High-pressure rotor for engine

Abstract

The utility model relates to a high-pressure rotor for an engine. The high-pressure rotor comprises a high-pressure compressor shaft (1) and a high-pressure turbine shaft (2) which are connected together through at least one fastener. The cross section of the high-pressure compressor shaft is in the shape of a roughly hollow circular ring, a plurality of compressor shaft protrusions (6) protruding inwards and a plurality of compressor shaft recesses (7) with the same number as the compressor shaft protrusions (6) are alternately distributed on the inner surface of the circular ring at intervals, and the cross section of the high-pressure turbine shaft is in the shape of a roughly hollow circular ring. And a plurality of turbine shaft convex parts (8) which protrude outwards and turbine shaft concave parts (9) which are the same as the turbine shaft convex parts (8) in number and are concave inwards are alternately distributed on the outer surface of the circular ring at intervals. A fastener connects the high pressure compressor shaft and the high pressure turbine shaft to each other through the turbine shaft lobes and the compressor shaft lobes. The connecting structure not only can meet reliable centering between the high-pressure compressor rotor and the high-pressure turbine rotor, but also has good assembly efficiency and moderate manufacturing cost.

Description

Technical Field

[0001] The utility model relates to a high-pressure rotor for an engine, and more specifically, to a high-pressure rotor for an aero gas turbine engine. Background Art

[0002] The combination of all rotating components in an aero gas turbine engine is called a rotor, which is one of the most important components in the engine. Its function is to convert the kinetic energy of steam into mechanical energy, transmit the torque generated by the circumferential component force of steam acting on the working moving blades, and output mechanical work outward. When the rotor is running, the rotor for an aero engine is usually in a high-temperature and high-pressure environment and generally rotates at a high speed of thousands to tens of thousands of revolutions per minute. Therefore, there are relatively high requirements for the structural strength and connection reliability of the rotor.

[0003] As is well known, the high-pressure rotor is composed of a high-pressure compressor rotor and a high-pressure turbine rotor. Since almost all aero gas turbine engines adopt a full-annular combustor and the combustor casing also adopts an integral ring structure, during the engine assembly process, when connecting the high-pressure compressor rotor and the high-pressure turbine rotor, it must be blindly installed and the operating space is extremely limited.

[0004] On the other hand, a huge torque needs to be transmitted between the high-pressure compressor rotor and the high-pressure turbine rotor, and the axial force directions of the high-pressure compressor rotor and the high-pressure turbine rotor are opposite and the absolute values of the forces are very large. Therefore, a huge separating force will be formed at the connection structure.

[0005] In view of the fact that there are many difficulties in the design of the connection structure of the high-pressure rotor, currently, the following two structural forms are mainly used:

[0006] 1) Cylindrical surface centering, ordinary bolt clamping, and torque transmission by friction. In this structural form, the pre-tightening force of the bolt not only has to bear a huge separating force, but after offsetting the separating force, the friction force generated by the remaining clamping force will also transmit a huge torque. Therefore, the pre-tightening force of the bolt is generally very large, which not only requires very high strength for the bolt, but also makes the assembly very difficult and the assembly efficiency is low.

[0007] 2) Circular arc end teeth centering and torque transmission, ordinary bolt clamping. In this structural form, the pre-tightening force of the bolt only needs to bear the separating force. Therefore, the pre-tightening force of the bolt is relatively moderate, and the strength requirement for the bolt is also moderate. The assembly is thus relatively simple and the assembly efficiency is high. However, the processing cost of the circular arc end teeth is very high, and there is a disadvantage in terms of economy.

[0008] For example, in Chinese Patent CN112302725B titled "A Compact High-Pressure Rotor Connection Structure for Aero-Engines" submitted by AECC Sichuan Gas Turbine Establishment on September 18, 2020, a compact high-pressure rotor connection structure for aero-engines is disclosed. The high-pressure rotor connection structure includes a rear journal of a high-pressure compressor, a high-pressure turbine disk, an air duct, and a compression nut. A mating tooth-shaped meshing structure is provided on the connection surface between the rear journal of the high-pressure compressor and the high-pressure turbine disk for connecting the rear journal of the high-pressure compressor and the high-pressure turbine disk. One end of the air duct abuts against the rear journal of the high-pressure compressor with a protruding portion, and the compression nut is screwed onto the other end of the air duct, and the side wall of the compression nut abuts against the high-pressure turbine disk, so that the protruding portion of the air duct and the compression nut provide a pre-tightening force to the tooth-shaped meshing structure of the rear journal of the high-pressure compressor and the high-pressure turbine disk.

[0009] However, the above-mentioned prior art has the problem of high processing cost of the tooth-shaped meshing structure, so it is difficult to be popularized and used on a large scale.

[0010] Therefore, it is necessary to design a high-pressure rotor for an engine with an improved connection structure, which can not only meet the reliable centering between the high-pressure compressor rotor and the high-pressure turbine rotor, but also has good assembly efficiency and moderate manufacturing cost. Summary of the Utility Model

[0011] The purpose of the present utility model is to provide a high-pressure rotor for an engine, and the connection structure of the high-pressure rotor can not only meet the reliable centering between the high-pressure compressor rotor and the high-pressure turbine rotor, but also has good assembly efficiency and moderate manufacturing cost.

[0012] The present utility model relates to a high-pressure rotor for an engine, which includes a high-pressure compressor shaft and a high-pressure turbine shaft connected to each other by at least one fastener. The central axis of the compressor shaft of the high-pressure compressor shaft is coaxial with the central axis of the turbine shaft of the high-pressure turbine shaft.

[0013] The cross-section of the high-pressure compressor shaft has a shape of a substantially hollow ring, and a plurality of inwardly protruding compressor shaft convex portions and the same number of outwardly recessed compressor shaft concave portions are alternately and spaced apart around the center of the cross-section of the high-pressure compressor shaft on the inner surface of the ring.

[0014] The cross-section of the high-pressure turbine shaft has a shape of a substantially hollow ring, and a plurality of outwardly protruding turbine shaft convex portions and the same number of inwardly recessed turbine shaft concave portions are alternately and spaced apart around the center of the cross-section of the high-pressure turbine shaft on the outer surface of the ring.

[0015] Wherein, the fastener passes through the turbine shaft convex portion and the compressor shaft convex portion to connect the high-pressure compressor shaft and the high-pressure turbine shaft to each other.

[0016] The term "substantially" indicates that the shape of the cross-section of the high-pressure compressor shaft and the high-pressure turbine shaft only resembles a hollow ring, rather than being an accurate description of the shape, because there are several convex and concave portions distributed on the inner or outer surface of the so-called "ring".

[0017] In a preferred embodiment, each of the compressor shaft convex portions may be formed with a compressor shaft through-hole for a fastener to pass through, and each of the turbine shaft convex portions may be formed with a turbine shaft through-hole for a fastener to pass through, wherein the turbine shaft through-hole is aligned with the compressor shaft through-hole during fastening, and is not aligned with the compressor shaft through-hole during assembly connection.

[0018] In a more preferred embodiment, twelve compressor shaft convex portions and twelve compressor shaft concave portions may be alternately distributed at uniform intervals around the compressor shaft central axis, and twelve turbine shaft convex portions and twelve turbine shaft concave portions may be alternately distributed at uniform intervals around the turbine shaft central axis.

[0019] In the above technical solution, although the number of convex and concave portions is set to twelve, the number of convex and concave portions can also be changed within the scope known to those skilled in the art.

[0020] Preferably, the compressor shaft convex portions and the compressor shaft concave portions may be distributed in pairs adjacent to each other in the circumferential direction of the compressor shaft, and the turbine shaft convex portions and the turbine shaft concave portions may be distributed in pairs adjacent to each other in the circumferential direction of the turbine shaft.

[0021] In an optimal embodiment, the compressor shaft convex portion may be composed of a major arc segment protruding inward, the compressor shaft concave portion may be composed of a minor arc segment protruding outward, the major arc segment and the minor arc segment are connected to each other to form a circumferential lace shape, and the turbine shaft convex portion may be composed of a major arc segment protruding outward, the turbine shaft concave portion may be composed of a minor arc segment protruding inward, the major arc segment and the minor arc segment are connected to each other to form a circumferential lace shape.

[0022] In the above technical solution, the major arc segment refers to an arc segment with an extension angle exceeding 180°, and the minor arc segment refers to an arc segment with an extension angle less than 180°. As long as the major arc segment and the minor arc segment can be smoothly connected to each other to form the so-called "lace shape", the extension angle can vary within the above-specified range.

[0023] In addition, under appropriate circumstances, the compressor shaft convex portion may also be changed to be composed of a minor arc segment protruding inward, the compressor shaft concave portion may be changed to be composed of a major arc segment protruding outward, the turbine shaft convex portion may be changed to be composed of a minor arc segment protruding outward, and the turbine shaft concave portion may be changed to be composed of a major arc segment protruding inward. Such variations should all be regarded as falling within the protection scope of the present utility model.

[0024] Preferably, the size of the concave portion of the turbine shaft can be designed to be slightly larger than the size of the convex portion of the compressor shaft, while the size of the convex portion of the turbine shaft can be designed to be slightly smaller than the size of the concave portion of the compressor shaft, so as to leave a gap between the high-pressure compressor shaft and the high-pressure turbine shaft and achieve centering through the cooperation between the concave and convex portions.

[0025] The term "slightly" indicates that the difference between the two data is not a large percentage of the numerical value, usually below 10%, or even smaller.

[0026] For this purpose, a sealing ring can be filled in the gap. The sealing ring is made of an elastic material to seal between the inner and outer sides of the high-pressure rotor.

[0027] In the above embodiment, the fasteners can be a bolt and a self-locking nut that are paired with each other. Among them, the bolt can be a bolt with a medium diameter rod type, and the self-locking nut can be a self-locking nut with a handle.

[0028] In the above embodiment, the engine can be an aero gas turbine engine.

[0029] The high-pressure rotor for an engine according to the present invention can obtain the following advantages:

[0030] 1) The above high-pressure rotor for an engine utilizes the huge separating force between the high-pressure compressor rotor and the high-pressure turbine rotor to form an end surface pressing force and generate a frictional force for transmitting torque, thereby reducing the pre-tightening force of the bolt.

[0031] 2) The above high-pressure rotor for an engine utilizes the telescopic elastic member to achieve sealing at the connection.

[0032] 3) The assembly process of the above high-pressure rotor for an engine is simple and convenient, the assembly efficiency is good, the manufacturing cost is moderate, and it has good promotion prospects. Description of the Drawings

[0033] In order to further illustrate the technical effects of the high-pressure rotor for an engine according to the present invention, the present invention will be described in detail below in conjunction with the drawings and specific embodiments, where:

[0034] Figure 1 is a cross-sectional view of the high-pressure compressor shaft 1 that constitutes the high-pressure rotor for an engine;

[0035] Figure 2 is a cross-sectional view of the high-pressure turbine shaft 2 that constitutes the high-pressure rotor for an engine;

[0036] Figure 3 is a partial schematic view after connecting the Figure 1 shown high-pressure compressor shaft 1 with Figure 2 the shown high-pressure turbine shaft 2 together by using bolts 3, self-locking nuts 4 and sealing rings 5;

[0037] Figure 4 is a partial schematic diagram similar to Figure 3 which shows the state before the connection of the high-pressure rotor; and

[0038] Figure 5 is a partial schematic diagram similar to Figure 3 which shows the intermediate state of the connection of the high-pressure rotor.

[0039] Reference numerals

[0040] 1 High-pressure compressor shaft

[0041] 2 High-pressure turbine shaft

[0042] 3 Bolt

[0043] 4 Self-locking nut

[0044] 5 Sealing ring

[0045] 6 Compressor shaft convex part

[0046] 6A Compressor shaft axis

[0047] 7 Compressor shaft concave part

[0048] 8 Turbine shaft convex part

[0049] 8A Turbine shaft through hole

[0050] 9 Turbine shaft concave part

[0051] O1 Compressor shaft central axis

[0052] O2 Turbine shaft central axis Detailed implementation manners

[0053] The following describes the structure, installation process and technical effects of the high-pressure rotor for an engine according to the present utility model with reference to the accompanying drawings.

[0054] It should be clear that the embodiments described in this specification only cover a part of the embodiments of the present utility model, rather than all embodiments. All other embodiments obtained by those of ordinary skill in the art based on the embodiments recorded in the specification without creative efforts belong to the scope of protection of the present utility model.

[0055] Unless otherwise defined, all technical and scientific terms used in this utility model have the same meanings as those commonly understood by those skilled in the technical field to which this utility model belongs. The terms used in the description of this utility model are only for the purpose of describing specific embodiments, and are not intended to limit this utility model. The terms "including" and "having" and any variations thereof in the description and claims of this utility model and the above drawings are intended to cover non-exclusive inclusion. The singular forms "a", "the" and "said" used in the embodiments of this utility model and the appended claims are also intended to include the plural forms, unless the context clearly indicates otherwise.

[0056] Based on the same understanding of orientation, in the description of this utility model, the orientation or positional relationship indicated by terms such as "inward", "outward", "leftward", "rightward", etc. is the orientation or positional relationship based on the orientation shown in the drawings. It is only for the convenience of describing this utility model and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and thus cannot be understood as a limitation to this utility model.

[0057] First, please refer to Figure 1 and 2 , which are respectively sectional views of the high-pressure compressor shaft 1 and the high-pressure turbine shaft 2 that constitute the high-pressure rotor for an engine. Figure 3 is a partial sectional schematic view of the high-pressure rotor formed after the connection of the high-pressure compressor shaft 1 and the high-pressure turbine shaft 2.

[0058] As Figure 1 and 2 shown, the high-pressure rotor for an engine according to this utility model includes a high-pressure compressor shaft 1 and a high-pressure turbine shaft 2 that are connected to each other by a plurality of fasteners. The compressor shaft central axis O1 of the high-pressure compressor shaft 1 is coaxial with the turbine shaft central axis O2 of the high-pressure turbine shaft 2.

[0059] In this embodiment, the high-pressure rotor for an engine is a high-pressure rotor for an aero gas turbine engine. However, those skilled in the art can also apply such a high-pressure rotor to other types of engines according to actual needs. Such variations should all fall within the protection scope of this utility model.

[0060] As Figure 1 shown, the high-pressure compressor shaft 1 has a shape of a substantially hollow cylinder. In other words, the cross-section of the high-pressure compressor shaft 1 has a shape of a substantially hollow ring, and a plurality of inwardly protruding compressor shaft convex portions 6 and the same number of outwardly recessed compressor shaft concave portions 7 are alternately and spaced apart around the center of the cross-section of the high-pressure compressor shaft 1. All the compressor shaft convex portions 6 are formed with compressor shaft through holes 6A for the fasteners to pass through.

[0061] The term "interval" means that there is a compressor shaft convex portion formed between every two compressor shaft concave portions 7, and there is a compressor shaft concave portion formed between every two compressor shaft convex portions 6. That is to say, the compressor shaft convex portions 6 and the compressor shaft concave portions 7 are distributed in pairs adjacent to each other in the circumferential direction of the compressor shaft 1.

[0062] As Figure 2 shown, the cross-section of the high-pressure turbine shaft 2 has a shape of a substantially hollow ring, and a plurality of outwardly protruding turbine shaft convex portions 8 and the same number of inwardly recessed turbine shaft concave portions 9 are alternately distributed at intervals around the center of the cross-section of the high-pressure turbine shaft 2. Similarly, the turbine shaft convex portions 8 and the turbine shaft concave portions 9 are distributed in pairs adjacent to each other in the circumferential direction of the turbine shaft 2.

[0063] All the turbine shaft convex portions 8 are formed with turbine shaft through-holes 8A for the fasteners to pass through. Among them, during fastening, each turbine shaft through-hole 8A is aligned with each compressor shaft through-hole 6A with respect to the center of the cross-section of the high-pressure turbine shaft 2, and the fasteners connect the high-pressure compressor shaft 1 and the high-pressure turbine shaft 2 to each other by passing through the turbine shaft through-holes 8A on the turbine shaft convex portions 8 and the compressor shaft through-holes 6A on the compressor shaft convex portions 6.

[0064] In a preferred embodiment, twelve inwardly protruding compressor shaft convex portions 6 and twelve outwardly recessed compressor shaft concave portions 7 are alternately distributed at uniform intervals around the compressor shaft center axis O1 of the high-pressure compressor shaft 1. Correspondingly, the compressor shaft convex portions 6 are altogether formed with twelve compressor shaft through-holes 6A for the fasteners to pass through.

[0065] Correspondingly, twelve outwardly protruding turbine shaft convex portions 8 and twelve inwardly recessed turbine shaft concave portions 9 are alternately distributed at uniform intervals around the turbine shaft center axis O2 of the high-pressure turbine shaft 2. Correspondingly, the turbine shaft convex portions 8 are altogether formed with twelve turbine shaft through-holes 8A for the fasteners to pass through.

[0066] Although twelve pairs of concave portions and convex portions are designed for the high-pressure compressor shaft 1 and the high-pressure turbine shaft 2 respectively in the above embodiments, those skilled in the art should understand that the number of concave portions and convex portions can be changed as long as they are in pairs with each other and the numbers are the same.

[0067] In yet another preferred embodiment, the compressor shaft convex portion 6 is composed of an inwardly protruding major arc segment (i.e., an arc segment with an extension angle greater than 180°), and the compressor shaft concave portion 7 is composed of an outwardly protruding minor arc segment (i.e., an arc segment with an extension angle less than 180°). Each major arc segment and each minor arc segment are smoothly connected to each other to form a circumferential shape similar to lace.

[0068] Correspondingly, the turbine shaft convex portion 8 is composed of an outwardly protruding major arc segment, and the turbine shaft concave portion 9 is composed of an inwardly protruding minor arc segment. Each major arc segment and each minor arc segment are smoothly connected to each other to form a circumferential shape similar to lace.

[0069] In the above embodiment, the fasteners may be a bolt 3 and a self-locking nut 4 that are paired with each other. Preferably, the bolt 3 may be a medium-diameter rod-type bolt, and the self-locking nut 4 may be a self-locking nut with a handle. Therefore, the high-pressure compressor shaft 1 and the high-pressure turbine shaft 2 are preferably connected together by twelve pairs of medium-diameter rod-type bolts 3 and self-locking nuts with handles 4.

[0070] As Figure 3 shown, the size of the turbine shaft concave portion 9 is designed to be slightly larger than the size of the compressor shaft convex portion 6, and the size of the turbine shaft convex portion 8 is designed to be slightly smaller than the size of the compressor shaft concave portion 7, so as to leave a certain gap between the high-pressure compressor shaft 1 and the high-pressure turbine shaft 2, and centering is achieved through the cooperation between the concave and convex portions.

[0071] A sealing ring 5 is filled in the gap between the high-pressure compressor shaft 1 and the high-pressure turbine shaft 2. The sealing ring 5 is made of an elastic material so as to play a sealing role between the two, and the sealability at the connection between the inner and outer sides of the high-pressure rotor is further achieved by using the stretchability of the sealing ring 5.

[0072] Figure 4 and 5 respectively show the state before the connection of the high-pressure rotor and the intermediate state of the connection of the high-pressure rotor. The connection process of the high-pressure compressor shaft 1 and the high-pressure turbine shaft 2 will be described below in conjunction with Figure 4 and 5 Describe the connection process of the high-pressure compressor shaft 1 and the high-pressure turbine shaft 2.

[0073] As Figure 4 shown, before connecting the high-pressure turbine shaft 2 to the high-pressure compressor shaft 1 in the direction indicated by the arrow in Figure 4 , first put the sealing ring 5 on the high-pressure compressor shaft 1, install all the self-locking nuts 4 on the compressor shaft through-hole 6A of the high-pressure compressor shaft 1, and rotate the high-pressure turbine shaft 2 relative to the compressor shaft central axis O1 of the stationary high-pressure compressor shaft 1 to ensure that each turbine shaft convex portion 8 faces each compressor shaft concave portion 7.

[0074] Push the high-pressure turbine shaft 2 to move leftward in the direction indicated by the arrow in Figure 4 to the position shown in Figure 5 . At this time, the sealing ring 5 is compressed, and then rotate the high-pressure turbine shaft 2 relative to the compressor shaft central axis O1 of the stationary high-pressure compressor shaft 1 again to ensure that the turbine shaft through-hole 8A on each turbine shaft convex portion 8 is aligned with the compressor shaft through-hole 6A on each compressor shaft convex portion 6.

[0075] Pull the high-pressure turbine shaft 2 alongFigure 5 Move it in the direction indicated by the arrow to the right until one end face of the turbine shaft convex part 8 abuts against one end face of the compressor shaft convex part 6. At this time, the sealing ring 5 automatically pops open.

[0076] Finally, install all bolts 3 and tighten them relative to the lock nut 4 to complete the connection. The final state after the connection is completed is as Figure 3 shown.

[0077] Although the structure and the connection and assembly steps of the high-pressure rotor for an engine according to the present utility model have been described above in combination with the preferred embodiments and the drawings, those of ordinary skill in the art in this technical field should recognize that the above examples are only for illustration and cannot be used as a limitation to the present utility model. Therefore, modifications and variations can be made to the present utility model within the scope of the substantial spirit of the claims, and these modifications and variations will all fall within the scope required by the claims of the present utility model.

Claims

1. A high-pressure rotor for an engine, comprising a high-pressure compressor shaft (1) and a high-pressure turbine shaft (2) connected to each other by at least one fastener, wherein a compressor shaft center axis (O1) of the high-pressure compressor shaft (1) is coaxial with a turbine shaft center axis (O2) of the high-pressure turbine shaft (2), The cross section of the high-pressure compressor shaft (1) is substantially in the shape of a hollow circular ring, and the inner surface of the circular ring is alternately and spaced around the center of the cross section of the high-pressure compressor shaft (1) with a plurality of compressor shaft protrusions (6) protruding inwardly and the same number of compressor shaft recesses (7) concave outwardly. The cross section of the high-pressure turbine shaft (2) is substantially in the shape of a hollow circular ring, and a plurality of turbine shaft protrusions (8) protruding outward and the same number of turbine shaft recesses (9) recessed inward are alternately and spacedly distributed on the outer surface of the circular ring around the cross section center of the high-pressure turbine shaft (2). in, The fastener passes through the turbine shaft protrusion (8) and the compressor shaft protrusion (6) to connect the high-pressure compressor shaft (1) and the high-pressure turbine shaft (2) to each other.

2. The high-pressure rotor for an engine according to claim 1, characterized in that: Each of the compressor shaft bosses (6) is formed with a compressor shaft through hole (6A) for the fastener to pass through, and each of the turbine shaft bosses (8) is formed with a turbine shaft through hole (8A) for the fastener to pass through, wherein the turbine shaft through hole (8A) is aligned with the compressor shaft through hole (6A) during fastening.

3. The high-pressure rotor for an engine according to claim 1, characterized in that: The high-pressure compressor shaft (1) has twelve compressor shaft protrusions (6) and twelve compressor shaft recesses (7) alternately distributed at even intervals around the compressor shaft center axis (O1), and The high-pressure turbine shaft (2) has twelve turbine shaft protrusions (8) and twelve turbine shaft recesses (9) alternately distributed at even intervals around the turbine shaft center axis (O2).

4. The high-pressure rotor for an engine according to claim 3, characterized in that: The compressor shaft protrusion (6) and the compressor shaft recess (7) are arranged in pairs adjacent to each other in the circumferential direction of the compressor shaft (1), and The turbine shaft protrusions (8) and the turbine shaft recesses (9) are arranged in pairs adjacent to each other in the circumferential direction of the turbine shaft (2).

5. The high-pressure rotor for an engine according to claim 3, characterized in that: The compressor shaft protrusion (6) is composed of a major arc segment protruding inwardly, and the compressor shaft concave portion (7) is composed of a minor arc segment protruding outwardly, and the major arc segment and the minor arc segment are connected to each other to form a circumferential lace shape, and The turbine shaft convex portion (8) is composed of a superior arc segment protruding outward, and the turbine shaft concave portion (9) is composed of a inferior arc segment protruding inward, and the superior arc segment and the inferior arc segment are connected to each other to form a circumferential lace shape.

6. The high-pressure rotor for an engine according to claim 3, characterized in that: The size of the turbine shaft recess (9) is designed to be larger than the size of the compressor shaft protrusion (6), while the size of the turbine shaft protrusion (8) is designed to be smaller than the size of the compressor shaft recess (7), thereby leaving a gap between the high-pressure compressor shaft (1) and the high-pressure turbine shaft (2), and centering is achieved through the cooperation between the recessed and protruding parts.

7. The high-pressure rotor for an engine according to claim 6, characterized in that: A sealing ring (5) is filled in the gap, and the sealing ring (5) is made of elastic material to seal between the inner and outer sides of the high-pressure rotor.

8. The high-pressure rotor for an engine according to claim 1, characterized in that: The fasteners are a bolt (3) and a self-locking nut (4) matched with each other.

9. The high-pressure rotor for an engine according to claim 8, characterized in that: The bolt (3) is a medium-diameter rod-type bolt, and the self-locking nut (4) is a self-locking shank nut.

10. The high pressure rotor for an engine according to any one of claims 1 to 9, characterized in that: The engine is an aviation gas turbine engine.

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