Development of LPC Shaft process

Contents

Maintaining

1. Relevance of hardening of individual parts of AL-31F engine

2. Design features of AL-31F engine

2.1. Structural layout diagram of AL-31F engine

2.2. Work

3. Increased reliability and service life of special engine parts

3.1. LPC shaft strength calculation

3.1.1. Main Technical Requirements

3.1.2. General provisions

3.1.3. Shaft loads and design diagrams

3.1.4. Calculation of static strength, stiffness and stability of shafts

3.1.5. Determining Critical Shaft Speeds

4. Methods to increase reliability and strength of special engine parts

4.1. Classification of hardening methods

4.2. Chemical-thermal hardening

4.2.1. Essence of ionic nitriding method

4.2.2. Ionic nitriding of parts

4.2.3. Equipment

4.3. Hardening of metal materials by surface plastic deformation (PPD)

4.3.1. General provisions

4.3.2. Classification and peculiarities of application of PDP methods

4.3.3. Shot blasting with micro-balls

4.3.3.1. Coarse Block Diagram of Shot Blasting

4.3.3.2. Process hardening systems using computers

4.3.3.3. Process diagram, type of deformation focus formation

4.3.3.4. Selecting Fractional Handling Parameters

4.3.3.5. Control of hardening modes

4.4. Improvement of operational properties of parts processed by PDP

4.4.1. Fatigue resistance

4.4.2. Wear resistance

4.4.3. Resistance to setting

4.4.4. Corrosion resistance

4.4.5. Contact fatigue resistance

4.5. Complex shaft hardening

5. Identification of key economic indicators

5.1. Calculation of expected economic effect

5.2. Calculation of one-time costs for production preparation

5.2.1. Calculation of one-time costs for the preparation of the production of products in the first version

5.2.1.1. Calculation of costs for material expenses

5.2.1.2. Calculation of special equipment costs

5.2.1.3. Calculation of costs for the main development board (R&D participants, ROC)

5.2.1.4. Calculation of surcharge costs

5.2.1.5. Calculation of a single social tax

5.2.1.6. Calculation of equipment depreciation costs

5.2.1.7. Calculation of energy costs

5.2.1.8. Calculation of costs for third-party works and services

5.2.1.9. Calculation of travel costs

5.2.1.10. Calculation of overhead costs

5.2.2. Calculation of one-time costs for the preparation of the production of products in the second version

5.2.2.1. Calculation of costs for material expenses

5.2.2.2. Calculation of special equipment costs

5.2.2.3. Calculation of costs for the main development board (R&D participants, ROC)

5.2.2.4. Calculation of surcharge costs

5.2.2.5. Calculation of a single social tax

5.2.2.6. Calculation of equipment depreciation costs

5.2.2.7. Calculation of energy costs

5.2.2.8. Calculation of travel costs

5.3. Calculation of the total cost of the product (products, work)

5.3.1. Calculation of the wholesale price of the product

Conclusions

6. Problems of acoustics in modern aviation

6.1. Acoustics of passenger aircraft

6.2. Acoustics of modern aircraft of the 2000s

6.2.1. Noise on the ground

6.2.2. Main ways to reduce aircraft noise on the ground

6.2.3. Channel noise reduction with ZPC

6.2.4. Structural acoustics

6.2.5. Active methods of noise suppression in aviation

6.3. Noise and the fight against it

6.4. Calculation of illumination

6.5. Calculation of noise suppression system

Conclusions

Application

Literature

Introduction

The basis of the Enterprise's quality policy is the creation, production and production of reliable, safe aircraft engines for military and civil aviation and industrial gas turbine installations that meet the requirements and expectations of consumers, with high efficiency and cost-effectiveness of development and production and, as a result, ensuring the stability of the enterprise and its financial situation.

On the basis of improved organization of enterprise management, use of available scientific and technical potential, the latest achievements in domestic and foreign engine building, improvement of production processes due to development and introduction of new advanced technologies, multifunctional equipment with program control, new materials, introduction of automated control systems and statistical methods of technological processes regulation, comprehensive training of personnel provide the enterprise with a leading position in the field of engine building.

The tool for implementing the Policy is the quality management system operating at the enterprise, developed on the basis of the principles and in accordance with the requirements of GOST R ISO 90012001/MS ISO 9001:2000. The management of the enterprise undertakes to ensure that the quality management system meets the requirements and constantly improves its effectiveness.

Quality for our enterprise is the basis of the strategy of development and prosperity.

Participation in the process of ensuring and managing the quality of all employees of the enterprise - from the CEO to the working and mutually beneficial partnerships with Consumers and Suppliers, based on trust, is a guarantee of fulfillment of the obligations stated in the "Policy."

The management of the enterprise assumes responsibility for creating the necessary organizational and legal conditions, allocating technical and material resources for the implementation of the "Policy," intends to strictly follow the principles set forth in it, and calls for this by the entire staff of the enterprise.

The OGK1 quality policy is based on the enterprise policy and is aimed at meeting the requirements and demands of consumers, ensuring the stable work of the enterprise through the department for the production of reliable and safe aircraft engines for military and civil aviation.

This is achieved by:

- ensuring high-quality development of design documentation when receiving it from the developer and issuing documentation to production, taking into account the requirements of automated production control systems,

- continuous work on improving the reliability and life of mass-produced engines,

- high-quality, taking into account the latest achievements in the domestic and foreign engine industry, the development of design documentation,

- prioritizing quality issues in the work of each employee of the department

The management of the department takes responsibility for creating the necessary organizational, technical and legal conditions for the implementation of the "OGK1 Quality Policy," intends to strictly follow the principles set forth in it and calls for this by the entire team of the department .

Relevance of hardening of individual parts of AL-31F engine

Gas turbine engines (GTDs) began to be used in aviation at the end of World War II. In a relatively short time, piston engines were completely displaced from high-speed aviation and replaced by gas turbine engines, which in many respects turned out to be more advanced. The installation of the gas turbine engine on the aircraft allowed a sharp increase in flight speed.

The design usually begins with the receipt of a specification for the engine from the consumer, which sets out the necessary requirements for the data of the future engine. Set the value of thrust (or power) for several altitude and earth points, specify the type of engine, its weight (weight), overall dimensions, life, position of the center of gravity, etc.

Detailed design is based on the sketched layout and consists in structural and strength treatment of all engine components and its parts.

After execution of working arrangements, working drawings are executed, at the same time detailed calculations of parts for strength are carried out and calculations for oscillations are specified. At the same time, individual axial and diametrical gaps and fits are checked, the value of which can change during operation due to temperature deformations and other reasons.

Assembly of the first prototype often shows that the characteristics of individual engine units do not have sufficient consistency, some units and parts are not strong enough and break during testing. Elimination of these defects, determination of causes of parts breakage, their hardening are achieved during engine refinement.

The flight test of the engine shall commence immediately after ensuring reliable engine operation for the minimum number of hours required (usually 25 hours). State tests and flight tests are the final stage of fine-tuning of the engine, after which it is transferred to mass production.

It is accepted that reliability is laid down during the design of the engine, is ensured during its manufacture and is maintained in operation.

Statistics show that approximately 60% of GTE failures in operation are caused by the destruction and breakdown of parts due to their insufficient strength. Of this amount, about 70% of the parts are destroyed due to their vibrations. When designing engines, great attention should be paid to the calculation of parts for strength and vibration.

When designing, such shapes of parts should be selected that would give the greatest durability; stress concentrations in them should be as small as possible; permissible stresses and safety factor shall be selected taking into account heating temperature and operating time of parts. The material for the parts and the method of their manufacture need to be chosen such that residual stresses arising from the processing of the parts are as small as possible or completely absent.

Work

Air from the aircraft air intake is supplied to LPC. In the intermediate housing (downstream of LPC) air is divided into two flows - internal and external.

Air flow in the internal circuit is supplied to HPC to the main combustion chamber, where it is mixed with fuel injected through two-stage nozzles of the main fuel system manifold. The mixture is ignited by discharging semiconductor candles. The fuel, burning, increases the temperature of the mixture. The generated gas is supplied to the turbine (HPT and LPT), which rotates the high and low pressure rotors.

The air flow in the outer circuit flows around the tubular modules of the heat exchanger, reducing the temperature of the air supplied to the cooling of the turbine elements.

Mixing of gas flows of the internal circuit and air of the external circuit takes place in the mixer.

At forced modes, fuel is supplied to afterburner, which, when burned, increases gas energy. Additional energy is realized in JN, as a result of which engine thrust increases.

Equipment

Ion nitriding unit of ION30 type is intended for nitriding of parts from steels and cast iron in plasma of smoldering charge.

Ionic nitriding has a number of significant advantages over gas nitriding:

- higher saturation rate;

- possibility of performing controlled saturation processes;

- possibility of nitriding stainless steels without preliminary depassification;

- minor deformations during processing;

- Economy and environmental safety.

A wide variety of parts as well as tools can be subjected to ion nitriding.

In order to cover a wider range of workpieces, five different modifications of single-capacity plants have been developed. These modifications differ from each other in the size and number of working chambers.

ION30 unit is designed for nitriding of short-dimensional parts and has two working chambers.

The nitriding process is possible at the same time only in one of the working chambers. In the second chamber at this time, it is possible to carry out the cooling mode of the parts after nitriding, remove the finished parts and prepare a new garden.

The parts to be treated are mounted on the cathode plate.

Gas ramp and power supply are unified for all modifications of ION 30 units.

The ion nitriding unit is a complex system, the reliability of which depends on the efficiency of its use. For normal operation of the plant, a number of conditions must be met, the main of which are:

Compliance with vacuum hygiene requirements in the premises where the plant is installed;

Maintenance of the plant by a permanent, specially trained team;

Preventive inspection of vacuum and electronic equipment at least once a quarter.

Ionic nitriding is a modern high-efficiency process that allows improving the quality of nitrided products, increasing labor productivity, dramatically increasing the rhythmicity of production, as well as raising chemical and thermal processing processes in mechanical engineering to a new high-quality stage.

The set of ionic nitriding unit includes:

Mechanical part:

working chamber, set 1-2

gas cabinet, set 1

gas ramp, set 1

Power supply and automation system

power cabinet, set 1

control cabinet, set 1

SPTA, set 1

Conclusions

1. The basis of the Enterprise's quality policy is the creation, production and production of reliable, safe aircraft engines for military and civil aviation and industrial gas turbine installations that meet the requirements and expectations of consumers, with high efficiency and cost-effectiveness of development and production and, as a result, ensuring the stability of the enterprise and its financial situation.

2. Assembly of the first prototype often shows that the characteristics of individual engine units do not have sufficient consistency, some units and parts are not strong enough and break during testing. Elimination of these defects, determination of causes of parts breakage, their hardening are achieved during engine refinement.

3. The specification for shaft fabrication depends on the design requirements. Shafts are processed, as a rule, in centers. The most stringent requirements for the accuracy and roughness of the surface are imposed on the journals of the shafts on which the rolling bearings are installed. The endurance limit of parts and elements is determined on the basis of 2107 cycles, except for special cases. When calculating the impact of operational, structural and technological factors, dependencies and experimental data corresponding to the 2107 cycle base are used. Tests of GTE parts and their elements in order to determine endurance limits should be carried out under conditions that most simulate real operating conditions. The influence of factors not reproduced during part testing shall be taken into account based on the results of tests of samples made of part material.

Tests of such samples should be carried out with the simultaneous reproduction of several factors: asymmetry of the cycle and temperature; asymmetry of cycle, temperature and stress concentration; stress concentration, temperature, surface roughness and hardening.

The main loads for shafts are constant and variable loads from gear parts and working disks (for example, compressor disks, turbines, etc.). Variable voltages in shafts can be caused by a time-varying external load.

Constant in magnitude and direction of transmission forces cause variable stresses in rotating shafts, which vary in asymmetric cycle. Shafts can be loaded with constant stresses (for example, from unbalanced rotating parts).

The static strength of the shafts is calculated from the highest possible short-term load (taking into account dynamic and impact effects), the repeatability of which is small and cannot cause fatigue failure. Since the shafts mainly operate under bending and torsion conditions, and the stresses from longitudinal forces are not large, the equivalent stress at the point of the outer fiber.

4. Surface deformation hardening, which provides structures with high content of defects in the surface layer, is widely used to increase fatigue resistance of both parts without stress concentrators and parts with stress concentrators operating at moderate heating temperatures (up to return temperatures).

5. Chemical-thermal and thermal hardening methods of treatment (surface hardening, cementation, ion nitriding, alitating, boring) make it possible to drastically change the physical and chemical state of the surface layer of parts and provide the required operational properties (wear resistance, fatigue resistance, heat resistance, etc.). The application of these methods is not only effective, but in some cases the only possible way to ensure a given resource and reliability of the work of the parts.

6. The purpose of complex hardening (surface deformation by microbeads with subsequent ionic nitriding) is to increase, along with the characteristics of wear resistance and contact resistance, the characteristics of the endurance of the part.

7. Analyzing the data given in the environmental part, it can be concluded that by using the listed personal and general noise protection equipment and correctly selecting the illumination of the premises, it is possible to achieve values ​ ​ at which human effects would not lead to adverse effects.

The total noise level during operation of the plant with a value of 91 dB meets sanitary standards of noise level.