{"id":5172,"date":"2024-12-31T11:17:03","date_gmt":"2024-12-31T03:17:03","guid":{"rendered":"https:\/\/turbineblade.net\/?p=5172"},"modified":"2024-12-31T11:17:04","modified_gmt":"2024-12-31T03:17:04","slug":"load-characteristics-and-calculation-status-of-compressor-and-turbine-disks-of-aircraft-engines","status":"publish","type":"post","link":"https:\/\/turbineblade.net\/pl\/load-characteristics-and-calculation-status-of-compressor-and-turbine-disks-of-aircraft-engines\/","title":{"rendered":"Load characteristics and calculation status of compressor and turbine disks of aircraft engines"},"content":{"rendered":"<p class=\"has-medium-font-size\">Although there are differences in the functions and structures of compressor and <a href=\"https:\/\/turbineblade.net\/pl\/produkt\/equiaxed-crystal-casting-accessories\/\">turbine rotors<\/a>, in terms of strength, the working conditions of the <a href=\"https:\/\/turbineblade.net\/pl\/produkt\/rough-forging-turbine-wheel\/\">wheels<\/a> of the two are roughly the same. However, the <a href=\"https:\/\/turbineblade.net\/pl\/produkt\/directional-casting-turbine-disk\/\">dysk turbiny<\/a> is at a higher temperature, which means that the working environment of the turbine disk is more harsh.<\/p><figure class=\"wp-block-image aligncenter size-full\"><img fetchpriority=\"high\" decoding=\"async\" width=\"614\" height=\"243\" src=\"https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/\u538b\u6c14\u673a\u76d8\u7ed3\u6784\u56fe.png\" alt=\"Compressor disc structure diagram\" class=\"wp-image-5173\" srcset=\"https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/\u538b\u6c14\u673a\u76d8\u7ed3\u6784\u56fe.png 614w, https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/\u538b\u6c14\u673a\u76d8\u7ed3\u6784\u56fe-300x119.png 300w\" sizes=\"(max-width: 614px) 100vw, 614px\" \/><\/figure><figure class=\"wp-block-image aligncenter size-full\"><img decoding=\"async\" width=\"214\" height=\"278\" data-src=\"https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/\u6da1\u8f6e\u76d8\u7ed3\u6784\u56fe.png\" alt=\"Turbine disc structure diagram\" class=\"wp-image-5174 lazyload\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" style=\"--smush-placeholder-width: 214px; --smush-placeholder-aspect-ratio: 214\/278;\" \/><noscript><img decoding=\"async\" width=\"214\" height=\"278\" src=\"https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/\u6da1\u8f6e\u76d8\u7ed3\u6784\u56fe.png\" alt=\"Turbine disc structure diagram\" class=\"wp-image-5174\"\/><\/noscript><\/figure><h2 class=\"wp-block-heading\"><strong>The loads borne by the compressor disc or turbine disc of an aircraft engine are as follows:<\/strong><\/h2><h2 class=\"wp-block-heading\"><strong>Mass Centrifugal Force<\/strong><\/h2><p class=\"has-medium-font-size\">The <a href=\"https:\/\/turbineblade.net\/pl\/produkt\/precision-forging-turbine-impeller\/\">impeller<\/a> must withstand the centrifugal force of the <a href=\"https:\/\/turbineblade.net\/pl\/produkt\/equiaxed-crystal-casting-turbine-blade\/\">blades<\/a> and impeller itself caused by the rotation of the rotor. The following speed conditions should be considered in strength calculation:<\/p><ul class=\"wp-block-list has-medium-font-size\"><li>Steady-state operating speed at the strength calculation point specified within the flight envelope;<\/li>\n\n<li>Maximum allowable steady-state operating speed specified in the model specification;<\/li>\n\n<li>115% and 122% of the maximum allowable steady-state operating speed.<\/li><\/ul><p class=\"has-medium-font-size\">The blades, locks, baffles, bolts, nuts and screws installed on the disc are all located at the edge of the wheel disc. Usually, the outer edge of the wheel disc is at the bottom of the groove. Assuming that these loads are evenly distributed on the surface of the outer edge of the wheel disc, the uniform load is:<\/p><figure class=\"wp-block-image aligncenter size-full is-resized\"><img decoding=\"async\" width=\"945\" height=\"191\" data-src=\"https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/\u5747\u5e03\u8f7d\u8377.png\" alt=\"Uniform load\" class=\"wp-image-5175 lazyload\" style=\"--smush-placeholder-width: 945px; --smush-placeholder-aspect-ratio: 945\/191;width:199px;height:auto\" data-srcset=\"https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/\u5747\u5e03\u8f7d\u8377.png 945w, https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/\u5747\u5e03\u8f7d\u8377-300x61.png 300w, https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/\u5747\u5e03\u8f7d\u8377-768x155.png 768w\" data-sizes=\"(max-width: 945px) 100vw, 945px\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" \/><noscript><img decoding=\"async\" width=\"945\" height=\"191\" src=\"https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/\u5747\u5e03\u8f7d\u8377.png\" alt=\"Uniform load\" class=\"wp-image-5175\" style=\"width:199px;height:auto\" srcset=\"https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/\u5747\u5e03\u8f7d\u8377.png 945w, https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/\u5747\u5e03\u8f7d\u8377-300x61.png 300w, https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/\u5747\u5e03\u8f7d\u8377-768x155.png 768w\" sizes=\"(max-width: 945px) 100vw, 945px\" \/><\/noscript><\/figure><p class=\"has-medium-font-size\">Where F is the sum of all external loads, R is the radius of the outer circle of the wheel, and H is the axial width of the outer edge of the wheel.<\/p><p class=\"has-medium-font-size\">When the bottom of the mortise and tenon groove is parallel to the rotation axis of the wheel disc, the outer edge radius is taken as the radius of the position where the bottom of the groove is located; when the bottom of the mortise and tenon groove has an inclination angle in the radial direction with the rotation axis of the wheel disc, the outer edge radius is approximately taken as the average value of the front and rear edge groove bottom radii.<\/p><h2 class=\"wp-block-heading\">2.<strong>Thermal Load<\/strong><\/h2><p class=\"has-medium-font-size\">The wheel disc has to bear the thermal load caused by uneven heating. For the compressor disc, the thermal load can generally be ignored. However, with the increase of the engine&#8217;s total pressure ratio and flight speed, the compressor outlet airflow has reached a very high temperature. Therefore, the thermal load of the discs before and after the compressor is sometimes not negligible. For the turbine disc, thermal stress is the most important influencing factor after centrifugal force. The following types of temperature fields should be considered during calculation:<\/p><ul class=\"wp-block-list has-medium-font-size\"><li class=\"has-medium-font-size\">Steady-state temperature field for each strength calculation specified in the flight envelope;<\/li>\n\n<li>Steady-state temperature field in a typical flight cycle;<\/li>\n\n<li>Transition temperature field in a typical flight cycle.<\/li><\/ul><p class=\"has-medium-font-size\">When estimating, if the original data cannot be fully provided and there is no measured temperature for reference, the airflow parameters under the design state and the highest heat load state can be used for estimation. The empirical formula for estimating the temperature field on the disk is:<\/p><figure class=\"wp-block-image aligncenter size-full\"><img loading=\"lazy\" decoding=\"async\" width=\"200\" height=\"61\" data-src=\"https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/Empirical-formula-of-temperature-field.png\" alt=\"Empirical formula of temperature field\" class=\"wp-image-5176 lazyload\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" style=\"--smush-placeholder-width: 200px; --smush-placeholder-aspect-ratio: 200\/61;\" \/><noscript><img loading=\"lazy\" decoding=\"async\" width=\"200\" height=\"61\" src=\"https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/Empirical-formula-of-temperature-field.png\" alt=\"Empirical formula of temperature field\" class=\"wp-image-5176\"\/><\/noscript><\/figure><p class=\"has-medium-font-size\">In the formula, T is the temperature at the required radius, T0 is the temperature at the center hole of the disk, Tb is the temperature at the rim of the disk, R is an arbitrary radius on the disk, and the subscripts 0 and b correspond to the center hole and rim, respectively.<\/p><ul class=\"wp-block-list has-medium-font-size\"><li>m=2 corresponds to titanium alloy and ferritic steel without forced cooling;<\/li>\n\n<li>m=4 corresponds to nickel-based alloy with forced cooling.<\/li><\/ul><p class=\"has-medium-font-size\"><strong>1.For high pressure compressor disc<\/strong><\/p><p class=\"has-medium-font-size\"><strong>Steady-state temperature field:<\/strong><\/p><ul class=\"wp-block-list has-medium-font-size\"><li>When there is no cooling airflow, it can be considered that there is no temperature difference;<\/li>\n\n<li>When there is cooling airflow, Tb can be approximately taken as the outlet temperature of the airflow at each level of the channel + 15\u2103, and T0 can be approximately taken as the outlet temperature of the airflow at the extraction cooling airflow level + 15\u2103.<\/li><\/ul><p class=\"has-medium-font-size\"><strong>Transient temperature field:<\/strong><strong><\/strong><\/p><ul class=\"wp-block-list has-medium-font-size\"><li>Tb can be approximately taken as the outlet temperature of each level of channel airflow;<\/li>\n\n<li>T0 can be approximately taken as 50% of the wheel rim temperature when there is no cooling airflow; when there is cooling airflow, it can be approximately taken as the outlet temperature of the cooling airflow extraction stage.<\/li><\/ul><p class=\"has-medium-font-size\"><strong>2.For turbine disc<\/strong><\/p><p class=\"has-medium-font-size\"><strong>For turbine disc<\/strong><\/p><figure class=\"wp-block-image aligncenter size-full\"><img loading=\"lazy\" decoding=\"async\" width=\"102\" height=\"28\" data-src=\"https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/\u7a33\u6001\u6e29\u5ea6\u573a.png\" alt=\"Steady-state temperature field\" class=\"wp-image-5177 lazyload\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" style=\"--smush-placeholder-width: 102px; --smush-placeholder-aspect-ratio: 102\/28;\" \/><noscript><img loading=\"lazy\" decoding=\"async\" width=\"102\" height=\"28\" src=\"https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/\u7a33\u6001\u6e29\u5ea6\u573a.png\" alt=\"Steady-state temperature field\" class=\"wp-image-5177\"\/><\/noscript><\/figure><p class=\"has-medium-font-size\">Tb0 is the cross-sectional temperature of the blade root; \u25b3T is the temperature drop of the tenon, which can be taken approximately as follows: \u25b3T=50-100\u2103 when the tenon is not cooled; \u25b3T=250-300\u2103 when the tenon is cooled.<\/p><p class=\"has-medium-font-size\"><strong>Transient temperature field:<\/strong><strong><\/strong><\/p><ul class=\"wp-block-list has-medium-font-size\"><li>The disk with cooling blades can be approximated as follows: transient temperature gradient = 1.75 \u00d7 steady-state temperature gradient;<\/li>\n\n<li>The disk without cooling blades can be approximated as follows: transient temperature gradient = 1.3 \u00d7 steady-state temperature gradient.<\/li><\/ul><h2 class=\"wp-block-heading\">3.<strong>Gas force (axial and circumferential force) transmitted by the blades and gas pressure on the front and rear ends of the impeller<\/strong><\/h2><p class=\"has-medium-font-size\"><strong>1.Gas force transmitted from the blades<\/strong><\/p><ol class=\"wp-block-list\"><\/ol><p class=\"has-medium-font-size\">For compressor blades, the gas force component acting on unit blade height is:<\/p><div class=\"wp-block-media-text has-media-on-the-right is-stacked-on-mobile\" style=\"grid-template-columns:auto 80%\"><div class=\"wp-block-media-text__content\"><p class=\"has-text-align-left has-medium-font-size\"><strong>Axial:<\/strong><\/p><\/div><figure class=\"wp-block-media-text__media\"><img loading=\"lazy\" decoding=\"async\" width=\"331\" height=\"50\" data-src=\"https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/\u8f74\u5411.png\" alt=\"Axial\" class=\"wp-image-5178 size-full lazyload\" data-srcset=\"https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/\u8f74\u5411.png 331w, https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/\u8f74\u5411-300x45.png 300w\" data-sizes=\"(max-width: 331px) 100vw, 331px\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" style=\"--smush-placeholder-width: 331px; --smush-placeholder-aspect-ratio: 331\/50;\" \/><noscript><img loading=\"lazy\" decoding=\"async\" width=\"331\" height=\"50\" src=\"https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/\u8f74\u5411.png\" alt=\"Axial\" class=\"wp-image-5178 size-full\" srcset=\"https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/\u8f74\u5411.png 331w, https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/\u8f74\u5411-300x45.png 300w\" sizes=\"(max-width: 331px) 100vw, 331px\" \/><\/noscript><\/figure><\/div><p class=\"has-medium-font-size\">Where Zm and Q are the average radius and number of blades; \u03c11m and \u03c12m are the density of airflow at the inlet and outlet sections; C1am and C2am are the axial velocity of airflow at the average radius of the inlet and outlet sections; p1m and p2m are the static pressure of airflow at the average radius of the inlet and outlet sections.<\/p><div class=\"wp-block-media-text has-media-on-the-right is-stacked-on-mobile\" style=\"grid-template-columns:auto 70%\"><div class=\"wp-block-media-text__content\"><p><strong>Circumferential direction:<\/strong><\/p><\/div><figure class=\"wp-block-media-text__media\"><img loading=\"lazy\" decoding=\"async\" width=\"278\" height=\"57\" data-src=\"https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/\u5468\u5411.png\" alt=\"Circumferential direction\" class=\"wp-image-5179 size-full lazyload\" src=\"data:image\/gif;base64,R0lGODlhAQABAAAAACH5BAEKAAEALAAAAAABAAEAAAICTAEAOw==\" style=\"--smush-placeholder-width: 278px; --smush-placeholder-aspect-ratio: 278\/57;\" \/><noscript><img loading=\"lazy\" decoding=\"async\" width=\"278\" height=\"57\" src=\"https:\/\/turbineblade.net\/wp-content\/uploads\/2024\/12\/\u5468\u5411.png\" alt=\"Circumferential direction\" class=\"wp-image-5179 size-full\"\/><\/noscript><\/figure><\/div><p class=\"has-medium-font-size\"><strong>2.For turbine blades<\/strong><\/p><ol class=\"wp-block-list\"><\/ol><p class=\"has-medium-font-size\">The direction of the gas force on the gas is different from the two formulas above by a negative sign. There is generally a certain pressure in the cavity between the two-stage impeller (especially the compressor impeller). If the pressure in the adjacent spaces is different, a pressure difference will be caused on the impeller between the two cavities, \u25b3p=p1-p2. Generally, \u25b3p has little effect on the static strength of the impeller, especially when there is a hole in the impeller spoke, \u25b3p can be ignored.<\/p><h2 class=\"wp-block-heading\"><strong>4.Gyroscopic torque generated during maneuvering flight<\/strong><\/h2><p class=\"has-medium-font-size\">For large diameter fan disks with fan blades, the effect of gyroscopic moments on the bending stress and deformation of the disk should be considered.<\/p><h2 class=\"wp-block-heading\"><strong>5.Dynamic loads generated by blade and disc vibration<\/strong><\/h2><p class=\"has-medium-font-size\">The vibration stress generated in the disk when the blades and disks vibrate should be superimposed with the static stress. The general dynamic loads are:<\/p><ul class=\"wp-block-list has-medium-font-size\"><li>The periodic non-uniform gas force on the blades. Due to the presence of the bracket and the separate combustion chamber in the flow channel, the airflow is uneven along the circumference, which produces a periodic unbalanced gas exciting force on the blades. The frequency of this exciting force is: Hf = \u03c9m. Among them, \u03c9 is the speed of the engine rotor, and m is the number of brackets or combustion chambers.<\/li>\n\n<li>The periodic non-uniform gas pressure on the disk surface.<\/li>\n\n<li>The exciting force transmitted to the disk through the connected shaft, connecting ring or other parts. This is due to the imbalance of the shaft system, which causes the vibration of the whole machine or the rotor system, thereby driving the connected disk to vibrate together.<\/li>\n\n<li>There are complex interference forces between the blades of the multi-rotor turbine, which will affect the vibration of the disk and plate system.<\/li>\n\n<li>Disk coupling vibration. The disk edge coupling vibration is related to the inherent vibration characteristics of the disk system. When the exciting force on the disk system is close to a certain order of dynamic frequency of the system, the system will resonate and generate vibration stress.<\/li><\/ul><h2 class=\"wp-block-heading\"><strong>6.Assembly stress at the connection between the disc and the shaft<\/strong><\/h2><p class=\"has-medium-font-size\">The interference fit between the disk and the shaft will generate assembly stress on the disk. The magnitude of the assembly stress depends on the interference fit, the size and material of the disk and the shaft, and is related to other loads on the disk. For example, the existence of centrifugal load and temperature stress will enlarge the center hole of the disk, reduce the interference, and thus reduce the assembly stress.<\/p><ul class=\"wp-block-list has-medium-font-size\"><li>Among the above-mentioned loads, mass centrifugal force and thermal load are the main components. When calculating the strength, the following combinations of rotation speed and temperature should be considered:<\/li>\n\n<li>The speed of each strength calculation point specified in the flight envelope and the temperature field at the corresponding point;<\/li>\n\n<li>The steady-state temperature field at the maximum heat load point or the maximum temperature difference in flight and the maximum allowable steady-state operating speed, or the corresponding steady-state temperature field when the maximum allowable steady-state operating speed is reached in flight.<\/li>\n\n<li>For most engines, takeoff is often the worst stress state, so the combination of the transient temperature field during takeoff (when the maximum temperature difference is reached) and the maximum operating speed during takeoff should be considered.<\/li><\/ul>","protected":false},"excerpt":{"rendered":"<p>Although there are differences in the functions and structures of compressor and turbine rotors, in terms of strength, the working conditions of the wheels of the two are roughly the same. However, the turbine disk is at a higher temperature, which means that the working environment of the turbine disk is more harsh. The loads [&hellip;]<\/p>","protected":false},"author":9,"featured_media":5180,"comment_status":"closed","ping_status":"closed","sticky":false,"template":"","format":"standard","meta":{"_acf_changed":false,"footnotes":""},"categories":[1],"tags":[],"class_list":["post-5172","post","type-post","status-publish","format-standard","has-post-thumbnail","hentry","category-blog"],"acf":[],"yoast_head":"<!-- This site is optimized with the Yoast SEO plugin v25.4 - https:\/\/yoast.com\/wordpress\/plugins\/seo\/ -->\n<title>Load characteristics and calculation status of compressor and turbine disks of aircraft engines - Shenzhen Blaze Turbine Co., Ltd<\/title>\n<meta name=\"robots\" content=\"index, follow, max-snippet:-1, max-image-preview:large, max-video-preview:-1\" \/>\n<link rel=\"canonical\" href=\"https:\/\/turbineblade.net\/pl\/load-characteristics-and-calculation-status-of-compressor-and-turbine-disks-of-aircraft-engines\/\" \/>\n<meta property=\"og:locale\" content=\"pl_PL\" \/>\n<meta property=\"og:type\" content=\"article\" \/>\n<meta property=\"og:title\" content=\"Load characteristics and calculation status of compressor and turbine disks of aircraft engines - Shenzhen Blaze Turbine Co., Ltd\" \/>\n<meta property=\"og:description\" content=\"Although there are differences in the functions and structures of compressor and turbine rotors, in terms of strength, the working conditions of the wheels of the two are roughly the same. However, the turbine disk is at a higher temperature, which means that the working environment of the turbine disk is more harsh. 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