论文部分内容阅读
为适应航空发动机变转速变工况下转子动力学设计,提出了航空发动机转子“热模态”的概念.利用两种模型解释了“热模态”的含义,并建立了“热模态”下转子动力学设计的方法.利用支承弹性转子(弹支转子)的临界转速与支承刚性转子(刚支转子)的临界转速之比作为优化参数,对转子进行优化设计,既包含了刚度的作用,也计及了质量的影响.结果表明:若所有“热模态”均在刚支转子的第1阶模态之下,则转子临界转速应尽量小于刚支转子的第1阶临界转速.若第1阶“热模态”在刚支转子第1阶模态之下,而第2阶“热模态”在刚支转子第1阶模态之上,但在刚支转子第2阶模态之下,则转子第2阶临界转速应取刚支转子第2阶临界转速和刚支转子第1阶临界转速之方均根值.除此之外,转子剩余不平衡量的分布应与刚支转子的模态正交.
In order to adapt to the design of rotor dynamics under variable speed and variable speed conditions of aeroengine, the concept of aeroengine rotor “hot mode” is put forward.The meaning of “hot mode ” is explained by two kinds of models and The design method of the rotor under “thermal mode” is used to optimize the rotor by using the ratio of the critical speed of supporting elastic rotor (elastic rotor) to the critical speed of supporting rigid rotor (rigid rotor) Both the effect of stiffness and the influence of mass are taken into account.The results show that the critical speed of the rotor should be as small as possible if the “hot mode” is under the first-order mode of just-supported rotor If the first order “hot mode” is under the first order mode and the second order “hot mode” is at the first order mode However, in the second rotor mode, the second critical speed of rotor should be the root mean square value of the second critical speed of just supported rotor and the first critical speed of just rotating rotor. In addition, the distribution of the remaining unbalance of the rotor should be orthogonal to that of the just supported rotor.