Overhung aeroengine rotor structure and aeroengine

Abstract

This invention discloses a cantilevered aero-engine rotor structure and an aero-engine. The cantilevered aero-engine rotor structure includes a main shaft, an intermediate casing, a first bearing housing, a second bearing housing, and a power assembly. The main shaft has a support section and a load section at its two ends along its length, with the power assembly located in the load section. The first bearing housing is installed at the end of the support section furthest from the load section, and the second bearing housing is installed at the end of the support section closest to the load section. The intermediate casing is connected to both the first and second bearing housings, and the first and second bearing housings are joined around the support section to form a bearing cavity. The bearing cavity contains the first and second bearings. The first bearing is installed between the first bearing housing and the main shaft, and the second bearing is installed between the second bearing housing and the main shaft. The cantilevered aero-engine rotor structure provided by this invention adopts a 2-0-0 support scheme, which is simple in structure and has a reasonable and compact layout, simplifying the engine structure and reducing costs.

Description

Technical Field

[0001] This invention relates to the field of aero-engine technology, and in particular, to a cantilevered aero-engine rotor structure and an aero-engine employing the cantilevered aero-engine rotor structure. Background Technology

[0002] In aero-engine rotor design, the rotor system support scheme is one of the key factors ensuring stable engine operation. The rotor support scheme is typically represented by three numbers, such as mnp, where m represents the number of support points before the compressor, n represents the number of support points between the compressor and turbine, and p represents the number of support points after the turbine. For example, the 1-0-1 scheme indicates one support point before the compressor, no support point between the compressor and turbine, and one support point after the turbine. Currently, aero-engine rotors commonly use 1-0-1 or 1-1-0 support schemes. The 1-0-1 scheme has one support point before the compressor and one after the turbine, with no support points in between; while the 1-1-0 scheme has one support point before the compressor and one between the compressor and turbine, with no support point after the turbine. At least one bearing is located between the compressor and turbine or at the turbine's rear end. While this design effectively supports the rotor, it has the following drawbacks: First, the system is highly complex, requiring separate bearing cavities for each of the two bearings, which increases the design difficulty of the sealing, lubrication, and air systems. Second, the structure is heavy, as the bearing span is long, requiring an additional load-bearing frame to support the hot-end bearing, resulting in an increase in the engine's axial length and weight. Third, the cost is high, as the manufacturing and assembly of multiple bearing cavities and load-bearing frames significantly increases costs. Summary of the Invention

[0003] The present invention primarily provides a cantilevered aero-engine rotor structure to solve the technical problems of existing aero-engine rotor support schemes being complex in structure, high in cost, and unfavorable for the miniaturization design of aero-engines.

[0004] The present invention also provides an aircraft engine that adopts the above-described cantilever aircraft engine rotor structure.

[0005] According to one aspect of the present invention, a cantilevered aero-engine rotor structure is provided, comprising a main shaft, an intermediate casing, a first bearing housing, a second bearing housing, and a power assembly, wherein the two ends of the main shaft along its length are respectively provided as a support section and a load section, and the power assembly is disposed in the load section; The first bearing housing is installed at the end of the support section away from the load section, and the second bearing housing is installed at the end of the support section close to the load section. The intermediate housing is connected to the first bearing housing and the second bearing housing respectively, and the first bearing housing and the second bearing housing are combined around the outer periphery of the support section to form a bearing cavity. The bearing cavity is provided with a first bearing and a second bearing. The first bearing is installed between the first bearing housing and the main shaft, and the second bearing is installed between the second bearing housing and the main shaft.

[0006] Preferably, the bearing cavity is further provided with a sleeve sleeved on the main shaft and sandwiched between the first bearing and the second bearing, the two axial ends of the sleeve respectively abutting the inner ring of the first bearing and the inner ring of the second bearing.

[0007] Preferably, the main shaft is provided with a first support ring and a second support ring spaced apart along its axial direction. The first support ring and the second support ring respectively support the opposite ends of the sleeve and the middle section of the sleeve is spaced apart from the main shaft.

[0008] Preferably, the bearing cavity is further provided with a transmission assembly sleeved on the main shaft and clamped between the first bearing and the sleeve or between the second bearing and the sleeve, the transmission assembly including a first bevel gear fixed circumferentially relative to the main shaft; The intermediate housing has a transmission hole at the position corresponding to the first bevel gear. The transmission hole extends through the intermediate housing radially along the main shaft. The transmission hole is used to pass through the transmission shaft and to make the second bevel gear on the transmission shaft mesh with the first bevel gear.

[0009] Preferably, the second bearing housing includes an inner ring and an outer ring. The inner ring includes a first mounting section, an inclined connecting section, and a second mounting section arranged sequentially along its axial direction. The first mounting section extends along the axial direction of the main shaft and is sealed to the main shaft. The second mounting section extends radially along the main shaft and is sealed to the intermediate housing. The second bearing is mounted on the first mounting section. The inclined connecting section is radially inclined outward at one end facing the second mounting section. The inclined connecting section is provided with a plurality of circumferentially spaced oblong holes for adjusting the support stiffness. The outer ring is located on the side of the inner ring away from the main shaft. The two axial ends of the outer ring are respectively connected to the first mounting section and the second mounting section. The outer ring is spaced apart from the inclined connecting section and is used to prevent the lubricating oil in the bearing cavity from leaking outward along the circumferential waist-shaped hole.

[0010] Preferably, the ends of the first bearing housing and the second bearing housing that are away from the main shaft are both inclined toward the middle of the support section, and the outer diameter of the second bearing housing is smaller than the outer diameter of the first bearing housing.

[0011] Preferably, the power assembly includes a compressor and a turbine sequentially disposed on the load section in a direction away from the support section. The hub of the compressor is provided with a clearance groove for accommodating the second bearing housing, so that the blades of the compressor are located on the outer periphery of the second bearing housing, thereby making the center of gravity of the compressor close to the second bearing.

[0012] Preferably, the power assembly further includes a transition shaft disposed between the compressor and the turbine, the transition shaft including a first mounting ring and a second mounting ring that are radially spaced apart and both extend axially, and a connecting ring that extends radially and connects the first mounting ring and the second mounting ring into a whole; The first mounting ring is sleeved on the main shaft and has a first connecting tooth that connects to the main shaft. The second mounting ring has a second connecting tooth at both ends of its axial direction and is connected to the compressor and the turbine respectively through the second connecting teeth at both ends. The outer side wall of the second mounting ring has a grate for regulating the airflow of the compressor.

[0013] Preferably, the spindle is further provided with a first sealing assembly and a second sealing assembly. The first sealing assembly is located at the end of the first bearing away from the second bearing and is used to seal relative to the first bearing seat. The second sealing assembly is located at the end of the second bearing away from the first bearing and is used to seal relative to the second bearing seat. The main shaft is provided with a limiting ring between the support section and the load section, the second sealing assembly abuts against one side of the limiting ring along the axial direction, and the end of the compressor away from the turbine abuts against the other side of the limiting ring along the axial direction. The cantilevered aero-engine rotor structure also includes a first clamping nut and a second clamping nut that are threadedly connected to the main shaft. The first clamping nut is used to press against the end of the first sealing assembly away from the first bearing, and the second clamping nut is used to press against the end of the turbine away from the compressor.

[0014] As a second aspect, the present invention also provides an aircraft engine including the above-described cantilevered aircraft engine rotor structure.

[0015] The present invention has the following beneficial effects: The cantilevered aero-engine rotor structure provided by this invention adopts a 2-0-0 support scheme, placing both bearings on the support section of the main shaft and eliminating the bearing design in the load section of the main shaft. This forms a cantilevered rotor structure with a large concentrated mass. Only one bearing cavity is needed to simultaneously accommodate the first and second bearings. Furthermore, the first and second bearings are positioned at opposite ends of the support section, making full use of the length space of the support section to keep the first and second bearings as far apart as possible. This allows the first and second bearings to work together to stably support the load section of the main shaft. The aerodynamic loads, external forces, and gyroscopic torques generated by the main shaft and power components during operation are all transmitted to the intermediate casing through the support section, effectively ensuring support rigidity. Because the first and second bearings share a cavity design, the load-bearing frame at the engine's hot end is eliminated, effectively simplifying the rotor structure and reducing weight. The design complexity of the low-sealing, lubrication, and air systems reduces the number of parts and assembly steps, lowering manufacturing costs. Furthermore, since both the first and second bearings are located at the cold end of the engine, the operating temperature of the bearing cavity can be reduced, preventing the high-temperature combustion gases from the power assembly from affecting the bearings. This further reduces the design complexity of the bearing cavity and lubrication system, improving bearing life. Moreover, there is no need to install bearings at the installation location of the power assembly, and the load section size of the main shaft is not limited by the bearing inner diameter. The outer diameter of the load section can be appropriately increased, improving the overall rigidity of the load section. In addition, the layout of the power assembly is not affected by the bearing cavity, enabling a more rational and compact layout design in both axial and radial spaces. This not only shortens the length of the load section and improves the support rigidity, thus solving the problem of rotor dynamic characteristic deterioration caused by cantilever structures, but also facilitates the miniaturization design of aero engines.

[0016] 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

[0017] The accompanying drawings, which form part of this application, are used to provide a further understanding of the invention. The illustrative embodiments of the invention and their descriptions are used to explain the invention and do not constitute an undue limitation of the invention. In the drawings: Figure 1 This is a schematic diagram of the cantilevered aero-engine rotor structure provided in an embodiment of the present invention; Figure 2 for Figure 1 A schematic diagram of the main shaft in the cantilevered aero-engine rotor structure shown; Figure 3 for Figure 1 The diagram shows the assembly structure of the main shaft support section in the cantilevered aero-engine rotor structure. Figure 4 for Figure 1The diagram shows the assembly structure of the main shaft load section in the cantilevered aero-engine rotor structure.

[0018] Legend: 1. Main shaft; 11. Support section; 12. Load section; 13. First support ring; 14. Second support ring; 15. Limiting ring; 16. Third connecting tooth; 2. Intermediate housing; 21. Transmission hole; 22. Second stop; 3. First bearing housing; 31. End face sealing assembly; 32. First stop; 33. First sealing ring; 4. Second bearing housing; 41. Inner ring; 411. First mounting section; 4111. Radial sealing assembly; 412. Inclined connecting section; 4121. Circumferential waist-shaped hole; 413. Second mounting section; 4131. Second sealing ring; 42. Outer ring; 5. 51. Power assembly; 51. Compressor; 511. Hub; 5111. Clearance groove; 512. Blade; 52. Turbine; 53. Adapter shaft; 531. First mounting ring; 5311. First connecting tooth; 532. Second mounting ring; 5321. Second connecting tooth; 5322. Grate tooth; 533. Connecting ring; 54. Flame tube; 55. Turbine guide; 6. Bearing cavity; 61. First bearing; 62. Second bearing; 63. Sleeve; 64. Transmission assembly; 641. First bevel gear; 642. Adjusting shim; 7. First clamping nut; 8. Second clamping nut. Detailed Implementation

[0019] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings. However, the present invention can be implemented in many different ways as defined and covered below. Examples of the embodiments are shown in the accompanying drawings, wherein the same or similar reference numerals denote the same or similar elements or elements having the same or similar functions throughout. The embodiments described below with reference to the accompanying drawings are exemplary and are only used to explain the present invention, and should not be construed as limiting the present invention.

[0020] Those skilled in the art will understand that, unless specifically stated otherwise, the term "comprising" as used in this specification means the presence of the stated features, integers, steps, operations, components, and / or components, but does not exclude the presence or addition of one or more other features, integers, steps, operations, components, and / or combinations thereof. It should be understood that when we say a component is "connected" to another component, it can be directly connected to the other component or connected via an intermediate component. The term "and / or" as used herein includes all or any unit and all combinations of one or more associated listed items. The terms "first" and "second," etc., in this specification and claims are used to distinguish different objects, not to describe a particular order.

[0021] Figures 1 to 4The embodiments of the present invention provide a cantilevered aero-engine rotor structure, which adopts a 2-0-0 support scheme. The structure is simple and the layout is reasonable and compact. While ensuring the support stiffness, it simplifies the support structure, reduces the design difficulty of aero-engines and reduces costs, and is conducive to realizing the miniaturization design of aero-engines.

[0022] like Figure 1 As shown, the cantilevered aero-engine rotor structure includes a main shaft 1, an intermediate casing 2, a first bearing housing 3, a second bearing housing 4, and a power assembly 5. The two ends of the main shaft 1 along its length are respectively set as a support section 11 and a load section 12. The power assembly 5 is located in the load section 12, and the load section 12 has no bearing design.

[0023] Furthermore, the first bearing housing 3 is installed at the end of the support section 11 away from the load section 12, and the second bearing housing 4 is installed at the end of the support section 11 close to the load section 12. The intermediate housing 2 is connected to the first bearing housing 3 and the second bearing housing 4 respectively, and the first bearing housing 3 and the second bearing housing 4 are combined around the outer periphery of the support section 11 to form a bearing cavity 6. The bearing cavity 6 is provided with a first bearing 61 and a second bearing 62. The first bearing 61 is installed between the first bearing housing 3 and the spindle 1, and the second bearing 62 is installed between the second bearing housing 4 and the spindle 1.

[0024] Specifically, the cantilevered aero-engine rotor structure adopts a 2-0-0 support scheme, with both bearings located on the support section 11 of the main shaft 1, and the load section 12 of the main shaft 1 designed without bearings, forming a cantilever rotor structure with a large concentrated mass. Only one bearing cavity 6 is needed to simultaneously accommodate the first bearing 61 and the second bearing 62. The first bearing 61 and the second bearing 62 are located at opposite ends of the support section 11, making full use of the length space of the support section 11 to keep the first bearing 61 and the second bearing 62 as far apart as possible. This allows the first bearing 61 and the second bearing 62 to work together to stably support the load section 12 of the main shaft 1, and to transmit the aerodynamic loads, external forces, gyroscopic torques, and other forces generated by the main shaft 1 and power assembly 5 during operation to the intermediate casing 2 through the support section 11, effectively ensuring support rigidity. Since the first bearing 61 and the second bearing 62 adopt a shared cavity design, the load-bearing frame at the hot end of the engine is eliminated, effectively simplifying the rotation. The substructure reduces weight and simplifies the design of sealing, lubrication, and air systems, reducing the number of parts and assembly steps, thus lowering manufacturing costs. Furthermore, since both the first bearing 61 and the second bearing 62 are located at the engine's cold end, the operating temperature of the bearing cavity 6 is reduced, preventing the high-temperature combustion gases from the power assembly 5 from affecting the bearings. This further reduces the design complexity of the bearing cavity 6 and lubrication system, improving bearing life. Moreover, there is no need to install bearings at the power assembly 5's mounting location; the size of the load section 12 of the main shaft 1 is not limited by the bearing's inner diameter, allowing for an appropriate increase in the outer diameter of the load section 12, improving its overall rigidity. The layout of the power assembly 5 is unaffected by the bearing cavity 6, enabling a more rational and compact layout design in both axial and radial space. This not only shortens the length of the load section 12 and increases support rigidity, thus solving the problem of deteriorated rotor dynamic characteristics caused by air intake from the cantilever structure, but also facilitates the miniaturization of aero-engines.

[0025] like Figure 3 As shown, the bearing cavity 6 is further provided with a sleeve 63 that is sleeved on the main shaft 1 and sandwiched between the first bearing 61 and the second bearing 62. The axial ends of the sleeve 63 abut against the inner rings of the first bearing 61 and the second bearing 62, respectively. The sleeve 63 increases the distance between the first bearing 61 and the second bearing 62 and strengthens the axial end faces of the first bearing 61 and the second bearing 62, thereby improving the bearing stability and load capacity, and thus improving the angular stiffness of the main shaft 1, avoiding the deterioration of rotor dynamic characteristics caused by large concentrated mass and complete cantilever.

[0026] Please combine Figure 2The main shaft 1 is provided with a first support ring 13 and a second support ring 14 spaced axially on the support section 11. The first support ring 13 and the second support ring 14 respectively support the opposite ends of the sleeve 63 and the middle section of the sleeve 63 is spaced apart from the main shaft 1. This support structure, while stably supporting the sleeve 63, facilitates a high-precision fit between the sleeve 63 and the main shaft 1 compared to the method of installing the sleeve 63 entirely against the main shaft 1. It avoids scraping or jamming during the assembly of the sleeve 63, ensures the coaxiality of the sleeve 63 relative to the main shaft 1, improves the rigidity of the main shaft 1, and is also conducive to the release of thermal stress of the main shaft 1. It prevents the main shaft 1 from bending, cracking, or even jamming due to thermal deformation caused by the sleeve 63 constraining the main shaft 1 during high-speed rotation. It allows the middle section of the support section 11 to freely release thermal expansion, avoids the accumulation of thermal stress, and also prevents the high-temperature combustion gas of the power component 5 and the heat generated by the high-speed rotation of the main shaft 1 from being directly transferred to the bearing cavity 6, further reducing the working temperature of the bearing cavity 6.

[0027] Preferably, the bearing cavity 6 is further provided with a transmission assembly 64 sleeved on the main shaft 1. The transmission assembly 64 is clamped between the first bearing 61 and the sleeve 63 or between the second bearing 62 and the sleeve 63. The transmission assembly 64 includes a first bevel gear 641 fixed circumferentially relative to the main shaft 1. The intermediate housing 2 has a transmission hole 21 corresponding to the position of the first bevel gear 641. The transmission hole 21 penetrates the intermediate housing 2 radially along the main shaft 1. The transmission hole 21 is used to pass through a transmission shaft (not shown in the figure, the same below) and to allow a second bevel gear (not shown in the figure, the same below) pre-set on the transmission shaft to mesh with the first bevel gear 641. It should be understood that the transmission shaft is the drive shaft of the accessory transmission housing, such as the drive shaft of a generator. By installing a second bevel gear adapted to the first bevel gear 641 on the transmission shaft, a 90-degree reversing transmission can be achieved by utilizing the cooperation of the first bevel gear 641 and the second bevel gear, thereby transmitting the rotational power of the main shaft 1 to the accessory transmission housing.

[0028] The cantilevered aero-engine rotor structure places the transmission component 64 within the bearing cavity 6 and drives the accessory transmission housing through the support section 11. This not only allows the lubricating oil in the bearing cavity 6 to cool and lubricate the first bevel gear 641 and the second bevel gear without the need for an additional lubricating oil cavity, but also avoids the drive structure of the accessory transmission housing occupying the space of the load section 12. This helps to reduce the weight and length of the load section 12 and improve the stability of the cantilevered support structure.

[0029] Furthermore, a sealing structure is provided inside the transmission hole 21. The sealing structure is used to seal the gap between the transmission shaft and the side wall of the transmission hole 21 to prevent the lubricating oil in the bearing cavity 6 from leaking outward along the transmission hole 21.

[0030] Furthermore, the transmission assembly 64 also includes an adjusting shim 642. One axial end of the adjusting shim 642 abuts against the first bevel gear 641, and the other axial end of the adjusting shim 642 abuts against the first bearing 61 or the second bearing 62. In this embodiment, the transmission assembly 64 is sandwiched between the first bearing 61 and the sleeve 63, so that the transmission assembly 64 is away from the load segment 12. Firstly, this avoids the high temperature and vibration of the load segment 12 from affecting the transmission assembly 64. Secondly, it avoids the transmission assembly 64 from affecting the support stiffness and stability of the second bearing 62, thereby improving the stability of the load segment 12. Correspondingly, the adjusting shim 642 is disposed between the first bevel gear 641 and the first bearing 61, so as to adjust the axial position of the first bevel gear 641 and support and position the first bevel gear 641. It also avoids the first bevel gear 641 rigidly contacting the first bearing 61, thereby improving the durability of the first bevel gear 641 and the first bearing 61. In other embodiments, the position of the transmission component 64 can be adjusted according to the specific structure of the intermediate housing 2 and the layout of the accessory transmission housing. For example, the transmission component 64 can be sandwiched between the second bearing 62 and the sleeve 63. In this case, the adjusting shim 642 is located between the first bevel gear 641 and the second bearing 62, which can also realize the driving of the accessory transmission housing.

[0031] Furthermore, the main shaft is also provided with a first sealing assembly and a second sealing assembly. The first sealing assembly is located at the end of the first bearing 61 away from the second bearing 62 and is used to seal relative to the first bearing seat 3. The second sealing assembly is located at the end of the second bearing 62 away from the first bearing 61 and is used to seal relative to the second bearing seat 4. The first sealing assembly and the second sealing assembly respectively seal the axial ends of the bearing cavity 6.

[0032] like Figure 3As shown, the first sealing assembly includes an end face sealing assembly 31. The first end of the first bearing housing 3 is used to mount the first bearing 61, and the end face sealing assembly 31 is provided on the side of the first bearing 61 away from the second bearing 62. Specifically, the end face sealing assembly 31 includes a first sealing ring, a second sealing ring, and a first elastic element. The first sealing ring is mounted on the main shaft 1, and the first elastic element is mounted on the first bearing housing 3 and connected to the second sealing ring. The first elastic element is used to apply an axial thrust to the second sealing ring so that the second sealing ring abuts against the first sealing ring axially, thereby achieving a sliding seal between the first sealing ring and the second sealing ring, preventing oil leakage from the bearing cavity 6, and also preventing external foreign objects from entering the bearing cavity 6.

[0033] Furthermore, the second end of the first bearing housing 3 is provided with a first stop 32. The first stop 32 is snapped into the positioning structure preset on the intermediate housing 2 and the first stop 32 is connected and fixed to the intermediate housing 2 by bolts. The first stop 32 is also provided with a first sealing ring 33 for elastically pressing against the intermediate housing 2. The connection structure is simple and efficient, and the sealing effect is good.

[0034] Preferably, the second bearing housing 4 includes an inner ring 41 and an outer ring 42. The inner ring 41 includes a first mounting section 411, an inclined connecting section 412, and a second mounting section 413 arranged sequentially along its axial direction. The first mounting section 411 extends along the axial direction of the main shaft 1 and is sealed to the main shaft 1. The second mounting section 413 extends radially along the main shaft 1 and is sealed to the intermediate housing 2. The second bearing 62 is mounted on the first mounting section 411. The inclined connecting section 412 is radially inclined outward at one end facing the second mounting section 413. The inclined connecting section 412 is provided with a plurality of circumferentially spaced oblong holes 4121 for adjusting the support stiffness. The first mounting section 411 and the second mounting section 413 are connected into a whole by the inclined connecting section 412. A plurality of circumferential waist-shaped holes 4121 are arranged on the inclined connecting section 412, so that the plurality of circumferential waist-shaped holes 4121 are equidistantly arranged along the circumference of the inclined connecting section 412, thereby giving the inclined connecting section 412 a certain elastic deformation capability, forming an elastic buffer structure, which can isolate and weaken the vibration of the load section 12, prevent the vibration from being directly transmitted to the intermediate housing 2, and also improve the stability of the main shaft 1, reduce the load on the second bearing 62, and distribute the force evenly.

[0035] Furthermore, the outer ring 42 is located on the side of the inner ring 41 away from the main shaft 1. The two axial ends of the outer ring 42 are respectively connected to the first mounting section 411 and the second mounting section 413 in a one-to-one correspondence. Specifically, they can be fixed by brazing. The outer ring 42 is spaced apart from the inclined connecting section 412 and is used to prevent the lubricating oil in the bearing cavity 6 from leaking outward along the circumferential waist-shaped hole 4121. The outer ring 42 seals the outer side of the inner ring 41 so that the second bearing seat 4 has an opening and a sealing effect at the same time.

[0036] Furthermore, the second sealing assembly includes a radial sealing assembly 4111, and the first mounting section 411 is provided with the radial sealing assembly 4111 on the side of the second bearing 62 away from the first bearing 61. Specifically, the radial sealing assembly 4111 includes a third sealing ring, a fourth sealing ring, and a second elastic element. The third sealing ring is mounted on the spindle 1, and the fourth sealing ring is mounted on the first mounting section 411 and forms a seal radially relative to the third sealing ring. The second elastic element is mounted on the first mounting section 411 and connected to the fourth sealing ring. The second elastic element is used to apply an axial thrust to the fourth sealing ring so that the fourth sealing ring abuts against the first mounting section 411 axially, thereby achieving a sliding seal between the third sealing ring and the fourth sealing ring, preventing oil leakage from the bearing cavity 6, and also preventing external foreign objects from entering the bearing cavity 6.

[0037] Furthermore, the intermediate housing 2 is provided with a second stop 22, which is snapped onto the second mounting section 413 and connected and fixed to the second mounting section 413 by bolts. The second mounting section 413 is also provided with a second sealing ring 4131 for elastically pressing against the second stop 22. The connection structure is simple and efficient, and the sealing effect is good.

[0038] Preferably, the ends of the first bearing housing 3 and the second bearing housing 4 that are away from the main shaft 1 are both inclined toward the middle of the support section 11, and the outer diameter of the second bearing housing 4 is smaller than the outer diameter of the first bearing housing 3. The inward inclination of the first bearing housing 3 and the second bearing housing 4 to form an "eight"-shaped reinforced support structure effectively improves the support stiffness and stability of the main shaft 1. Furthermore, because the outer diameter of the second bearing housing 4 is smaller than that of the first bearing housing 3, the end of the intermediate housing 2 near the load section 12 can be closer to the main shaft 1, increasing the support stiffness of the second bearing housing 4. Simultaneously, the end of the intermediate housing 2 away from the load section 12 is positioned away from the main shaft 1, increasing the internal space of the bearing cavity 6, facilitating the placement of other components, and ensuring sufficient lubrication.

[0039] like Figure 4 As shown, the power assembly 5 includes a compressor 51 and a turbine 52 sequentially disposed on the load section 12 in a direction away from the support section 11. The compressor 51 includes a hub 511 mounted on the load section 12 and blades 512 arranged radially outward from the hub 511. The hub 511 is provided with a clearance groove 5111 for accommodating the second bearing seat 4. That is, the cross-section of the hub 511 is "C" shaped or inverse "C" shaped. The second bearing seat 4 is placed inside the hub 511 so that the blades 512 are located on the outer periphery of the second bearing seat 4, thereby making the center of gravity of the compressor 51 closer to the second bearing 62, improving the stability of the compressor 51, and increasing the angular stiffness of the main shaft 1 at the installation position of the compressor 51. At the same time, it can further shorten the axial length of the main shaft 1, which is equivalent to shortening the lever arm in the cantilever support structure and reducing the bending moment borne by the main shaft 1.

[0040] Preferably, the power assembly 5 further includes a transition shaft 53 disposed between the compressor 51 and the turbine 52. The transition shaft 53 includes a first mounting ring 531 and a second mounting ring 532 that are radially spaced and both extend axially, and a connecting ring 533 that extends radially and connects the first mounting ring 531 and the second mounting ring 532 into a whole. The first mounting ring 531 is sleeved on the main shaft 1 and is provided with a first connecting tooth 5311 that connects to the main shaft 1. The second mounting ring 532 is provided with a second connecting tooth 5321 at both axial ends and is connected to the compressor 51 and the turbine 52 respectively through the second connecting teeth 5321 at both ends. The outer side wall of the second mounting ring 532 is provided with a comb tooth 5322 for regulating the airflow of the compressor 51.

[0041] Please combine Figure 2The main shaft 1 is provided with a third connecting tooth 16 that is adapted to the first connecting tooth 5311. The circumferential and axial positioning of the adapter shaft 53 is achieved by the meshing of the first connecting tooth 5311 and the third connecting tooth 16, and the rotational power of the main shaft 1 can be smoothly transmitted to the adapter shaft 53, ensuring that the adapter shaft 53 rotates synchronously with respect to the main shaft 1. Secondly, the adapter shaft 53 is connected to the compressor 51 and the turbine 52 respectively through a second mounting ring 532 with a larger diameter, connecting the compressor 51 and the turbine 52 into a whole. First, it can increase the distance between the compressor 51 and the turbine 52, which is convenient for the placement of the flame tube 54 and the turbine guide 55. Second, it can enlarge the connection diameter of the compressor 51 and the turbine 52, thereby improving the rigidity of the compressor 51 and the turbine 52. Third, the compressor 51, the adapter shaft 53 and the turbine 52 can cooperate to form an annular cavity around the outer periphery of the main shaft 1, which further strengthens the rigidity of the load section 12. In addition, the grating teeth 5322 used to regulate the airflow of the compressor 51 are set on the adapter shaft 53, and the adapter shaft 53 is independently set between the compressor 51 and the turbine 52. When the grating teeth 5322 are damaged, it is convenient to directly replace the adapter shaft 53, which improves the convenience of later maintenance and reduces costs.

[0042] Furthermore, the power assembly 5 also includes a flame tube 54 mounted between the compressor 51 and the turbine 52, and a turbine guide 55 mounted between the flame tube 54 and the turbine 52. The compressor 51 delivers high-pressure air to the flame tube 54 for combustion to form high-temperature gas. The turbine guide 55 guides the high-temperature gas in the flame tube 54 to the turbine 52 and drives the turbine 52 to rotate. This, in turn, drives the main shaft 1 to rotate, and the main shaft 1 drives the compressor 51 to rotate, continuously outputting high-pressure air. In this embodiment, the flame tube 54 adopts a recirculation combustion chamber, reducing axial space occupation and further shortening the distance between the compressor 51 and the turbine 52.

[0043] Please combine Figures 2 to 4The main shaft 1 is provided with a limiting ring 15 between the support section 11 and the load section 12. The second sealing assembly abuts against one side of the limiting ring 15 axially, and the end of the compressor 51 away from the turbine 52 abuts against the other side of the limiting ring 15 axially. The cantilevered aero-engine rotor structure also includes a first clamping nut 7 and a second clamping nut 8 respectively threaded to the main shaft 1. The first clamping nut 7 is used to clamp the end of the first sealing assembly away from the first bearing 61, thereby securing the first sealing assembly, the first bearing 61, the transmission assembly 64, the sleeve 63, the second bearing 62, and the second sealing assembly. The sealing assembly is pressed against the limiting ring 15 to achieve axial positioning. The second clamping nut 8 is used to press against the end of the turbine 52 away from the compressor 51, thereby pressing the compressor 51 and the turbine 52 together against the limiting ring 15 to achieve axial positioning. The first clamping nut 7 and the second clamping nut 8 cooperate to form a tie rod rotor structure, which simultaneously positions and fixes multiple parts. The assembly structure is simple and efficient. It also allows the axial connection of the adapter shaft 53 relative to the compressor 51 and the turbine 52 to adopt an end tooth structure, which helps to shorten the axial length of the rotor, eliminates the need for fasteners such as bolts, and further reduces the rotor weight.

[0044] As a second aspect, the present invention also provides an aero-engine (not shown in the figures, the same below) including the above-described cantilevered aero-engine rotor structure. Because the aero-engine adopts the cantilevered aero-engine rotor structure, a more rational and compact layout can be achieved, simplifying the structure and reducing weight, reducing the design difficulty of the sealing, lubrication, and air systems, reducing the number of parts and assembly processes, lowering manufacturing costs, and facilitating the miniaturization design of the aero-engine.

[0045] The above description is merely a preferred embodiment of the present invention and is not intended to limit the invention. Various modifications and variations can be made to the present invention by those skilled in the art. Any modifications, equivalent substitutions, improvements, etc., made within the spirit and principles of the present invention should be included within the scope of protection of the present invention.

Claims

1. A cantilevered aeroengine rotor structure, characterized in that, It includes a main shaft (1), an intermediate housing (2), a first bearing seat (3), a second bearing seat (4) and a power assembly (5). The two ends of the main shaft (1) along its length direction are respectively set as a support section (11) and a load section (12), and the power assembly (5) is located in the load section (12). The first bearing housing (3) is installed at one end of the support section (11) away from the load section (12), and the second bearing housing (4) is installed at one end of the support section (11) close to the load section (12). The intermediate housing (2) is connected to the first bearing housing (3) and the second bearing housing (4) respectively, and the first bearing housing (3) and the second bearing housing (4) are combined around the support section (11) to form a bearing cavity (6). The bearing cavity (6) is provided with a first bearing (61) and a second bearing (62). The first bearing (61) is installed between the first bearing housing (3) and the main shaft (1), and the second bearing (62) is installed between the second bearing housing (4) and the main shaft (1).

2. The cantilevered aero-engine rotor structure according to claim 1, characterized in that, The bearing cavity (6) is also provided with a sleeve (63) sleeved on the main shaft (1) and sandwiched between the first bearing (61) and the second bearing (62). The two axial ends of the sleeve (63) respectively abut against the inner ring of the first bearing (61) and the inner ring of the second bearing (62).

3. The cantilevered aero-engine rotor structure according to claim 2, characterized in that, The main shaft (1) is provided with a first support ring (13) and a second support ring (14) spaced apart along its axial direction. The first support ring (13) and the second support ring (14) respectively support the opposite ends of the sleeve (63) and the middle section of the sleeve (63) is spaced apart from the main shaft (1).

4. The cantilevered aero-engine rotor structure according to claim 2, characterized in that, The bearing cavity (6) is further provided with a transmission assembly (64) sleeved on the main shaft (1) and clamped between the first bearing (61) and the sleeve (63) or clamped between the second bearing (62) and the sleeve (63). The transmission assembly (64) includes a first bevel gear (641) circumferentially fixed relative to the main shaft (1). The intermediate housing (2) has a transmission hole (21) at the position corresponding to the first bevel gear (641). The transmission hole (21) passes through the intermediate housing (2) radially along the main shaft (1). The transmission hole (21) is used to pass through the transmission shaft and make the second bevel gear on the transmission shaft mesh with the first bevel gear (641).

5. The cantilevered aero-engine rotor structure according to claim 1, characterized in that, The second bearing housing (4) includes an inner ring (41) and an outer ring (42). The inner ring (41) includes a first mounting section (411), an inclined connecting section (412), and a second mounting section (413) arranged sequentially along its axial direction. The first mounting section (411) extends along the axial direction of the main shaft (1) and is sealed to the main shaft (1). The second mounting section (413) extends radially along the main shaft (1) and is sealed to the intermediate housing (2). The second bearing (62) is mounted on the first mounting section (411). The inclined connecting section (412) is radially inclined outward at one end facing the second mounting section (413). The inclined connecting section (412) is provided with a plurality of circumferential waist-shaped holes (4121) for adjusting the support stiffness at intervals along its circumference. The outer ring (42) is located on the side of the inner ring (41) away from the main shaft (1). The two axial ends of the outer ring (42) are respectively connected to the first mounting section (411) and the second mounting section (413). The outer ring (42) is spaced apart from the inclined connecting section (412) and is used to prevent the lubricating oil in the bearing cavity (6) from leaking outward along the circumferential waist-shaped hole (4121).

6. The cantilevered aero-engine rotor structure according to claim 1, characterized in that, The ends of the first bearing housing (3) and the second bearing housing (4) that are away from the main shaft (1) are both inclined toward the middle of the support section (11), and the outer diameter of the second bearing housing (4) is smaller than the outer diameter of the first bearing housing (3).

7. The cantilevered aero-engine rotor structure according to claim 1, characterized in that, The power assembly (5) includes a compressor (51) and a turbine (52) arranged sequentially on the load section (12) in a direction away from the support section (11). The hub (511) of the compressor (51) is provided with a clearance groove (5111) for accommodating the second bearing housing (4) so ​​that the blades (512) of the compressor (51) are located on the outer periphery of the second bearing housing (4), thereby making the center of gravity of the compressor (51) close to the second bearing (62).

8. The cantilevered aero-engine rotor structure according to claim 7, characterized in that, The power assembly (5) further includes a transition shaft (53) disposed between the compressor (51) and the turbine (52). The transition shaft (53) includes a first mounting ring (531) and a second mounting ring (532) that are radially spaced and extend axially, and a connecting ring (533) that extends radially and connects the first mounting ring (531) and the second mounting ring (532) into a whole. The first mounting ring (531) is sleeved on the main shaft (1) and has a first connecting tooth (5311) connected to the main shaft (1). The second mounting ring (532) has a second connecting tooth (5321) at both axial ends and is connected to the compressor (51) and the turbine (52) respectively through the second connecting teeth (5321) at both ends. The outer side wall of the second mounting ring (532) is provided with a comb tooth (5322) for regulating the airflow of the compressor (51).

9. The cantilevered aero-engine rotor structure according to claim 7, characterized in that, The main shaft is also provided with a first sealing assembly and a second sealing assembly. The first sealing assembly is located at the end of the first bearing (61) away from the second bearing (62) and is used to seal relative to the first bearing seat (3). The second sealing assembly is located at the end of the second bearing (62) away from the first bearing (61) and is used to seal relative to the second bearing seat (4). The main shaft (1) is provided with a limiting ring (15) between the support section (11) and the load section (12), the second sealing assembly abuts against one side of the limiting ring (15) axially, and the compressor (51) abuts against the other side of the limiting ring (15) axially at one end away from the turbine (52). The cantilevered aero-engine rotor structure also includes a first clamping nut (7) and a second clamping nut (8) that are threadedly connected to the main shaft (1). The first clamping nut (7) is used to press against the end of the first sealing assembly away from the first bearing (61), and the second clamping nut (8) is used to press against the end of the turbine (52) away from the compressor (51).

10. An aircraft engine, characterized in that, Including the cantilevered aero-engine rotor structure as described in any one of claims 1 to 9.

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