description, these and other features of this specification, as well as the operation and function of the related components of the structure, and the economy of assembly and manufacture of the parts, can be significantly improved. All of these form part of this specification with reference to the accompanying drawings. However, it should be clearly understood that the drawings are for illustrative and descriptive purposes only and are not intended to limit the scope of this specification. It should also be understood that the drawings are not drawn to scale.
[0023] like Figure 1 As shown, the additive manufacturing engine rotor design method of this embodiment is used to design an engine rotor, which includes a hollow impeller, a hollow shaft, and multiple support components. The design method includes the following steps: obtaining the operating parameters of the engine rotor, including the operating speed, critical speeds of each order, critical margins of each order, and the proportion of strain energy at each support component to the total strain energy of that order at each critical speed; determining the damping configuration method adopted at each support component based on the comparison between the operating speed and the critical speeds of each order, the proportion of strain energy at each support component, and the critical margins of each order, wherein the damping configuration method includes setting an oil film damper, setting a rubber ring damper, and not setting a damper; determining the balancing material removal process of the hollow impeller based on the damping configuration method at the support of the hollow impeller, wherein the balancing material removal process includes a static balancing single-sided material removal process and a dynamic balancing double-sided material removal process; measuring the circumferential stiffness of the hollow shaft and giving the acceptance requirements for the circumferential stiffness of the hollow shaft to determine whether the stability of the engine rotor meets the preset requirements.
[0024] Specifically, the additive manufacturing engine rotor design method of this invention simultaneously acquires the engine rotor's operating speed, critical speeds of each order, critical margins of each order, and the proportion of strain energy at each support component to the total strain energy of that order at each critical speed. It integrates the comparison between the operating speed and the critical speed, the strain energy proportion, and the critical margin as decision-making criteria to determine the damping configuration at each support component. By introducing the critical margin as an independent selection parameter into the decision framework, the critical margin directly reflects the closeness between the critical speed and the operating speed and is a key indicator for measuring resonance risk. By integrating the strain energy proportion and the critical margin, the optimal match between damping resource allocation and vibration risk is achieved. That is, the damping configuration is strengthened for high-risk support components with small critical margins and concentrated strain energy, while the damping configuration is simplified or dampers are eliminated for low-risk support components with large critical margins and dispersed strain energy. This ensures reasonable vibration reduction while maximizing the simplification of the oil circuit system, reducing engine complexity and design costs. Based on the damping configuration at the support components of the hollow impeller... This paper proposes a method to determine the balancing process for the hollow impeller, directly transferring the vibration suppression design results to the manufacturing process. It establishes a correlation between damping configuration and balancing process, achieving synergistic optimization of vibration suppression and manufacturing process. This ensures that the balancing design of the hollow impeller meets requirements while reducing complexity and design costs. By measuring the circumferential stiffness of the hollow shaft, acceptance requirements for the circumferential stiffness of the hollow shaft are given to determine whether the stability of the engine rotor meets preset requirements. This incorporates the stiffness characteristics of the hollow shaft body into the design verification environment, ensuring that the lightweight advantages of additive manufacturing technology are achieved without sacrificing rotor stability. This achieves synergistic optimization of lightweighting and stability, reducing rotor vibration while increasing rotor stability margin. This solution organically integrates the three key aspects of vibration suppression, process optimization, and stiffness verification into a systematic solution. Each aspect supports and verifies the others, ensuring that the designed additively manufactured engine rotor has a reasonable vibration reduction design, stable vibration characteristics, sufficient stability margin, strong practicality, and is suitable for widespread promotion and application.
[0025] It should be understood that excessive vibration of the rotor during operation of additive manufacturing engines leads to a decrease in the stability margin of the rotor system, a sharp reduction in high shaft fatigue life, and causes failure of the bearing-sealing system, posing a safety hazard to the entire machine. This is a major bottleneck restricting the development of additive manufacturing engines towards higher speeds and higher thrust-to-weight ratios.
[0026] It should be understood that in this embodiment, the damping configuration determination step and the balancing material removal process matching step need to be performed sequentially, but the hollow shaft stiffness assessment step and the damping configuration determination step or the balancing material removal process matching step are not subject to strict execution order restrictions and can be flexibly arranged or executed in parallel according to actual engineering needs.
[0027] In this embodiment, determining the damping configuration specifically includes the following steps: When V > N, and E 1i When the oil film damper is greater than 50%, install it. When V > N, E 1i >30%, and E 1i When the value is less than 50%, a rubber ring damper should be installed. When V > N, and E 1i When the value is less than 30%, no damper is required. When V < N, Y > 20%, and E 1i When the value is greater than 60%, a rubber ring damper should be installed. When V < N, Y > 20%, and E 1i When the value is less than 60%, no damper is required. When V < N, Y < 20%, and E 1i When the value is greater than 30% + 1.5Y, an oil film damper should be installed. When V<N, Y<20%, E 1i >30%+1.5Y, and E 1i When <50%+2.5Y, install a rubber ring damper; When V < N, Y < 20%, and E 1i When <30%+1.5Y, no damper is required; Where V is the operating speed, N is the critical speed, Y is the critical margin, and E is the critical speed. 1i This refers to the proportion of strain energy.
[0028] Specifically, based on the above damping configuration, a quantitative rule was established that integrates the comparison between the operating speed and the critical speed, the proportion of strain energy, and the critical margin as three parameters. This achieves a precise match between damping capacity and risk level, namely, high damping for high risk, medium damping for medium risk, and no damping for low risk. This avoids excessive vibration caused by "under-design" or the waste of cost and space caused by "over-design". Under the premise of ensuring vibration suppression effect, it significantly reduces the overall manufacturing cost and long-term maintenance burden.
[0029] In one embodiment, the calculation results of the critical speed and critical margin are as follows: Table 1
[0030] The calculated results of the rotor strain energy distribution of the support are as follows: Table 2
[0031] As shown in Table 1, the first three critical speeds are all outside the operating speed range, and the margin is greater than 20%. As shown in Table 2, the strain energy of both the front and rear supports is higher than 60%. Therefore, low-cost rubber ring dampers are selected for both the front and rear supports.
[0032] In this embodiment, the steps for determining the balanced material removal process of the hollow impeller, based on the damping configuration at the support of the hollow impeller, specifically include: When the damping configuration at the support of the hollow impeller is to use an oil film damper, the balancing material removal process of the hollow impeller is determined to be a static balancing single-sided material removal process. When the damping configuration at the support of the hollow impeller is either a rubber ring damper or no damper, the balancing material removal process of the hollow impeller is determined to be a dynamic balancing double-sided material removal process.
[0033] Specifically, when the damping configuration at the support of the hollow impeller is an oil film damper, the oil film damper has a strong vibration dissipation capacity. Even if the hollow impeller has a certain residual imbalance, the oil film damper can effectively suppress the resulting vibration response when the rotor rotates at high speed. Therefore, the single-sided balancing process can meet the vibration requirements of the entire machine. When the damping configuration at the support of the hollow impeller is a rubber ring damper or no damper, the balancing process for the hollow impeller is determined to be a dynamic balancing double-sided balancing process. Since the support of the hollow impeller lacks strong damping, it is not suitable for... The tolerance for balancing is low, necessitating the use of a more precise dynamic balancing double-sided material removal process to ensure the rotor system can operate smoothly without relying on strong damping. This embodiment establishes a correlation between damping configuration and balancing process, achieving "on-demand configuration and precise matching." A low-cost, high-efficiency static balancing process is used under strong damping support, while a high-precision dynamic balancing process is used under weak or no damping support. This ensures the overall vibration index while optimizing manufacturing costs and cycle time. The balancing process can be flexibly adjusted according to the actual damping configuration, making it suitable for additive manufacturing engine rotors of different models and operating conditions.
[0034] In this embodiment, the hollow impeller has multiple cavities along the axial direction. When the balancing material removal process is a dynamic balancing double-sided material removal process, the front material removal surface maintains a preset axial distance from the adjacent cavity, and the cross-sectional area of the rear material removal surface is greater than the preset area.
[0035] Specifically, in the dynamic balancing double-material removal process, the end material removal surface is kept at a preset axial distance from the adjacent cavity to ensure that the cavity is not blocked during balancing material removal, preventing foreign objects from entering the cavity and causing additional imbalance, while preventing lubricating oil from accidentally entering the cavity and causing rotor instability due to fluid accumulation; by making the cross-sectional area of the rear material removal surface larger than the preset area, sufficient balancing material removal mass is reserved to reduce the amount of imbalance.
[0036] Optionally, the preset axial distance is 10mm and the preset area is 100mm². 2 .
[0037] In this embodiment, the specific process of the dynamic balancing double-sided material removal process is as follows: The hollow shaft and hollow impeller are mounted on a rotary balancing machine to drive its rotation; Measure the imbalance of the front and rear bearing surfaces of the hollow impeller, calculate the imbalance of the front and rear material discharge surfaces of the hollow impeller, and then grind the front and rear material discharge surfaces. Repeat the measurement, calculation, and polishing until the imbalance between the front and rear discharge surfaces of the hollow impeller is less than the specified error value.
[0038] Specifically, the dynamic plane dual-material feeding process, through a closed-loop process of actual measurement, correction, and re-measurement, can accurately compensate for various sources of imbalance in additive manufacturing of hollow impellers, ensuring that the final product meets the requirements for high-speed operation. Furthermore, by utilizing process compensation damping, even in the absence of strong damping support, the smooth operation of the rotor system can still be guaranteed by improving the balance accuracy, providing greater flexibility for damper selection and achieving synergistic optimization of damping configuration and manufacturing process.
[0039] Optionally, the specified error value is 5 g / mm.
[0040] In this embodiment, the process of measuring the circumferential stiffness of the hollow shaft is as follows: The stiffness of the center point of the hollow shaft is measured, and then the hollow shaft is rotated multiple times, each time by X degrees. After each rotation, the stiffness of the center point of the hollow shaft is measured again, and a total of N sets of circumferential stiffness are obtained, where NX=360.
[0041] Specifically, by establishing a clear circumferential stiffness measurement process to ensure the reliability of measurement data, the consistency and reliability of design results are significantly improved.
[0042] In this embodiment, the acceptance requirements for the circumferential stiffness of the hollow shaft are as follows: ; in, This represents the maximum circumferential stiffness. This represents the minimum circumferential stiffness.
[0043] Specifically, based on the above acceptance requirements, clear acceptance criteria are established to eliminate design ambiguity and enable designers to clearly determine whether the design scheme has passed acceptance. Furthermore, quantitative targets for design optimization can be provided to achieve precise design. At the same time, through reasonable acceptance requirements, the synergistic optimization of both lightweight requirements and rotor stability can be achieved.
[0044] In this embodiment, the process of determining whether the stability of the engine rotor meets the preset requirements is as follows: When the circumferential stiffness of the hollow shaft meets the acceptance requirements, the stability of the engine rotor is judged to meet the preset requirements. When the circumferential stiffness of the hollow shaft does not meet the acceptance requirements, it is determined that the stability of the engine rotor does not meet the preset requirements.
[0045] Specifically, stability is a highly abstract concept in rotor dynamics. Traditional designs often rely on qualitative judgment or indirect evaluation through critical speed. This invention establishes a specific process of "circumferential stiffness measurement - circumferential stiffness acceptance = stability judgment," transforming the abstract concept of stability into a quantifiable and operable working indicator. This makes stability a designable, verifiable, and traceable engineering parameter, providing an objective basis for design decisions. While ensuring that additive manufacturing technology achieves the advantages of lightweighting, it does not sacrifice rotor stability, thus achieving synergistic optimization of lightweighting and stability.
[0046] In this embodiment, the process for obtaining the operating parameters of the engine rotor is as follows: Based on the engine aerodynamic design, the operating speed of the engine rotor is determined, and finite element calculations are performed to obtain the critical speeds of the engine rotor at each order, as well as the proportion of strain energy at each support component to the total strain energy at each order critical speed. Then, the critical margins of the engine rotor at each order are calculated using the operating speed of the engine rotor and the critical speeds at each order.
[0047] Specifically, by establishing a multi-dimensional parameter input system, a data foundation is laid for accurate decision-making, providing comprehensive data support for subsequent damping configuration and process matching. At the same time, finite element technology is used to ensure the accuracy and consistency of parameter acquisition, providing a reliable data foundation for design decisions.
[0048] like Figure 1 As shown, the additively manufactured engine rotor of this embodiment is designed using the aforementioned additively manufactured engine rotor design method. Specifically, this invention, through ternary parameter fusion decision-making, fully leverages the lightweight advantages of additive manufacturing while effectively controlling vibration risks. This ensures that the final additively manufactured engine rotor maintains lightweight design while possessing excellent vibration suppression capabilities and a significantly improved thrust-to-weight ratio. The ternary parameter fusion decision-making achieves precise matching between damping configuration and risk level, ensuring a reduction in the number of rotor dampers, a more compact structure, and lower costs. Measurement and acceptance of the hollow shaft circumferential stiffness enhances rotor stability, ensuring stable operation within the fully disclosed range. By balancing the process and matching damping characteristics, optimal matching between manufacturing precision and cost is achieved. In summary, this significantly improves the technological maturity of the additively manufactured engine rotor and greatly reduces application risks, providing strong support for the engineering and mass production applications of additively manufactured engines.
[0049] Specifically, this method has been successfully applied to a certain type of additively manufactured engine. This engine has passed multiple bench tests, engine verification under conditions such as field flight testing, and in-flight flight testing. The verification results show that the rotor vibration reduction design of the additively manufactured engine using this method is reasonable and its vibration characteristics are stable.
[0050] In summary, after reading the detailed disclosure of this specification, those skilled in the art will understand that the foregoing detailed disclosure is presented by way of example only and is not restrictive. Although not explicitly stated herein, those skilled in the art will understand that this specification requires various reasonable changes, improvements, and modifications to the embodiments. These changes, improvements, and modifications are intended to be made by this specification and are within the spirit and scope of the exemplary embodiments described herein.
[0051] Furthermore, certain terms in this specification have been used to describe embodiments of this specification. For example, "an embodiment," "an embodiment," and / or "some embodiments" mean that a particular feature, structure, or characteristic described in connection with that embodiment may be included in at least one embodiment of this specification. Therefore, it is to be emphasized and understood that two or more references to "an embodiment" or "an embodiment" or "alternative embodiment" in various parts of this specification do not necessarily refer to the same embodiment. Moreover, specific features, structures, or characteristics may be suitably combined in one or more embodiments of this specification.
[0052] It should be understood that in the foregoing description of the embodiments in this specification, various features are combined in a single embodiment, drawing, or description for the purpose of simplifying the description and aiding in the understanding of a feature. However, this does not mean that the combination of these features is necessary, and those skilled in the art may readily identify some of the devices as separate embodiments when reading this specification. That is, the embodiments in this specification can also be understood as an integration of multiple secondary embodiments. It is also valid when each secondary embodiment contains fewer than all the features of a single foregoing disclosed embodiment.
[0053] Finally, it should be understood that the embodiments disclosed in this specification are illustrative of the principles of the embodiments described in this specification. Other modified embodiments are also within the scope of this specification. Therefore, the embodiments disclosed in this specification are merely examples and not limitations. Those skilled in the art can implement the applications in this specification using alternative configurations based on the embodiments in this specification. Therefore, the embodiments in this specification are not limited to the embodiments precisely described in the applications.
Claims
1. A method for designing an additively manufactured engine rotor, used to design an engine rotor comprising a hollow impeller, a hollow shaft, and multiple support components, characterized in that, The design methodology includes the following steps: The operating parameters of the engine rotor are obtained, including the operating speed, critical speeds of each order, critical margins of each order, and the proportion of strain energy at each support at each critical speed to the total strain energy of that order. Based on the comparison between the operating speed and the critical speed of each order, the proportion of strain energy at each support component, and the critical margin of each order, the damping configuration method adopted at each support component is determined. The damping configuration methods include setting an oil film damper, setting a rubber ring damper, and not setting a damper. Based on the damping configuration at the support of the hollow impeller, the balancing material removal process of the hollow impeller is determined. The balancing material removal process includes static balancing single-sided material removal process and dynamic balancing double-sided material removal process. The circumferential stiffness of the hollow shaft is measured, and the acceptance requirements for the circumferential stiffness of the hollow shaft are given to determine whether the stability of the engine rotor meets the preset requirements.
2. The additive manufacturing engine rotor design method according to claim 1, characterized in that, Determining the damping configuration includes the following steps: When V > N, and E 1i When the oil film damper is greater than 50%, install it. When V > N, E 1i >30%, and E 1i When the value is less than 50%, a rubber ring damper should be installed. When V > N, and E 1i When the value is less than 30%, no damper is required. When V < N, Y > 20%, and E 1i When the value is greater than 60%, a rubber ring damper should be installed. When V < N, Y > 20%, and E 1i When the value is less than 60%, no damper is required. When V < N, Y < 20%, and E 1i When the value is greater than 30% + 1.5Y, an oil film damper should be installed. When V<N, Y<20%, E 1i >30%+1.5Y, and E 1i When <50%+2.5Y, install a rubber ring damper; When V < N, Y < 20%, and E 1i When <30%+1.5Y, no damper is required; Where V is the operating speed, N is the critical speed, Y is the critical margin, and E is the critical speed. 1i This refers to the proportion of strain energy.
3. The additive manufacturing engine rotor design method according to claim 1, characterized in that, Based on the damping configuration at the support of the hollow impeller, the specific steps for determining the balanced material removal process of the hollow impeller include: When the damping configuration at the support of the hollow impeller is to use an oil film damper, the balancing material removal process of the hollow impeller is determined to be a static balancing single-sided material removal process. When the damping configuration at the support of the hollow impeller is either a rubber ring damper or no damper, the balancing material removal process of the hollow impeller is determined to be a dynamic balancing double-sided material removal process.
4. The additive manufacturing engine rotor design method according to claim 1, characterized in that, The hollow impeller has multiple cavities along the axial direction. When the balancing material removal process is a dynamic balancing double-sided material removal process, the front material removal surface maintains a preset axial distance from the adjacent cavity, and the cross-sectional area of the rear material removal surface is greater than the preset area.
5. The additive manufacturing engine rotor design method according to claim 1, characterized in that, The specific process of dynamic balancing double-sided material removal is as follows: The hollow shaft and hollow impeller are mounted on a rotary balancing machine to drive its rotation; Measure the imbalance of the front and rear bearing surfaces of the hollow impeller, calculate the imbalance of the front and rear material discharge surfaces of the hollow impeller, and then grind the front and rear material discharge surfaces. Repeat the measurement, calculation, and polishing until the imbalance between the front and rear discharge surfaces of the hollow impeller is less than the specified error value.
6. The additive manufacturing engine rotor design method according to any one of claims 1-5, characterized in that, The process for measuring the circumferential stiffness acceptance coefficient of a hollow shaft is as follows: The stiffness of the center point of the hollow shaft is measured, and then the hollow shaft is rotated multiple times, each time by X degrees. After each rotation, the stiffness of the center point of the hollow shaft is measured again, and a total of N sets of circumferential stiffness are obtained, where NX=360.
7. The additive manufacturing engine rotor design method according to claim 6, characterized in that, The acceptance requirements for the circumferential stiffness of hollow shafts are as follows: ； in, This represents the maximum circumferential stiffness. This represents the minimum circumferential stiffness.
8. The additive manufacturing engine rotor design method according to any one of claims 1-5, characterized in that, The process for determining whether the stability of the engine rotor meets the preset requirements is as follows: When the circumferential stiffness of the hollow shaft meets the acceptance requirements, the stability of the engine rotor is judged to meet the preset requirements. When the circumferential stiffness of the hollow shaft does not meet the acceptance requirements, it is determined that the stability of the engine rotor does not meet the preset requirements.
9. The additive manufacturing engine rotor design method according to any one of claims 1-5, characterized in that, The process for obtaining the operating parameters of the engine rotor is as follows: Based on the engine aerodynamic design, the operating speed of the engine rotor is determined, and finite element calculations are performed to obtain the critical speeds of the engine rotor at each order, as well as the proportion of strain energy at each support component to the total strain energy at each order critical speed. Then, the critical margins of the engine rotor at each order are calculated using the operating speed of the engine rotor and the critical speeds at each order.
10. An additively manufactured engine rotor, characterized in that, The rotor was designed using the additive manufacturing engine rotor design method described in any one of claims 1-9.