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Research Papers: Gas Turbines: Structures and Dynamics

Effect of the Aero-Engine Mounting Stiffness on the Whole Engine Coupling Vibration

[+] Author and Article Information
M. J. Qu

College of Civil Aviation,
Nanjing University of Aeronautics
and Astronautics,
Nanjing 211106, China
e-mail: qmjnuaa@163.com

G. Chen

College of Civil Aviation,
Nanjing University of Aeronautics
and Astronautics,
Nanjing 211106, China
e-mail: cgzyx@263.net

Contributed by the Structures and Dynamics Committee of ASME for publication in the JOURNAL OF ENGINEERING FOR GAS TURBINES AND POWER. Manuscript received September 7, 2016; final manuscript received October 3, 2017; published online April 10, 2018. Assoc. Editor: Alexandrina Untaroiu.

J. Eng. Gas Turbines Power 140(7), 072501 (Apr 10, 2018) (13 pages) Paper No: GTP-16-1443; doi: 10.1115/1.4038542 History: Received September 07, 2016; Revised October 03, 2017

A finite element (FE) model of the rotor tester of an aero-engine, having a thin-walled casing structure, mounted with the way of an actual engine, is developed to simulate the intrinsic vibration characteristics under actual engine-mounting condition. First, a modal experiment of the rotor tester for the whole aero-engine is conducted, and the FE model is modified and validated based on the modal experimental results. Second, the first three orders of natural frequencies and the modal shapes are evaluated using the modified FE model under three different types of mounting stiffness, namely, a fixed mounting boundary, a free mounting boundary, and a flexible mounting boundary. Subsequently, the influences of the mounting stiffness on the coupling vibration of the rotor and stator are studied via a new rotor–stator coupling factor, which is proposed in this study. The results show that the higher the rotor–stator coupling degree of the modal shape, the greater the influence of the mounting condition on the modal shape. Moreover, the influence of the mounting stiffness on the rotor–stator coupling degree is nonlinear. The coupling phenomena of the rotor and stator exist in many modal shapes of actual large turbofan engines, and the effect of mounting stiffness on the rotor–stator coupling cannot be ignored. Hence, the mounting stiffness needs to be considered carefully while modeling the whole aero-engine and simulating the dynamic characteristics of the whole aero-engine.

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References

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Figures

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Fig. 1

Aero-engine rotor tester: (a) the actual aero-engine rotor tester and (b) the profile of the rotor tester

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Fig. 2

The mounting structures of the rotor tester mounted in the lab: (a) the front mounting and (b) the rear mounting

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Fig. 3

Schematic of the modal experiment of the tester: (a) the schematic of excitation and measure points position, (b) measurement points 1–2, (c) measurement points 3–5, (d) measurement point 6, and (e) measurement points 7–13

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Fig. 4

The first three order modal shapes of the rotor tester: (a) the first-order, (b) the second-order, and (c) the third-order

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Fig. 5

Half-profile of geometric model of the rotor tester

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Fig. 6

Finite element model of the rotor tester

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Fig. 7

The first three order modal shapes in the mounting condition in test room: (a) the first-order, (b) the second-order, and (c) the third-order

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Fig. 8

Comparisons between the frequency response functions of the experiment and the simulation: (a) test point 1 (rotor), (b) test point 3 (rotor), (c) test point 4 (rotor), (d) test point 5 (rotor), (e) test point 7 (casing), and (f) test point 13 (casing)

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Fig. 9

The first three order modal shapes under the free mounting boundary: (a) the first-order, (b) the second-order, and (c) the third-order

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Fig. 10

The first three order modal shapes under the fixed mounting boundary: (a) the first-order, (b) the second-order, and (c) the third-order

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Fig. 11

Simulation of the dimensionless mode displacements under different mounting boundaries: (a) the first-order, (b) the second-order, and (c) the third-order

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Fig. 12

The relationship between the first three order natural frequencies and stiffness values of the mountings: (a) the front mounting stiffness changes and (b) the rear mounting stiffness changes

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Fig. 13

The relationships between the first-order mode displacement of test points 1, 6, 7, and 13 and the stiffness values of the mountings: (a) the front mounting stiffness changes and (b) the rear mounting stiffness changes

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Fig. 14

The relationship between the first mode absolute displacements of test points 1, 6, 7, and 13 and the stiffness values of the mountings: (a) the front mounting stiffness changes and (b) the rear mounting stiffness changes

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Fig. 15

The relationship between the first modal coupling factors and mounts stiffness values: (a) the front mounting stiffness changes and (b) the rear mounting stiffness changes

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