Coaxial Turbine Engine and Rotor Joint Simulation Method, System, Equipment, and Storage Medium

Abstract

The present invention discloses a method and system, equipment and storage medium for joint simulation of a turboshaft engine and a rotor. The method combines three-dimensional numerical simulation of a rotor, an air inlet, a power turbine and a tail nozzle with one-dimensional overall performance calculation of a turboshaft engine core, and utilizes iterative calculation of coupling parameters between the turboshaft engine and the rotor under working conditions to obtain calculation results that better reflect the actual working conditions of the turboshaft engine and the rotor. The method can improve the efficiency of the coordinated research and development of the turboshaft engine and the rotor without significantly increasing the complexity of the calculation process and the calculation time. The method also adopts a three-dimensional numerical simulation method for the air inlet, the power turbine and the tail nozzle, and can obtain more comprehensive performance parameters than the one-dimensional overall performance calculation, which is also helpful for the design improvement of the component, reducing the economic and time losses caused by iterations during independent design. The method can be used as one of the solutions for computer-aided design of modern new turboshaft engines and rotors.

Description

Technical Field

[0001] The present invention relates to the technical field of numerical simulation, and in particular, to a co-simulation method and system, device, and storage medium for a turboshaft engine and a rotor. Background Art

[0002] Helicopters are widely used in both military and civilian fields and play an increasingly important role. The rotor of a certain type of helicopter is driven by a turboshaft engine, while the tail rotor is driven by a separate power device. Therefore, the turboshaft engine and rotor, as the power devices of the helicopter, have received extensive attention from researchers. With the rapid improvement of computer computing power, computer numerical simulation technology has been widely applied in the research of turboshaft engines and rotors. Currently, the numerical simulations carried out for turboshaft engines and rotors are mostly independent of each other. Among them, one-dimensional overall performance simulation is used for turboshaft engines, and three-dimensional numerical simulation is used for rotors. Calculation and analysis are carried out through design experience with allowances and repeated communication and iteration by designers. However, when the rotor actually operates, strong downwash flow will be generated, and the suction effect during the actual operation of the turboshaft engine will cause the rotor downwash flow to be inhaled into the engine through the intake duct. The complex flow field formed under the dual effects of rotor downwash and engine suction will have a certain total pressure distortion, which will affect the performance of the engine compressor, thereby affecting the engine performance and further affecting the working state of the rotor. Therefore, some working parameters of the turboshaft engine and rotor under the actual working state are strongly coupled. The independent numerical simulations of the turboshaft engine and rotor do not consider the mutual influence between the turboshaft engine and the rotor, and cannot truly and accurately reflect the actual working state of the turboshaft engine and rotor. The obtained calculation results do not conform to the actual working conditions of either the turboshaft engine or the rotor, and cannot meet the requirements of the collaborative research and development of the turboshaft engine and rotor. Summary of the Invention

[0003] The present invention provides a co-simulation method and system, device, and storage medium for a turboshaft engine and a rotor to solve the technical problem that the existing one-dimensional simulation of the turboshaft engine and three-dimensional simulation of the rotor are carried out independently without considering the mutual influence between the turboshaft engine and the rotor under the actual working state, and the obtained simulation calculation results do not conform to the actual working conditions of either the turboshaft engine or the rotor.

[0004] According to one aspect of the present invention, a co-simulation method for a turboshaft engine and a rotor is provided, including the following steps:

[0005] Set the working conditions of the helicopter and the turboshaft engine according to the flight mission;

[0006] A three-dimensional numerical simulation is carried out with the given initial back pressure at the inlet duct outlet and the parameters of the power turbine inlet section as boundary conditions. Among them, the objects of the three-dimensional numerical simulation include the whole helicopter, the inlet duct, the power turbine, and the tail nozzle;

[0007] The characteristic curves between multiple parameters of the core engine of the turboshaft engine are fitted using the engine ground whole-machine test data, and the parameters of the gas turbine outlet section are calculated based on the fitted characteristic curves and the three-dimensional numerical simulation results;

[0008] The calculated parameters of the gas turbine outlet section are used to replace the given parameters of the power turbine inlet section, and the three-dimensional numerical simulation is carried out again;

[0009] It is judged whether the rotor power in the new three-dimensional numerical simulation results is balanced with the power turbine output power. If it is balanced, the joint simulation ends. If it is not balanced, the initial back pressure at the inlet duct outlet is adjusted for iterative calculation until the two are balanced.

[0010] Furthermore, the operating conditions of the helicopter and the turboshaft engine include flight altitude, flight Mach number, rotor speed, and rotor twist angle.

[0011] Furthermore, the three-dimensional numerical simulation results include rotor power, rotor torque, the distribution of rotor forces, the outlet flow rate / total temperature / total pressure / total pressure distortion index of the inlet duct, and the power turbine output power.

[0012] Furthermore, the calculation formula used in the process of calculating the parameters of the gas turbine outlet section based on the fitted characteristic curves and the three-dimensional numerical simulation results is:

[0013]

[0014] Among them, T t2 represents the total temperature at the outlet section of the inlet duct, P t2 represents the total pressure at the outlet section of the inlet duct, W a2cor represents the corrected flow rate at the outlet of the inlet duct, T t45 represents the total temperature at the outlet section of the gas turbine, P t45 represents the total pressure at the outlet section of the gas turbine, W a45cor represents the corrected flow rate at the outlet of the gas turbine, DC 60 represents the total pressure distortion index at the outlet of the inlet duct, N gc represents the corrected speed of the compressor of the turboshaft engine core, f 1 (), f 2 (), f 3 (), f 4 () represents the characteristic curve.

[0015] Further, the replacement of the calculated gas turbine outlet section parameters for the given power turbine inlet section parameters is specifically as follows:

[0016] Replace the outlet total temperature and outlet total pressure of the gas turbine with the inlet total temperature and inlet total pressure of the given power turbine, respectively.

[0017] In addition, the present invention also provides a co-simulation system for a turboshaft engine and a rotor, including:

[0018] A setting module for setting the operating conditions of the helicopter and the turboshaft engine according to the flight mission;

[0019] A simulation module for conducting three-dimensional numerical simulation with the given initial back pressure at the outlet of the inlet duct and the inlet section parameters of the power turbine as boundary conditions. Among them, the objects of the three-dimensional numerical simulation include the entire helicopter, the inlet duct, the power turbine, and the tail nozzle;

[0020] A calculation module for fitting the characteristic curves between multiple parameters of the turboshaft engine core engine using the engine ground whole-machine test data, and calculating the gas turbine outlet section parameters based on the fitted characteristic curves and the three-dimensional numerical simulation results;

[0021] A simulation update module for replacing the calculated gas turbine outlet section parameters with the given power turbine inlet section parameters and conducting three-dimensional numerical simulation again;

[0022] A judgment module for judging whether the rotor power in the new three-dimensional numerical simulation results is balanced with the power turbine output power. If balanced, the co-simulation ends; if not balanced, adjust the initial back pressure at the outlet of the inlet duct for iterative calculation until the two are balanced.

[0023] Further, the three-dimensional numerical simulation results include rotor power, rotor torque, distribution of rotor forces, outlet flow rate / outlet total temperature / outlet total pressure / total pressure distortion index of the inlet duct, and power turbine output power.

[0024] Further, the calculation module calculates the gas turbine outlet section parameters using the following formula:

[0025]

[0026] Among them, T t2 represents the total temperature at the outlet section of the inlet duct, P t2 represents the total pressure at the outlet section of the inlet duct, W a2cor represents the corrected flow rate at the outlet of the inlet duct, T t45 represents the total temperature at the outlet section of the gas turbine, P t45 represents the total pressure at the outlet section of the gas turbine, W a45cor represents the corrected flow rate at the outlet of the gas turbine, DC60 represents the total pressure distortion index at the inlet of the inlet duct, N gc represents the corrected speed of the compressor of the core engine of the turboshaft engine, f 1 (), f 2 (), f 3 (), f 4 ( ) represents the characteristic curve.

[0027] In addition, the present invention also provides a device, including a processor and a memory, wherein a computer program is stored in the memory, and the processor is used to execute the steps of the method as described above by calling the computer program stored in the memory.

[0028] In addition, the present invention also provides a computer-readable storage medium for storing a computer program for hybrid-dimensional simulation of a helicopter and a turboshaft engine. When the computer program runs on a computer, it executes the steps of the method as described above.

[0029] The present invention has the following effects:

[0030] The turboshaft engine and rotor co-simulation method of the present invention combines the three-dimensional numerical simulation of the rotor, inlet duct, power turbine and tail nozzle with the one-dimensional overall performance calculation of the core engine of the turboshaft engine, and uses the iterative calculation of the coupling parameters between the turboshaft engine and the rotor under the working conditions to obtain a calculation result that more reflects the real working state of the turboshaft engine and the rotor. Compared with the traditional numerical simulation method in which the turboshaft engine and the rotor are independent of each other, the turboshaft engine and rotor co-simulation method of the present invention can, without significantly increasing the complexity of the calculation process and the calculation time, take into account the mutual coupling influence between the turboshaft engine and the rotor, obtain a calculation result that more conforms to the real working state, improve the co-development efficiency of the turboshaft engine and the rotor, and adopts a three-dimensional numerical simulation method to calculate the inlet duct, power turbine and tail nozzle, which can obtain more comprehensive performance parameters than the one-dimensional overall performance calculation, and is also helpful for the design improvement of this component, reducing the economic and time losses caused by the iteration in independent design. The turboshaft engine and rotor co-simulation method can be used as one of the solutions for computer-aided design of modern new turboshaft engines and rotors.

[0031] In addition, the turboshaft engine and rotor co-simulation system, electronic device, and computer-readable storage medium of the present invention also have the above advantages.

[0032] In addition to the purposes, features and advantages described above, the present invention has other purposes, features and advantages. The present invention will be further described in detail below with reference to the drawings. BRIEF DESCRIPTION OF THE DRAWINGS

[0033] The accompanying drawings, which form a part of this application, are used to provide a further understanding of the present invention. The schematic embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0034] Figure 1 is a schematic flow chart of a co-simulation method for a turboshaft engine and a rotor of a preferred embodiment of the present invention.

[0035] Figure 2 is a schematic module structure diagram of a co-simulation system for a turboshaft engine and a rotor of another embodiment of the present invention. Detailed Description of the Invention

[0036] The embodiments of the present invention will be described in detail below with reference to the accompanying drawings. However, the present invention can be implemented in many different ways defined and covered by the following.

[0037] As Figure 1 shown, a preferred embodiment of the present invention provides a co-simulation method for a turboshaft engine and a rotor, which is applicable to a helicopter driven by a turboshaft engine alone to drive the rotor, and includes the following:

[0038] Step S1: Set the operating conditions of the helicopter and the turboshaft engine according to the flight mission;

[0039] Step S2: Given the initial back pressure at the outlet of the inlet duct and the parameters of the cross-section at the inlet of the power turbine as boundary conditions, conduct a three-dimensional numerical simulation. Among them, the objects of the three-dimensional numerical simulation include the whole helicopter, the inlet duct, the power turbine, and the tail nozzle;

[0040] Step S3: Fit the characteristic curves between multiple parameters of the core engine of the turboshaft engine using the engine ground whole-machine test data, and calculate the parameters of the cross-section at the outlet of the gas turbine based on the fitted characteristic curves and the three-dimensional numerical simulation results;

[0041] Step S4: Replace the given parameters of the cross-section at the inlet of the power turbine with the calculated parameters of the cross-section at the outlet of the gas turbine, and conduct a three-dimensional numerical simulation again;

[0042] Step S5: Determine whether the rotor power in the new three-dimensional numerical simulation results is balanced with the output power of the power turbine. If it is balanced, the co-simulation ends. If it is not balanced, adjust the initial back pressure at the outlet of the inlet duct for iterative calculation until the two are balanced.

[0043] It can be understood that the co-simulation method of the turboshaft engine and the rotor in this embodiment combines the three-dimensional numerical simulations of the rotor, the inlet duct, the power turbine, and the exhaust nozzle with the one-dimensional overall performance calculation of the turboshaft engine core engine, and uses the iterative calculation of the coupling parameters between the turboshaft engine and the rotor under the working conditions to obtain the calculation results that more reflect the real working conditions of the turboshaft engine and the rotor. Compared with the traditional numerical simulation method in which the turboshaft engine and the rotor are independent of each other, the co-simulation method of the turboshaft engine and the rotor of the present invention can, without significantly increasing the complexity of the calculation process and the calculation time, take into account the mutual coupling effects between the turboshaft engine and the rotor, obtain the calculation results that are more in line with the real working conditions, improve the co-development efficiency of the turboshaft engine and the rotor, and uses the three-dimensional numerical simulation method to calculate the inlet duct, the power turbine, and the exhaust nozzle, and can obtain more comprehensive performance parameters than the one-dimensional overall performance calculation, which is also helpful for the design improvement of this component, reducing the economic and time losses caused by the iteration during independent design. The co-simulation method of the turboshaft engine and the rotor can be used as one of the solutions for the computer-aided design of modern new turboshaft engines and rotors.

[0044] It can be understood that in the step S1, the working conditions of the helicopter and the turboshaft engine set based on the flight mission include parameters such as flight altitude, flight Mach number, rotor speed, and rotor twist angle.

[0045] It can be understood that in the step S2, based on the conditions such as flight altitude, flight Mach number, rotor speed, and rotor twist angle set in the step S1, the initial back pressure at the outlet of the inlet duct and the total temperature / total pressure at the inlet section of the power turbine are given as boundary conditions, and the three-dimensional numerical simulation calculation of the helicopter + inlet duct + power turbine + exhaust nozzle, that is, the three-dimensional CFD calculation, is carried out. The three-dimensional numerical simulation calculation results obtained include the rotor power P 旋 , the rotor torque M 旋 , the distribution of the rotor force T 旋 , the outlet flow rate W of the inlet duct a2 / outlet total temperature T t2 / outlet total pressure P t2 / total pressure distortion index DC 60 and parameters such as the output power P of the power turbine. Among them, the initial back pressure at the outlet of the given inlet duct and the total temperature / total pressure at the inlet section of the power turbine are used as the input of the inlet / outlet boundary conditions of the engine core engine. At this time, the given values are empirical values, and these parameters can obtain the optimized final values in the subsequent parameter iteration. In addition, the specific three-dimensional CFD calculation method of the helicopter is a relatively mature simulation technology in the industry, so the specific content will not be elaborated here. Among them, the engine core engine includes a compressor, a combustion chamber, and a gas turbine.

[0046] It can be understood that in step S3, through the research of the inventor, it is found that there are the following relationships among the various parameters of the engine core:

[0047]

[0048] Among them, T t2 represents the total temperature at the outlet section of the inlet duct, P t2 represents the total pressure at the outlet section of the inlet duct, W a2cor represents the corrected flow rate at the outlet of the inlet duct, T t45 represents the total temperature at the outlet section of the gas turbine, P t45 represents the total pressure at the outlet section of the gas turbine, W a45cor represents the corrected flow rate at the outlet of the gas turbine, DC 60 represents the total pressure distortion index at the outlet of the inlet duct, N gc represents the corrected rotational speed of the compressor of the core of the turboshaft engine, f 1 (), f 2 (), f 3 (), f 4 ( ) represents the characteristic curve. It can be understood that the corrected flow rate can be converted with the actual flow rate, and the corrected rotational speed can also be converted with the actual rotational speed, and the conversion relationship is a known condition.

[0049] Then, the four characteristic curves of f 1 , f 2 , f 3 , f 4 are respectively fitted using the engine ground whole-machine test data. Also, since the engine parameters under different working conditions have similarities, the corrected parameters also conform to the characteristic curves obtained by fitting. Therefore, based on the total temperature, total pressure, corrected flow rate, and total pressure distortion index at the outlet section of the inlet duct obtained in step S2 and the above formula, the corrected flow rate W a45cor at the outlet of the gas turbine, the total temperature T t45 at the outlet section, and the total pressure P t45 at the outlet section can be calculated. Then, through the conversion relationship between the corrected flow rate and the actual flow rate, the outlet flow rate W a45 of the gas turbine is obtained.

[0050] It can be understood that in step S4, since the power turbine is arranged behind the gas turbine, the total temperature and total pressure at the outlet of the gas turbine are respectively replaced with the given inlet total temperature and inlet total pressure of the power turbine. By using the outlet parameters of the gas turbine obtained from the one-dimensional overall performance calculation of the core of the turboshaft engine as the boundary conditions of the inlet section of the power turbine in the three-dimensional numerical simulation, the iteration of the three-dimensional numerical simulation of the rotor, inlet duct, power turbine, and tail nozzle is carried out again, realizing the parameter coupling between the two.

[0051] It can be understood that in step S5, it is determined whether the rotor power in the new three-dimensional simulation result is balanced with the output power of the power turbine. If they are balanced, it means that the helicopter can maintain stable flight and the co-simulation ends. If they are not balanced, the initial back pressure at the outlet of the intake duct needs to be adjusted and the above steps S2 to S5 are repeated for iterative calculation until they are balanced.

[0052] In addition, as Figure 2 shown, another embodiment of the present invention further provides a co-simulation system for a turboshaft engine and a rotor, preferably adopting the co-simulation method as described above. The system includes:

[0053] A setting module for setting the operating conditions of the helicopter and the turboshaft engine according to the flight mission;

[0054] A simulation module for carrying out three-dimensional numerical simulation with the initial back pressure at the outlet of the intake duct and the parameters of the inlet section of the power turbine given as boundary conditions. Among them, the objects of the three-dimensional numerical simulation include the entire helicopter, the intake duct, the power turbine, and the tail nozzle;

[0055] A calculation module for fitting the characteristic curves between multiple parameters of the core engine of the turboshaft engine by using the engine ground whole-machine test data, and calculating the parameters of the gas turbine outlet section based on the fitted characteristic curves and the three-dimensional numerical simulation results;

[0056] A simulation update module for replacing the given parameters of the inlet section of the power turbine with the calculated parameters of the gas turbine outlet section and carrying out three-dimensional numerical simulation again;

[0057] A judgment module for judging whether the rotor power in the new three-dimensional numerical simulation result is balanced with the output power of the power turbine. If they are balanced, the co-simulation ends. If they are not balanced, the initial back pressure at the outlet of the intake duct is adjusted for iterative calculation until they are balanced.

[0058] It can be understood that the co-simulation system of the turboshaft engine and the rotor in this embodiment combines the three-dimensional numerical simulations of the rotor, the inlet duct, the power turbine, and the tail nozzle with the one-dimensional overall performance calculation of the core engine of the turboshaft engine. By using the iterative calculation of the coupling parameters between the turboshaft engine and the rotor under the working conditions, the calculation results that better reflect the actual working conditions of the turboshaft engine and the rotor are obtained. Compared with the traditional numerical simulation systems of the turboshaft engine and the rotor that are independent of each other, since the co-simulation system of the turboshaft engine and the rotor in the present invention conducts iterative calculations of the coupling parameters, it can, without significantly increasing the complexity of the calculation process and the calculation time, take into account the mutual coupling effects between the turboshaft engine and the rotor, obtain calculation results that are more in line with the actual working conditions, improve the collaborative R & D efficiency of the turboshaft engine and the rotor, and adopt three-dimensional numerical simulation methods to calculate the inlet duct, the power turbine, and the tail nozzle, so that more comprehensive performance parameters can be obtained compared with the one-dimensional overall performance calculation, which is also helpful for the design improvement of this component, reducing the economic and time losses caused by the iteration during independent design. The co-simulation system of the turboshaft engine and the rotor can be used as one of the solutions for the computer-aided design of modern new turboshaft engines and rotors.

[0059] It can be understood that the setting module sets the working conditions of the helicopter and the turboshaft engine based on the flight mission, including parameters such as flight altitude, flight Mach number, rotor speed, and rotor twist angle.

[0060] Based on the conditions such as flight altitude, flight Mach number, rotor speed, and rotor twist angle set by the setting module, the simulation module gives the initial back pressure at the outlet of the inlet duct and the total temperature / total pressure at the inlet section of the power turbine as boundary conditions, and conducts three-dimensional numerical simulation calculations of the helicopter + inlet duct + power turbine + tail nozzle, that is, three-dimensional CFD calculations. The three-dimensional numerical simulation calculation results obtained include the rotor power P 旋 , the rotor torque M 旋 , the distribution of the rotor force T 旋 , the outlet flow rate W a2 / outlet total temperature T t2 / outlet total pressure P t2 / total pressure distortion index DC 60 and parameters such as the output power P of the power turbine. Among them, taking the given initial back pressure at the outlet of the inlet duct and the total temperature / total pressure at the inlet section of the power turbine as the input of the inlet / outlet boundary conditions of the engine core engine, the given value at this time is an empirical value, and this parameter can be optimized to obtain the final value in the subsequent parameter iteration. In addition, the specific three-dimensional CFD calculation method of the helicopter is a relatively mature simulation technology in the industry, so the specific content will not be elaborated here. Among them, the engine core engine includes a compressor, a combustion chamber, and a gas turbine.

[0061] The calculation module uses the following formula to calculate the parameters at the outlet section of the gas turbine:

[0062]

[0063] Among them, T t2 represents the total temperature at the exit cross-section of the inlet duct, and P t2 represents the total pressure at the exit cross-section of the inlet duct, and W a2cor represents the corrected mass flow rate at the exit of the inlet duct, and T t45 represents the total temperature at the exit cross-section of the gas turbine, and P t45 represents the total pressure at the exit cross-section of the gas turbine, and W a45cor represents the corrected mass flow rate at the exit of the gas turbine, and DC 60 represents the total pressure distortion index at the exit of the inlet duct, and N gc represents the corrected rotational speed of the compressor of the core engine of the turboshaft engine, and f 1 (), f 2 (), f 3 (), f 4 (), f() represent characteristic curves.

[0064] The calculation module respectively fits out the four characteristic curves of f 1 , f 2 , f 3 , f 4 by using the engine ground whole-machine test data. Also, since the engine parameters under different working conditions are similar and the corrected parameters all conform to the characteristic curves obtained by fitting. Therefore, based on the total temperature, total pressure, corrected mass flow rate, and total pressure distortion index at the exit cross-section of the inlet duct obtained from the simulation module and the above formulas, the corrected mass flow rate W a45cor at the exit of the gas turbine, the total temperature T t45 at the exit cross-section, and the total pressure P t45 at the exit cross-section can be calculated. Then, through the conversion relationship between the corrected mass flow rate and the actual mass flow rate, the mass flow rate W a45 at the exit of the gas turbine is obtained.

[0065] The simulation update module replaces the total temperature and total pressure at the exit of the gas turbine with the given total temperature and total pressure at the inlet of the power turbine respectively. By using the parameters at the exit of the gas turbine obtained from the one-dimensional overall performance calculation of the core engine of the turboshaft engine as the boundary conditions at the inlet cross-section of the power turbine in the three-dimensional numerical simulation, the iteration of the three-dimensional numerical simulation of the rotor, inlet duct, power turbine, and tail nozzle is carried out again, realizing the parameter coupling between the two.

[0066] The judgment module judges whether the rotor power in the new three-dimensional simulation result is balanced with the output power of the power turbine. If it is balanced, it means that the helicopter can maintain stable flight and the co-simulation ends. If the two are not balanced, it is necessary to adjust the initial back pressure at the exit of the inlet duct and repeat the above steps S2 to S5 for iterative calculation until the two are balanced.

[0067] In addition, another embodiment of the present invention further provides an electronic device, including a processor and a memory. A computer program is stored in the memory, and the processor is configured to execute the steps of the method as described above by calling the computer program stored in the memory.

[0068] In addition, another embodiment of the present invention further provides a computer-readable storage medium for storing a computer program for performing hybrid-dimensional simulation of a helicopter and a turboshaft engine. The computer program, when running on a computer, executes the steps of the method as described above.

[0069] The forms of common computer-readable storage media generally include: floppy disks, flexible disks, hard disks, magnetic tapes, any other magnetic media, CD-ROMs, any other optical media, punch cards, paper tapes, any other physical media with a pattern of holes, random access memories (RAMs), programmable read-only memories (PROMs), erasable programmable read-only memories (EPROMs), flash erasable programmable read-only memories (FLASH-EPROMs), any other memory chips or cartridges, or any other media readable by a computer. Instructions can further be transmitted or received by a transmission medium. The term transmission medium can include any tangible or intangible medium that can be used to store, encode, or carry instructions for execution by a machine, and includes digital or analog communication signals or other intangible media that facilitate the communication of the above instructions. The transmission medium includes coaxial cables, copper wires, and optical fibers, which include the wires of a bus used to transmit a computer data signal.

[0070] The foregoing are only the preferred embodiments of the present invention and are not intended to limit the present invention. For those skilled in the art, the present invention can have various changes and modifications. Any modification, equivalent replacement, improvement, etc. made within the spirit and principle of the present invention shall be included within the protection scope of the present invention.

Claims

1. A combined simulation method for a turboshaft engine and a rotor, characterized in that, it includes the following contents: Set the operating conditions of the helicopter and the turboshaft engine according to the flight mission; Given the initial back pressure at the outlet of the inlet duct and the parameters of the inlet section of the power turbine as boundary conditions, conduct three-dimensional numerical simulation. Among them, the objects of the three-dimensional numerical simulation include the whole helicopter, the inlet duct, the power turbine and the tail nozzle; Use the engine ground whole-machine test data to fit the characteristic curves between multiple parameters of the turboshaft engine core engine, and calculate the parameters of the gas turbine outlet section based on the fitted characteristic curves and the three-dimensional numerical simulation results. The three-dimensional numerical simulation results include the rotor power, rotor torque, distribution of rotor forces, output power of the power turbine, and the outlet flow rate, outlet total temperature, outlet total pressure and total pressure distortion index of the inlet duct; Replace the given parameters of the inlet section of the power turbine with the calculated parameters of the gas turbine outlet section, and conduct three-dimensional numerical simulation again; Judge whether the rotor power in the new three-dimensional numerical simulation results is balanced with the output power of the power turbine. If it is balanced, the combined simulation ends. If it is not balanced, adjust the initial back pressure at the outlet of the inlet duct for iterative calculation until the two are balanced; The specific operation of replacing the given parameters of the inlet section of the power turbine with the calculated parameters of the gas turbine outlet section is: Replace the outlet total temperature and outlet total pressure of the gas turbine with the inlet total temperature and inlet total pressure of the given power turbine respectively.

2. The combined simulation method for a turboshaft engine and a rotor according to claim 1, characterized in that, the operating conditions of the helicopter and the turboshaft engine include flight altitude, flight Mach number, rotor speed and rotor twist angle.

3. The combined simulation method for a turboshaft engine and a rotor according to claim 1, characterized in that, the calculation formula used in the process of calculating the parameters of the gas turbine outlet section based on the fitted characteristic curves and the three-dimensional numerical simulation results is: Among them, T t2 represents the total temperature at the exit section of the inlet duct, P t2 represents the total pressure at the exit section of the inlet duct, W a2cor represents the corrected mass flow rate at the exit of the inlet duct, T t45 represents the total temperature at the exit section of the gas turbine, P t45 represents the total pressure at the exit section of the gas turbine, W a45cor represents the corrected mass flow rate at the exit of the gas turbine, DC 60 represents the total pressure distortion index at the exit of the inlet duct, N gc represents the corrected speed of the compressor of the core engine of the turboshaft engine, f 1 (), f 2 (), f 3 (), f 4 () represents the characteristic curve.

4. A combined simulation system for a turboshaft engine and a rotor, characterized in that, it includes: A setting module for setting the operating conditions of the helicopter and the turboshaft engine according to the flight mission; A simulation module for conducting three-dimensional numerical simulation with the initial back pressure at the outlet of the inlet duct and the parameters of the inlet section of the power turbine as boundary conditions. Among them, the objects of the three-dimensional numerical simulation include the whole helicopter, the inlet duct, the power turbine and the tail nozzle; A calculation module for using the engine ground whole-machine test data to fit the characteristic curves between multiple parameters of the turboshaft engine core engine, and calculating the parameters of the gas turbine outlet section based on the fitted characteristic curves and the three-dimensional numerical simulation results. The three-dimensional numerical simulation results include the rotor power, rotor torque, distribution of rotor forces, output power of the power turbine, and the outlet flow rate, outlet total temperature, outlet total pressure and total pressure distortion index of the inlet duct; A simulation update module for replacing the given parameters of the inlet section of the power turbine with the calculated parameters of the gas turbine outlet section and conducting three-dimensional numerical simulation again; A judgment module is used to judge whether the rotor power in the new three-dimensional numerical simulation result is balanced with the output power of the power turbine. If it is balanced, the co-simulation ends; if it is not balanced, the initial back pressure at the outlet of the inlet duct is adjusted for iterative calculation until the two are balanced. The simulation update module replaces the total temperature and total pressure at the outlet of the gas turbine with the total temperature and total pressure at the inlet of the given power turbine respectively.

5. The co-simulation system of a turboshaft engine and a rotor as claimed in claim 4, characterized in that the calculation module calculates the parameters of the cross-section at the outlet of the gas turbine by using the following formula: Among them, T t2 represents the total temperature at the exit section of the inlet duct, P t2 represents the total pressure at the exit section of the inlet duct, W a2cor represents the corrected mass flow rate at the exit of the inlet duct, T t45 represents the total temperature at the exit section of the gas turbine, P t45 represents the total pressure at the exit section of the gas turbine, W a45cor represents the corrected mass flow rate at the exit of the gas turbine, DC 60 represents the total pressure distortion index at the exit of the inlet duct, N gc represents the corrected rotational speed of the compressor of the core engine of the turboshaft engine, f 1 (), f 2 (), f 3 (), f 4 () represents the characteristic curve.

6. An electronic device, characterized in that it includes a processor and a memory. A computer program is stored in the memory. The processor is used to execute the steps of the method as claimed in any one of claims 1 to 3 by calling the computer program stored in the memory.

7. A computer-readable storage medium for storing a computer program for performing hybrid-dimensional simulation of a helicopter and a turboshaft engine, characterized in that when the computer program runs on a computer, it executes the steps of the method as claimed in any one of claims 1 to 3.

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