CN115126601A - Aircraft engine - Google Patents

Abstract

The invention discloses an aircraft engine, relates to the field of aircraft engines, and aims to improve the structure of the aircraft engine and improve the coaxiality of a high-pressure rotor, a low-pressure rotor and a medium-pressure rotor. The aircraft engine includes a first bearing, a second bearing, a high pressure spool, a medium pressure spool, and a low pressure spool. The high-pressure rotor is arranged between the first bearing and the second bearing, one end of the high-pressure rotor is supported by the first bearing, and the other end of the high-pressure rotor is supported by the second bearing; one end of the medium pressure rotor is supported by a first bearing, and the other end of the medium pressure rotor is supported by a second bearing; one end of the low pressure spool is supported by a first bearing and the other end of the low pressure spool is supported by a second bearing. According to the aircraft engine provided by the technical scheme, the high-pressure rotor, the low-pressure rotor and the medium-pressure rotor are supported by the first bearing and the second bearing together, so that the double-fulcrum three-rotor aircraft engine is formed, the number of supporting parts of the aircraft engine is reduced, and the axial size of the aircraft engine is reduced.

Description

Aircraft engine

technical field

The invention relates to the field of aero-engines, in particular to an aero-engine.

Background technique

Aero-engines are complex in structure, with a large number and variety of parts, and high precision in parts processing and manufacturing; the assembly of components and the whole machine is extremely difficult. In the related art, the support scheme of a conventionally configured aero-engine has 5-8 fulcrums and requires 3-4 load-bearing casing assemblies.

The inventor found that there are at least the following problems in the prior art: there are many parts of the whole aero-engine, which leads to the high weight of the whole machine, and the further improvement of the thrust-to-weight ratio is greatly restricted. Assembly is difficult.

SUMMARY OF THE INVENTION

The invention provides an aero-engine, which is used to improve the structure of the aero-engine and improve the coaxiality of the high-pressure rotor, the low-pressure rotor and the medium-pressure rotor.

The embodiment of the present invention provides an aero-engine, comprising:

first bearing;

the second bearing;

a high-pressure rotor, arranged between the first bearing and the second bearing, one end of the high-pressure rotor is supported by the first bearing, and the other end of the high-pressure rotor is supported by the second bearing;

an intermediate pressure rotor, one end of the intermediate pressure rotor is supported by the first bearing, and the other end of the intermediate pressure rotor is supported by the second bearing; and

A low pressure rotor, one end of the low pressure rotor is supported by the first bearing, and the other end of the low pressure rotor is supported by the second bearing.

In some embodiments, the aero-engine further includes:

A casing assembly, one end of the casing assembly supports the first bearing, and the other end of the casing assembly supports the second bearing.

In some embodiments, the receiver assembly includes:

an intermediate casing, the first bearing is located inside the intermediate casing, the intermediate casing is located on one side of the high-pressure rotor; and

An inter-stage casing, the second bearing is located inside the inter-stage casing, and the inter-stage casing is located on the other side of the high-pressure rotor.

In some embodiments, the high-pressure rotor includes a core machine rotor; and/or the intermediate-pressure rotor includes an intermediate-pressure compressor rotor and a medium-vortex rotor; and/or the low-pressure rotor includes a fan rotor and a low-vortex rotor .

In some embodiments, the first bearing includes:

a first ring, connected with the fan rotor;

The second ring is connected with the rotor of the medium pressure compressor;

a third ring connected to one end of the rotor of the core machine; and

The fourth ring is connected with the intermediate casing.

In some embodiments, rolling balls are arranged between the first ring and the second ring; and/or, rolling rods are arranged between the second ring and the third ring; and/or, Rolling balls are arranged between the third ring and the fourth ring.

In some embodiments, the second bearing comprises: disposed from inside to outside:

a first ring body, connected with the low-vortex rotor;

a second ring body, connected to the middle vortex rotor;

The third ring body is connected with the other end of the rotor of the core machine;

a fourth ring body, also connected to the middle scroll rotor; and

The fifth ring body is connected with the interstage casing.

In some embodiments, a rolling rod is provided between the first ring body and the second ring body; and/or a rolling rod is provided between the second ring body and the third ring body; And/or, rolling rods are arranged between the third ring body and the fourth ring body; and/or rolling balls are arranged between the fourth ring body and the fifth ring body.

In some embodiments, the aero-engine further includes:

The central transmission system includes a driving bevel gear, and the first bearing is drivingly connected with the driving bevel gear.

In the aero-engine provided by the above technical solution, the high-pressure rotor, the low-pressure rotor and the medium-pressure rotor are jointly supported by the first bearing and the second bearing, that is, a double-fulcrum three-rotor aero-engine is formed, which reduces the number of supporting parts of the aero-engine and reduces the The structural complexity of the aero-engine is reduced, and the axial dimension of the aero-engine is reduced; since there are only two supports at the first bearing and the second bearing, the processing and assembly are more convenient, and the reliability of the aero-engine is higher. In addition, due to the simplified structure and reduced weight of the aero-engine, the design, manufacture and assembly of the lubricating oil system of the aero-engine have been reduced; since the high, medium and low pressure rotors share two fulcrum supports, the high, medium and low pressure rotors are coaxial. The degree of improvement is further improved, the design difficulty of the transmission lubrication system is simplified, the rubbing probability of high and low pressure rotors is reduced, and the fuel consumption rate is also reduced.

Description of drawings

The accompanying drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present application. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the attached image:

1 is a schematic diagram of the principle of an aero-engine provided by some embodiments of the present invention;

2 is a schematic diagram of the principle of an aero-engine provided by other embodiments of the present invention;

3 is a schematic diagram of a first bearing structure of an aero-engine provided by an embodiment of the present invention;

FIG. 4 is a schematic structural diagram of a second bearing of an aero-engine provided by an embodiment of the present invention.

Detailed ways

The technical solutions provided by the present invention will be described in more detail below with reference to FIGS. 1 to 4 .

Referring to FIG. 1 , an embodiment of the present invention provides an aero-engine, which may be a military aero-engine or a civil-use aero-engine. The technical solutions provided by the embodiments of the present invention are also applicable to ground gas turbines and gas generators. The aero-engine includes a first bearing 1 , a second bearing 2 , a high pressure rotor 3 , a medium pressure rotor 4 and a low pressure rotor 5 .

The first bearing 1 provides the first support for the high pressure rotor 3 , the medium pressure rotor 4 and the low pressure rotor 5 , namely the support at point A shown in FIG. 1 . The casing assembly 6 supports the first bearing 1 .

The second bearing 2 provides a second support for the high pressure rotor 3 , the medium pressure rotor 4 and the low pressure rotor 5 , namely the support at point B shown in FIG. 1 . The casing assembly 6 supports the second bearing 2 .

The high pressure rotor 3 is arranged between the first bearing 1 and the second bearing 2 , one end of the high pressure rotor 3 is supported by the first bearing 1 , and the other end of the high pressure rotor 3 is supported by the second bearing 2 .

One end of the intermediate pressure rotor 4 is supported by the first bearing 1 , and the other end of the intermediate pressure rotor 4 is supported by the second bearing 2 .

One end of the low pressure rotor 5 is supported by the first bearing 1 , and the other end of the low pressure rotor 5 is supported by the second bearing 2 .

With the above technical solution, the number of front-end fulcrums of the aero-engine is reduced from 3 to 1, and the number of rear-end fulcrums of the aero-engine is reduced from 3 to 1, which greatly reduces the complexity of the aero-engine structure. In addition, the high-pressure rotor 3, the medium-pressure rotor 4, and the low-pressure rotor 5 work at their respective rotational speeds, thereby further reducing the fuel consumption rate.

Referring to FIG. 2 , in other embodiments, the aero-engine further includes a casing assembly 6 , one end of the casing assembly 6 supports the first bearing 1 , and the other end of the casing assembly 6 supports the second bearing 2 .

The casing assembly 6 supports the first bearing 1 and the second bearing 2, which reduces the number of front-end fulcrums of the aero-engine from four to one, further reducing the complexity of the aero-engine structure.

In some embodiments, the high pressure rotor 3 comprises a core machine rotor. And/or, the medium pressure rotor 4 includes a medium pressure compressor rotor 41 and a medium scroll rotor 42 . And/or, the low-pressure rotor 5 includes a fan rotor 51 and a low-vortex rotor 52 .

Referring to FIG. 2 , in some embodiments, the casing assembly 6 includes an intermediate casing 61 and an interstage casing 62 .

The first bearing 1 is located inside the intermediate casing 61 , and the second bearing 2 is located inside the interstage casing 62 . The casing assembly 6 only includes two casings, the intermediate casing 61 and the interstage casing 62, which reduces the number of aero-engine load-bearing casings from 6 to 2, which greatly reduces the number of parts and improves the efficiency of installation. , making the structure of the aero-engine more optimized.

Referring to FIG. 3 , in some embodiments, the first bearing 1 includes a first ring 11 , a second ring 12 , a third ring 13 and a fourth ring 14 arranged from inside to outside. The first ring 11 is connected to the fan rotor 51 ; the second ring 12 is connected to the medium pressure compressor rotor 41 ; the third ring 13 is connected to one end of the core machine rotor; the fourth ring 14 is connected to the intermediate casing 61 .

The first bearing 1 includes four ring bodies: a first ring 11 , a second ring 12 , a third ring 13 and a fourth ring 14 . The first ring 11 and the fourth ring 14 are both half rings pieced together to form a whole ring. The second ring 12 and the third ring 13 are integral ring structures. This arrangement facilitates the processing and manufacture of the first bearing 1 and also facilitates the installation of the rolling elements between the rings. In addition, the first bearing 1 of the above structure can carry multiple components (fan rotor 51, medium pressure compressor rotor 41, core machine rotor) at the same time, and the supporting points of these components basically overlap as shown in FIG. 1 and FIG. 2. At point A, the number of support points of the aero-engine is greatly simplified.

The following describes how the rolling elements of each ring of the first bearing 1 are arranged. In some embodiments, rolling balls are provided between the first ring 11 and the second ring 12 ; and/or rolling rods are provided between the second ring 12 and the third ring 13 ; and/or the third ring 13 A rolling ball is provided between the fourth ring 14 .

The structure of each rolling element of the first bearing 1 is arranged in the above-mentioned manner, and the connection mode of each component is matched, so that the bearing capacity of the first bearing 1 for the fan rotor 51 , the medium pressure compressor rotor 41 , the core machine rotor, and the intermediate casing 61 satisfies the Require.

Referring to FIG. 4 , in some embodiments, the second bearing 2 includes a first ring body 21 , a second ring body 22 , a third ring body 23 , a fourth ring body 24 and a fifth ring body 25 arranged from the inside to the outside . The first ring body 21 is connected to the low-vortex rotor 52 . The second ring body 22 is connected to the middle vortex rotor 42; the third ring body 23 is connected to the other end of the core engine rotor. The fourth ring body 24 is also connected with the middle scroll rotor 42 ; the fifth ring body 25 is connected with the interstage casing 62 . The second bearing 2 adopts a multi-ring structure, so that multiple components such as the low-vortex rotor 52, the medium-vortex rotor 42, the core engine rotor, and the interstage casing 62 can be connected to the same second bearing 2, which improves the reliability of these components. The coaxiality reduces the number of parts of the aero-engine, and also shortens the axial length of the aero-engine, making the structure of the aero-engine more compact and reasonable.

The second bearing 2 includes five ring bodies: a first ring body 21 , a second ring body 22 , a third ring body 23 , a fourth ring body 24 and a fifth ring body 25 . The first ring body 21 and the fifth ring body 25 are both half-ring structures. The second bearing 2 of this structure can carry multiple components at the same time, and the supporting points of these components are basically overlapped as shown in FIG. 1 and FIG. 2 . at point B shown.

The structure of each rolling element of the second bearing 2 is arranged in the above-mentioned manner, and the connection mode of each component is matched, so that the load of the second bearing 2 to the fan rotor 51 , the medium pressure compressor rotor 41 , the core machine rotor, and the intermediate casing 61 is satisfied. Require.

The following describes how the rolling elements of each ring of the second bearing 2 are arranged. In some embodiments, a rolling rod is provided between the first ring body 21 and the second ring body 22; and/or a rolling rod is provided between the second ring body 22 and the third ring body 23; and/or, A rolling rod is arranged between the third ring body 23 and the fourth ring body 24 ; and/or a rolling ball is arranged between the fourth ring body 24 and the fifth ring body 25 .

The support method of each component is described below.

The front end of the high-pressure rotor 3 is connected with the first bearing 1, and the axial and radial positioning is achieved through one row of balls and the corresponding ferrule of the first bearing 1; the rear end of the high-pressure rotor 3 is connected with the second bearing 2, and the second The rollers at the support of the bearing 2 are roller rods, and the second bearing 2 only bears part of the radial force of the rotor, where the axial direction of the rotor is the free end.

One end of the medium-pressure rotor 4 is connected to the first bearing 1, and part of the radial load of the rotor is supported by a row of rollers and corresponding ferrules located in the middle, where the rotor axial direction is the free end; the first bearing 1 is mainly used to bear the middle-pressure rotor. Part of the radial force of the pressure rotor 4. The rear end of the medium pressure rotor 4 is connected with two rings of the second bearing 2 , wherein the rolling bodies of the second bearing 2 on the outer side are a row of rolling balls, and the inner ones are rolling rods. Axial positioning is achieved by balls and corresponding ferrules.

The front end of the low-pressure rotor 5 is connected with the first bearing 1, and the axial and radial positioning is realized by a row of rolling balls and corresponding ferrules on the inner side. The rear end of the low pressure rotor 5 is connected to the second bearing 2 , and the second bearing 2 bears part of the radial force of the low pressure rotor 5 through the rollers, where the low pressure rotor 5 is the free end in the axial direction.

In the description of the present invention, it should be understood that the terms "center", "portrait", "horizontal", "front", "rear", "left", "right", "vertical", "horizontal", The orientation or positional relationship indicated by "top", "bottom", "inner", "outer", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present invention and simplifying the description, rather than indicating or obscuring It means that the referred device or element must have a specific orientation, be constructed and operate for a specific orientation, and therefore cannot be understood as a limitation on the protection content of the present invention.

Finally, it should be noted that: the above embodiments are only used to illustrate the technical solutions of the present invention, but not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those of ordinary skill in the art should understand: it can still be Modifications are made to the technical solutions recorded in the foregoing embodiments, or some technical features thereof are equivalently replaced, but these modifications or replacements do not make the essence of the corresponding technical solutions deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims (9)

1. An aircraft engine, comprising:

a first bearing (1);

a second bearing (2);

a high pressure rotor (3) arranged between the first bearing (1) and the second bearing (2), one end of the high pressure rotor (3) being supported by the first bearing (1) and the other end of the high pressure rotor (3) being supported by the second bearing (2);

a medium pressure rotor (4), one end of the medium pressure rotor (4) being supported by the first bearing (1) and the other end of the medium pressure rotor (4) being supported by the second bearing (2); and

a low pressure rotor (5), one end of the low pressure rotor (5) being supported by the first bearing (1), and the other end of the low pressure rotor (5) being supported by the second bearing (2).

2. The aircraft engine of claim 1, further comprising:

a case assembly (6), one end of the case assembly (6) supporting the first bearing (1) and the other end of the case assembly (6) supporting the second bearing (2).

3. The aircraft engine of claim 2, characterized in that said casing assembly (6) comprises:

the intermediate case (61), the first bearing (1) is positioned inside the intermediate case (61), and the intermediate case (61) is positioned on one side of the high-pressure rotor (3); and

an inter-stage casing (62), the second bearing (2) being located inside the inter-stage casing (62), the inter-stage casing (62) being located on the other side of the high-pressure rotor (3).

4. An aircraft engine according to claim 3, characterised in that the high-pressure rotor (3) comprises a core rotor; and/or the medium pressure rotor (4) comprises a medium pressure compressor rotor (41) and a medium vortex rotor (42); and/or the low-pressure rotor (5) comprises a fan rotor (51) and a low-vortex rotor (52).

5. An aircraft engine according to claim 4, characterized in that the first bearing (1) comprises, arranged from the inside to the outside:

a first ring (11) connected to the fan rotor (51);

a second ring (12) connected to the intermediate pressure compressor rotor (41);

a third ring (13) connected to one end of the core rotor; and

a fourth ring (14) connected to the intermediate case (61).

6. An aircraft engine according to claim 5, characterised in that rolling balls are provided between the first ring (11) and the second ring (12); and/or rolling bars are arranged between the second ring (12) and the third ring (13); and/or a rolling ball is arranged between the third ring (13) and the fourth ring (14).

7. An aircraft engine according to claim 4, characterised in that the second bearing (2) comprises, arranged from the inside to the outside:

a first ring (21) connected to the low-swirl rotor (52);

a second ring (22) connected to the middle vortex rotor (42);

a third ring body (23) connected with the other end of the core machine rotor;

a fourth ring (24) also connected to said central vortex rotor (42); and

a fifth ring (25) connected to the interstage casing (62).

8. An aircraft engine according to claim 7, characterised in that rollers are provided between the first ring (21) and the second ring (22); and/or rolling rods are arranged between the second ring body (22) and the third ring body (23); and/or rolling rods are arranged between the third ring body (23) and the fourth ring body (24); and/or a rolling ball is arranged between the fourth ring body (24) and the fifth ring body (25).

9. The aircraft engine of claim 1, further comprising:

the central transmission system comprises a driving bevel gear, and the first bearing (1) is in driving connection with the driving bevel gear.

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