Abstract
Aeroengine is one of the main vibration sources that affect the passenger comfort. The contribution of engine vibration to the vibration response of seat will provide basic data for the design of airliner vibration comfort and engine vibration isolation installation. Firstly, the dynamical model of middle fuselage compartment with double-beam wing was established. Then, based on the typical vibration load spectrum of the engine, the acceleration responses of the key nodes of the wing beam and the seat connection points were analyzed, and the main path of engine vibration transmission to seats was identified. Finally, using operational transfer path analysis (OTPA) method, the contribution of engine front and rear mount point vibration to the vertical acceleration response of the seats was compared, and the three-dimensional information of wing structure vibration transmission was explored. The results show that the fundamental frequency component of low-pressure rotor of engine vibration has the greatest impact on the seat vertical response under takeoff and cruise conditions, the contribution rate of the front mount point vibration is about 71% and 67% respectively. However, the fundamental and its 3/2 times frequency components of high-pressure rotor have relatively large impact on the seats vertical response under flight idle state, and the contribution rate of engine front mount point vibration is about 45% and 60% respectively. In addition, the engine vibration is mainly transmitted from the wing front beam to the seat vertical response. The vertical direction of the wing beam and the rotation direction around the fuselage are also the main direction of vibration transmission.
Highlights
分析 空中慢车状态下,在基频 N2 及其倍频处,发动 机前后挂点振动载荷(100 组) 对 1 ~ 9 座椅连接点 Z 向加速度的贡献量均值如图 7 所示。 可见,在 N2 及 3 / 2N2 处,发动机前后挂点振动载荷对各座椅连 接点的振动贡献量相对较大,且在 3 / 2N2 处,前挂点 振动的贡献量比后挂点振动贡献量大。
The re⁃ sults show that the fundamental frequency component of low⁃pressure rotor of engine vibration has the greatest im⁃ pact on the seat vertical response under takeoff and cruise conditions, the contribution rate of the front mount point vibration is about 71% and 67% respectively
The fundamental and its 3 / 2 times frequency components of high⁃pressure rotor have relatively large impact on the seats vertical response under flight idle state, and the contri⁃ bution rate of engine front mount point vibration is about 45% and 60% respectively
Summary
分析 空中慢车状态下,在基频 N2 及其倍频处,发动 机前后挂点振动载荷(100 组) 对 1 ~ 9 座椅连接点 Z 向加速度的贡献量均值如图 7 所示。 可见,在 N2 及 3 / 2N2 处,发动机前后挂点振动载荷对各座椅连 接点的振动贡献量相对较大,且在 3 / 2N2 处,前挂点 振动的贡献量比后挂点振动贡献量大。 机翼 20 和 32 位置加速度响应(100 组) 对 1 ~ 9 号座 椅连接点 Z 加速度响应的贡献率均值如图 9 所示。 其中,RX,RY 和 RZ 分别为绕 X,Y 和 Z 轴转动方向。 在基频 N1 处, 来自 20Z,20RX,20RY,32Z,32RX 和 32RY 向加速度响应贡献率的和约为 95%。 起飞和巡航状态下,在基频 N1、N2 及其倍频处, 机翼 20 和 32 位置加速度响应(100 组) 对各座椅连 接点 Z 向加速度响应的贡献率均值如图 10 和图 11 所示。 从图 10 和图 11 中可以看到,在 N1,N2 及其倍 频处,不同座椅连接点 Z 向加速度响应大部分来自 20Z,20RX,20RY,32Z,32RX 和 32RY 向响应,其和在 91% 以上。 机翼 20 和 32 位置 Z,RX 和 RY 向是发动 机前后挂点振动至中机身舱段不同座椅连接点 Z 向 振动传递过程的主要方向。
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