Hybrid Dimension Simulation Method and System, Equipment, and Storage Medium for Helicopter and Turboshaft Engine

Abstract

The present invention discloses a hybrid dimensional simulation method, system, device, and storage medium for a helicopter and a turboshaft engine. This method fully considers the mutual influence relationship between the helicopter and the turboshaft engine, and innovatively uses the coupling parameters between the two simulation calculations as a medium for iterative calculation. It combines the three-dimensional numerical simulation of the helicopter with the overall performance simulation of the turboshaft engine, connects and iterates the two numerical simulation processes and results. Compared with the traditional numerical simulation method where the helicopter and the turboshaft engine are independent of each other, the final calculation result obtained by this method is closer to the actual working conditions of the helicopter and the turboshaft engine. Without significantly increasing the complexity of the calculation process and the calculation time, it can improve the collaborative R & D design efficiency of the helicopter and the turboshaft engine, reduce the economic and time losses caused by the iteration during independent design, and can be used as one of the solutions for computer-aided design of modern new helicopters and turboshaft engines.

Description

Technical Field

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

[0002] Helicopters are widely used in both military and civilian fields and play an increasingly important role. With the rapid improvement of computer computing power, computer numerical simulation has been widely used in the design of helicopters and turboshaft engines that power helicopters. The structural schematic diagram of a helicopter is as Figure 1 shown, where 1 is the air intake, 2 is the rotor, and 3 is the tail rotor. As Figure 1 can be seen, when the helicopter is working, the high-speed rotation of the rotor will generate a strong downwash flow, and the suction effect during the operation of the turboshaft engine will cause the rotor downwash flow to be sucked into the engine through the air intake. The complex flow field formed under the dual action 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 helicopter. Therefore, there is an interaction between the helicopter and the turboshaft engine during operation, and they are in a strongly coupled state. Currently, most of the numerical simulations carried out for helicopters and turboshaft engines are independent numerical simulations between the two. Among them, three-dimensional numerical simulation is used for helicopters, and one-dimensional overall performance simulation is used for turboshaft engines. Through design experience, a margin design method is adopted, and designers communicate and iterate repeatedly to carry out calculation and analysis. However, due to the strong coupling of some working parameters between the helicopter and the turboshaft engine under the actual working conditions, the independent numerical simulations between the two cannot truly and accurately reflect the working state of the helicopter / turboshaft engine, resulting in low iterative simulation efficiency, large economic and time losses. Summary of the Invention

[0003] The present invention provides a hybrid dimensional simulation method, system, device, and storage medium for a helicopter and a turboshaft engine to solve the technical problems of low iterative simulation efficiency, large economic and time losses caused by the independent numerical simulations of existing helicopter numerical simulation and turboshaft engine numerical simulation.

[0004] of the technical problems.

[0005] According to one aspect of the present invention, a hybrid dimensional simulation method for a helicopter and a turboshaft engine is provided, including the following content:

[0006] Set the working conditions of the helicopter and the turboshaft engine according to the flight mission;

[0007] Given the initial back pressure at the outlet of the air intake as a boundary condition, carry out three-dimensional numerical simulation calculations for the helicopter and the air intake;

[0008] Calculate the power turbine speed and output power of the turboshaft engine based on the set operating conditions and the three-dimensional numerical simulation results of the helicopter and the inlet duct;

[0009] Carry out one-dimensional numerical simulation calculation of the turboshaft engine based on the set operating conditions, the three-dimensional numerical simulation results of the helicopter and the inlet duct, the power turbine speed of the turboshaft engine, and the output power;

[0010] Compare the one-dimensional numerical simulation results of the turboshaft engine with the three-dimensional numerical simulation results of the helicopter and the inlet duct to determine whether the two simulation results match. If they match, the simulation ends. If they do not match, modify the initial back pressure at the outlet of the given inlet duct and continue to iterate until the two simulation results match.

[0011] Further, the operating conditions of the helicopter and the turboshaft engine include flight altitude, flight Mach number, rotor speed, rotor twist angle, tail rotor speed, and tail rotor twist angle.

[0012] Further, the three-dimensional numerical simulation results of the helicopter include rotor power, rotor torque, distribution of rotor forces, tail rotor power, tail rotor torque, distribution of tail rotor forces, flow rate at the outlet of the inlet duct, outlet total temperature, outlet total pressure, total pressure distortion index, and total temperature distortion index.

[0013] Further, before calculating the power turbine speed and output power of the turboshaft engine, the following also includes:

[0014] Based on the three-dimensional numerical simulation results of the helicopter and the inlet duct, calculate whether the torque generated by the tail rotor on the helicopter is balanced with the counter torque generated by the rotor. If not, modify the tail rotor twist angle and re-perform the three-dimensional numerical simulation calculation of the helicopter until the two are balanced.

[0015] Further, the specific calculation of the power turbine speed and output power of the turboshaft engine based on the set operating conditions and the three-dimensional numerical simulation results of the helicopter and the inlet duct is as follows:

[0016] Calculate the power turbine speed of the turboshaft engine based on the given rotor speed or tail rotor speed, and calculate the output power of the power turbine of the turboshaft engine based on the rotor power and tail rotor power obtained from the three-dimensional numerical simulation of the helicopter and the inlet duct.

[0017] Further, the one-dimensional numerical simulation results of the turboshaft engine include the flow rate at the inlet of the engine compressor, aerodynamic parameters of each section, and overall performance parameters of the engine.

[0018] Further, the step of comparing the one-dimensional numerical simulation calculation results of the turboshaft engine with the three-dimensional numerical simulation calculation results of the helicopter and the inlet duct, and determining whether the two simulation calculation results match. If they match, the simulation ends; if they do not match, the given initial back pressure at the outlet of the inlet duct is modified and the iteration continues until the two simulation calculation results match, specifically:

[0019] Compare whether the flow rate at the inlet of the engine compressor obtained from the one-dimensional numerical simulation calculation of the turboshaft engine is balanced with the flow rate at the outlet of the inlet duct obtained from the three-dimensional numerical simulation calculation of the helicopter and the inlet duct. If they are balanced, the simulation ends; if they are not balanced, the given initial back pressure at the outlet of the inlet duct is modified and the iterative simulation calculation is carried out until the two are balanced.

[0020] In addition, the present invention also provides a hybrid-dimensional simulation system for a helicopter and a turboshaft engine, including:

[0021] A setting module for setting the operating conditions of the helicopter and the turboshaft engine according to the flight mission;

[0022] A first simulation calculation module for carrying out three-dimensional numerical simulation calculations of the helicopter and the inlet duct by using the given initial back pressure at the outlet of the inlet duct as a boundary condition;

[0023] An intermediate calculation module for calculating the power turbine speed and output power of the turboshaft engine based on the set operating conditions and the three-dimensional numerical simulation calculation results of the helicopter and the inlet duct;

[0024] A second simulation calculation module for carrying out one-dimensional numerical simulation calculations of the turboshaft engine based on the set operating conditions, the three-dimensional numerical simulation calculation results of the helicopter and the inlet duct, the power turbine speed of the turboshaft engine, and the output power;

[0025] A judgment module for comparing the one-dimensional numerical simulation calculation results of the turboshaft engine with the three-dimensional numerical simulation calculation results of the helicopter and the inlet duct, and determining whether the two simulation calculation results match. If they match, the simulation ends; if they do not match, the given initial back pressure at the outlet of the inlet duct is modified and the iteration continues until the two simulation calculation results match.

[0026] In addition, the present invention also provides a device, including a processor and a memory. A computer program is stored in the memory, and the processor is used to execute the steps of the above-mentioned method by calling the computer program stored in the memory.

[0027] 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 above-mentioned method.

[0028] The present invention has the following effects:

[0029] The hybrid dimensional simulation method of a helicopter and a turboshaft engine according to the present invention fully considers the mutual influence relationship between the helicopter and the turboshaft engine, and innovatively uses the coupling parameters between the two simulation calculations as a medium for iterative calculation, combines the three-dimensional numerical simulation of the helicopter with the overall performance simulation of the turboshaft engine, links and iterates the two numerical simulation processes and results. Compared with the traditional numerical simulation method in which the helicopter and the turboshaft engine are independent of each other, the final calculation result obtained by using this method is closer to the actual working conditions of the helicopter and the turboshaft engine. It can improve the collaborative R & D design efficiency of the helicopter and the turboshaft engine without significantly increasing the complexity of the calculation process and the calculation time, reduce the economic and time losses caused by the iteration in independent design, and can be used as one of the solutions for computer-aided design of modern new helicopters and turboshaft engines.

[0030] In addition, the hybrid dimensional simulation system, device, and computer-readable storage medium of the helicopter and the turboshaft engine according to the present invention also have the above-mentioned advantages.

[0031] 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

[0032] The drawings forming 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:

[0033] Figure 1 is a schematic structural diagram of a helicopter.

[0034] Figure 2 is a schematic flow diagram of the hybrid dimensional simulation method of a helicopter and a turboshaft engine according to a preferred embodiment of the present invention.

[0035] Figure 3 is a schematic flow diagram of the hybrid dimensional simulation method of a helicopter and a turboshaft engine according to another embodiment of the present invention.

[0036] Figure 4 is a schematic module structure diagram of the hybrid dimensional simulation system of a helicopter and a turboshaft engine according to another embodiment of the present invention. DETAILED DESCRIPTION OF THE EMBODIMENTS

[0037] The following will describe the embodiments of the present invention in detail with reference to the drawings, but the present invention can be implemented in many different ways defined and covered by the following.

[0038] Such as Figure 2As shown in the figure, a hybrid dimensional simulation method for a helicopter and a turboshaft engine according to a preferred embodiment of the present invention includes the following contents:

[0039] Step S1: Set the operating conditions of the helicopter and the turboshaft engine according to the flight mission;

[0040] Step S2: Given the initial back pressure at the outlet of the inlet duct as a boundary condition, conduct three-dimensional numerical simulation calculations for the helicopter and the inlet duct;

[0041] Step S3: Calculate the power turbine speed and output power of the turboshaft engine based on the set operating conditions and the three-dimensional numerical simulation calculation results of the helicopter and the inlet duct;

[0042] Step S4: Conduct one-dimensional numerical simulation calculations for the turboshaft engine based on the set operating conditions, the three-dimensional numerical simulation calculation results of the helicopter and the inlet duct, the power turbine speed of the turboshaft engine, and the output power;

[0043] Step S5: Compare the one-dimensional numerical simulation calculation results of the turboshaft engine with the three-dimensional numerical simulation calculation results of the helicopter and the inlet duct to determine whether the two simulation calculation results match. If they match, the simulation ends. If they do not match, modify the given initial back pressure at the outlet of the inlet duct and continue to iterate until the two simulation calculation results match.

[0044] It can be understood that the hybrid dimensional simulation method for the helicopter and the turboshaft engine in this embodiment fully considers the mutual influence relationship between the helicopter and the turboshaft engine, innovatively uses the coupling parameter between the two simulation calculations as a medium for iterative calculation, combines the three-dimensional numerical simulation of the helicopter and the inlet duct with the overall performance simulation of the turboshaft engine, links and iterates the two numerical simulation processes and results. Compared with the traditional numerical simulation method in which the helicopter and the turboshaft engine are independent of each other, the final calculation result obtained by this method is closer to the actual working conditions of the helicopter and the turboshaft engine. Without significantly increasing the complexity of the calculation process and the calculation time, it can improve the collaborative R & D design efficiency of the helicopter and the turboshaft engine, reduce the economic and time losses caused by the iteration in independent design, and can be used as one of the solutions for computer-aided design of modern new helicopters and turboshaft engines.

[0045] It can be understood that in the step S1, setting the operating conditions of the helicopter and the turboshaft engine based on the flight mission includes flight altitude, flight Mach number, rotor speed, rotor twist angle, tail rotor speed, and tail rotor twist angle.

[0046] It can be understood that in step S2, based on the conditions such as the flight altitude, flight Mach number, rotor speed, and tail rotor speed given in step S1, the initial back pressure at the inlet of the intake duct is given as a boundary condition, and three-dimensional numerical simulation calculations of the helicopter are carried out. The results of the three-dimensional numerical simulation calculations of the helicopter include parameters such as rotor power, rotor torque, distribution of rotor forces, tail rotor power, tail rotor torque, distribution of tail rotor forces, flow rate at the outlet of the intake duct, total temperature at the outlet, total pressure at the outlet, total pressure distortion index, and total temperature distortion index. Among them, with the given initial back pressure at the outlet of the intake duct as the input of the boundary condition at the inlet of the engine compressor, this parameter can obtain the optimized final value in subsequent parameter iterations. In addition, the specific method for three-dimensional numerical simulation calculations of the helicopter is a relatively mature simulation technology in the industry, so the specific content will not be elaborated here.

[0047] As Figure 3 shown, in another embodiment of the present invention, before step S3, the hybrid dimensional simulation method of the helicopter and the turboshaft engine further includes the following content:

[0048] Step S23: Based on the results of the three-dimensional numerical simulation calculations of the helicopter and the intake duct, calculate whether the torque generated by the tail rotor on the helicopter is balanced with the counter torque generated by the rotor. If not, modify the tail rotor twist angle and re-perform the three-dimensional numerical simulation calculations of the helicopter until the two are balanced.

[0049] It can be understood that the torque generated by the tail rotor on the helicopter needs to be balanced with the counter torque generated by the rotor to ensure that the helicopter can maintain stable flight. If the two are not balanced, it is necessary to adjust the tail rotor twist angle and re-perform the three-dimensional numerical simulation calculations of the helicopter and the intake duct until the two are balanced. Therefore, after the three-dimensional numerical simulation calculations of the helicopter and the intake duct are completed, it is necessary to determine whether the torque generated by the tail rotor and the counter torque generated by the rotor are balanced to ensure that the results of the three-dimensional numerical simulation calculations of the helicopter and the intake duct conform to the actual working state of the helicopter, and to avoid the input of the results of the three-dimensional numerical simulation calculations of the helicopter that do not conform to the actual working state of the helicopter into the subsequent simulation calculations, resulting in the final simulation results not conforming to the actual working state of the helicopter and the turboshaft engine, and further increasing the number of iterative simulation calculations.

[0050] It can be understood that step S3 is specifically:

[0051] Based on the given rotor speed or tail rotor speed, calculate the power turbine speed of the turboshaft engine, and based on the rotor power and tail rotor power obtained from the three-dimensional numerical simulation calculations of the helicopter and the intake duct, calculate the output power of the power turbine of the turboshaft engine.

[0052] Among them, the following relationships exist between the helicopter and the turboshaft engine: The helicopter rotor and tail rotor are driven by the power turbine of the turboshaft engine through a transmission system, and the ratios of the rotor speed to the power turbine speed and the tail rotor speed to the power turbine speed are both fixed values. Since the power turbine of the turboshaft engine drives both the helicopter rotor and the tail rotor simultaneously, the output power of the power turbine of the turboshaft engine must be balanced with the sum of the absorbed powers of the helicopter rotor and the tail rotor. Therefore, the power turbine speed of the turboshaft engine can be calculated based on the given rotor speed or tail rotor speed, and the output power of the power turbine of the turboshaft engine can be calculated based on the rotor power and tail rotor power obtained from the three-dimensional numerical simulation of the helicopter.

[0053] It can be understood that in step S4, based on working conditions such as the set flight altitude and flight Mach number, and combining the total pressure, total temperature, total pressure distortion index, and total temperature distortion index at the inlet of the inlet duct obtained from the simulation calculation in step S2, as well as the power turbine speed and output power of the turboshaft engine calculated in step S3, using the one-dimensional overall performance calculation method of the turboshaft engine, the inlet flow rate of the engine compressor, aerodynamic parameters at each section, and other overall performance parameters of the engine can be calculated. Under known working conditions, taking the three-dimensional numerical simulation results of the helicopter and the inlet duct, the calculated power turbine speed and output power of the turboshaft engine as the input for the one-dimensional simulation of the turboshaft engine, the parameters of the three-dimensional numerical simulation of the helicopter and the one-dimensional simulation of the turboshaft engine are coupled, realizing a mixed-dimensional simulation, thus ensuring that the calculation results of the mixed-dimensional simulation are closer to the actual working state of the helicopter and the turboshaft engine. In addition, the specific one-dimensional overall performance calculation method of the turboshaft engine is a relatively mature simulation technology in the industry, so the specific content will not be elaborated here.

[0054] It can be understood that step S5 is specifically as follows:

[0055] Compare whether the inlet flow rate of the engine compressor obtained from the one-dimensional numerical simulation of the turboshaft engine is balanced with the outlet flow rate of the inlet duct obtained from the three-dimensional numerical simulation of the helicopter and the inlet duct. If they are balanced, the simulation ends; if not, modify the given initial back pressure at the outlet of the inlet duct for iterative simulation calculation until the two are balanced.

[0056] Among them, by comparing whether the inlet flow rate of the engine compressor obtained from the one-dimensional numerical simulation of the turboshaft engine is balanced with the outlet flow rate of the inlet duct obtained from the three-dimensional numerical simulation of the helicopter and the inlet duct, the influence of the complex flow field under the combined action of the downwash flow generated by the rotor and the engine suction on the engine compressor is considered, and the total pressure distortion index at the outlet of the inlet duct is introduced into the one-dimensional simulation of the turboshaft engine, thereby improving the performance of the engine compressor.

[0057] In addition, as Figure 4As shown in the figure, another embodiment of the present invention further provides a helicopter and turboshaft engine hybrid dimensional simulation system, preferably adopting the simulation method described above. The simulation system includes:

[0058] A setting module for setting the operating conditions of the helicopter and the turboshaft engine according to the flight mission;

[0059] A first simulation calculation module for performing three-dimensional numerical simulation calculations of the helicopter and the inlet duct by taking the initial back pressure at the outlet of the inlet duct as a boundary condition;

[0060] An intermediate calculation module for calculating the power turbine speed and output power of the turboshaft engine based on the set operating conditions and the three-dimensional numerical simulation calculation results of the helicopter and the inlet duct;

[0061] A second simulation calculation module for performing one-dimensional numerical simulation calculations of the turboshaft engine based on the set operating conditions, the three-dimensional numerical simulation calculation results of the helicopter and the inlet duct, the power turbine speed of the turboshaft engine, and the output power;

[0062] A judgment module for comparing the one-dimensional numerical simulation calculation results of the turboshaft engine with the three-dimensional numerical simulation calculation results of the helicopter and the inlet duct, and judging whether the two simulation calculation results match. If they match, the simulation ends; if they do not match, the given initial back pressure at the outlet of the inlet duct is modified and the iteration continues until the two simulation calculation results match.

[0063] It can be understood that the helicopter and turboshaft engine hybrid dimensional simulation system of this embodiment fully considers the mutual influence relationship between the helicopter and the turboshaft engine, innovatively uses the coupling parameters between the two simulation calculations as a medium for iterative calculations, combines the three-dimensional numerical simulation of the helicopter and the inlet duct with the overall performance simulation of the turboshaft engine, links and iterates the two numerical simulation processes and results. Compared with the traditional numerical simulation method in which the helicopter and the turboshaft engine are independent of each other, the final calculation results obtained by this method are closer to the actual working conditions of the helicopter and the turboshaft engine. Without significantly increasing the complexity of the calculation process and the calculation duration, it can improve the collaborative R & D design efficiency of the helicopter and the turboshaft engine, reduce the economic and time losses caused by the iteration during independent design, and can be used as one of the solutions for the computer-aided design of modern new helicopters and turboshaft engines.

[0064] Among them, the setting module can set parameters such as the flight altitude, flight Mach number, rotor speed, rotor twist angle, tail rotor speed, and tail rotor twist angle of the helicopter and the turboshaft engine.

[0065] The first simulation calculation module can carry out three-dimensional numerical simulation calculation of the helicopter based on conditions such as the flight altitude, flight Mach number, rotor speed, and tail rotor speed set by the setting module, and give the initial back pressure at the inlet of the inlet duct as a boundary condition. The three-dimensional numerical simulation calculation results of the helicopter obtained include parameters such as rotor power, rotor torque, distribution of rotor forces, tail rotor power, tail rotor torque, distribution of tail rotor forces, inlet duct outlet flow rate, outlet total temperature, outlet total pressure, total pressure distortion index, and total temperature distortion index. Among them, with the given initial back pressure at the inlet of the inlet duct as the input of the engine compressor inlet boundary condition, this parameter can obtain the optimized final value in subsequent parameter iterations. In addition, the specific three-dimensional numerical simulation calculation method of the helicopter is a relatively mature simulation technology in the industry, so the specific content will not be elaborated here.

[0066] Optionally, the hybrid dimensional simulation system of the helicopter and the turboshaft engine further includes:

[0067] A torque balance analysis module, which is used to calculate whether the torque generated by the tail rotor on the helicopter is balanced with the anti-torque generated by the rotor based on the three-dimensional numerical simulation calculation results of the helicopter and the inlet duct. If not balanced, the tail rotor twist angle is modified and the three-dimensional numerical simulation calculation of the helicopter is carried out again until the two are balanced.

[0068] It can be understood that the torque generated by the tail rotor on the helicopter needs to be balanced with the anti-torque generated by the rotor to ensure that the helicopter can maintain stable flight. If the two are not balanced, the tail rotor twist angle needs to be adjusted and the three-dimensional numerical simulation calculation of the helicopter is carried out again until the two are balanced. Therefore, after the first simulation calculation module completes the three-dimensional numerical simulation calculation of the helicopter, it is necessary to judge whether the torque generated by the tail rotor and the anti-torque generated by the rotor are balanced through the torque balance analysis module, so as to ensure that the three-dimensional numerical simulation calculation results of the helicopter conform to the actual working state of the helicopter, and avoid the three-dimensional numerical simulation calculation results of the helicopter that do not conform to the actual working state of the helicopter being input into the subsequent simulation calculations, resulting in the final simulation results not conforming to the actual working state of the helicopter and the turboshaft engine, and further resulting in an increase in the number of iterative simulation calculations.

[0069] It can be understood that there is the following relationship between the helicopter and the turboshaft engine: the helicopter rotor and tail rotor are driven by the power turbine of the turboshaft engine through a transmission system, and the ratios of rotor speed / power turbine speed and tail rotor speed / power turbine speed are both fixed values; since the power turbine of the turboshaft engine drives the helicopter rotor and tail rotor at the same time, the output power of the power turbine of the turboshaft engine must be balanced with the sum of the absorbed powers of the helicopter rotor and tail rotor. Therefore, the intermediate calculation module can calculate the power turbine speed of the turboshaft engine based on the given rotor speed or tail rotor speed, and calculate the output power of the power turbine of the turboshaft engine based on the rotor power and tail rotor power obtained from the three-dimensional numerical simulation calculation of the helicopter.

[0070] Based on the working conditions such as the flight altitude and flight Mach number set by the setting module, and in combination with the total pressure at the inlet of the inlet duct, the total temperature at the outlet, the total pressure distortion index, and the total temperature distortion index obtained by the first simulation calculation module, as well as the power turbine speed and output power of the turboshaft engine obtained by the intermediate calculation module, the second simulation calculation module can calculate the inlet flow rate of the engine compressor, the aerodynamic parameters of each section, and other overall engine performance parameters by using the one-dimensional overall performance calculation method of the turboshaft engine. Under known working conditions, taking the three-dimensional numerical simulation calculation results of the helicopter, the calculated power turbine speed and output power of the turboshaft engine as the input of the one-dimensional simulation calculation of the turboshaft engine, the three-dimensional numerical simulation of the helicopter and the one-dimensional simulation of the turboshaft engine are parameter-coupled to achieve a hybrid-dimensional simulation, thus ensuring that the hybrid-dimensional simulation calculation results are closer to the actual working state of the helicopter and the turboshaft engine. In addition, the specific one-dimensional overall performance calculation method of the turboshaft engine is a relatively mature simulation technology in the industry, so the specific content will not be elaborated here.

[0071] The judgment module determines whether the inlet flow rate of the engine compressor obtained by the one-dimensional numerical simulation calculation of the turboshaft engine is balanced with the outlet flow rate of the inlet duct obtained by the three-dimensional numerical simulation calculation of the helicopter. If they are balanced, the simulation ends; if not, the given initial back pressure at the outlet of the inlet duct is modified for iterative simulation calculation until the two are balanced. Among them, by comparing whether the inlet flow rate of the engine compressor obtained by the one-dimensional numerical simulation calculation of the turboshaft engine is balanced with the outlet flow rate of the inlet duct obtained by the three-dimensional numerical simulation calculation of the helicopter, the influence of the complex flow field under the combined action of the downwash flow generated by the rotor and the engine suction on the engine compressor is considered, and the total pressure distortion index at the outlet of the inlet duct is introduced into the one-dimensional simulation calculation of the turboshaft engine, thereby improving the performance of the engine compressor.

[0072] In addition, another embodiment of the present invention further provides a 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.

[0073] In addition, another embodiment of the present invention further provides a computer-readable storage medium for storing a computer program for performing a 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.

[0074] The forms of 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. The 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 any other intangible medium that facilitates 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.

[0075] The above 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 modifications, equivalent replacements, improvements, 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 hybrid dimensional simulation method for a helicopter and a turboshaft engine, characterized in that, it includes the following: Set the operating conditions of the helicopter and the turboshaft engine according to the flight mission; Given the initial back pressure at the inlet duct outlet as a boundary condition, conduct three-dimensional numerical simulation calculations for the helicopter and the inlet duct; Based on the set operating conditions and the three-dimensional numerical simulation calculation results of the helicopter and the inlet duct, calculate the power turbine speed and output power of the turboshaft engine. The three-dimensional numerical simulation calculation results of the helicopter include rotor power, rotor torque, distribution of rotor forces, tail rotor power, tail rotor torque, distribution of tail rotor forces, inlet duct outlet flow rate, outlet total temperature, outlet total pressure, total pressure distortion index, and total temperature distortion index; Based on the set operating conditions, the three-dimensional numerical simulation calculation results of the helicopter and the inlet duct, the power turbine speed and output power of the turboshaft engine, conduct one-dimensional numerical simulation calculations for the turboshaft engine. The one-dimensional numerical simulation calculation results of the turboshaft engine include the engine compressor inlet flow rate, aerodynamic parameters of each section, and overall engine performance parameters; Compare the one-dimensional numerical simulation calculation results of the turboshaft engine with the three-dimensional numerical simulation calculation results of the helicopter and the inlet duct to determine whether the two simulation calculation results match. If they match, the simulation ends. If they do not match, modify the given initial back pressure at the inlet duct outlet and continue to iterate until the two simulation calculation results match; The comparison of the one-dimensional numerical simulation calculation results of the turboshaft engine with the three-dimensional numerical simulation calculation results of the helicopter and the inlet duct to determine whether the two simulation calculation results match. If they match, the simulation ends. If they do not match, modify the given initial back pressure at the inlet duct outlet and continue to iterate until the two simulation calculation results match specifically is: Compare whether the engine compressor inlet flow rate obtained from the one-dimensional numerical simulation calculation of the turboshaft engine is balanced with the inlet duct outlet flow rate obtained from the three-dimensional numerical simulation calculation of the helicopter and the inlet duct. If they are balanced, the simulation ends. If they are not balanced, modify the given initial back pressure at the inlet duct outlet and conduct iterative simulation calculations until the two are balanced.

2. The hybrid dimensional simulation method for a helicopter and a turboshaft engine 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, rotor twist angle, tail rotor speed, and tail rotor twist angle.

3. The hybrid dimensional simulation method for a helicopter and a turboshaft engine according to claim 1, characterized in that, Before calculating the power turbine speed and output power of the turboshaft engine, it also includes the following: Based on the three-dimensional numerical simulation calculation results of the helicopter and the inlet duct, calculate whether the torque generated by the tail rotor on the helicopter is balanced with the anti-torque generated by the rotor. If they are not balanced, modify the tail rotor twist angle and re-conduct three-dimensional numerical simulation calculations for the helicopter until the two are balanced.

4. The hybrid dimensional simulation method for a helicopter and a turboshaft engine according to claim 1, characterized in that, the calculation of the power turbine speed and output power of the turboshaft engine based on the set operating conditions and the three-dimensional numerical simulation calculation results of the helicopter and the inlet duct specifically is: The power turbine speed of the turboshaft engine is calculated based on the given rotor speed or tail rotor speed, and the output power of the turboshaft engine power turbine is calculated based on the rotor power and tail rotor power obtained from the three-dimensional numerical simulation of the helicopter and the air intake duct.

5. A hybrid-dimensional simulation system for a helicopter and a turboshaft engine, adopting the hybrid-dimensional simulation method for a helicopter and a turboshaft engine as described in any one of claims 1 to 4. It is 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 first simulation calculation module for performing three-dimensional numerical simulation calculations of the helicopter and the air intake duct by taking the initial back pressure at the outlet of the air intake duct as a boundary condition. An intermediate calculation module for calculating the power turbine speed and output power of the turboshaft engine based on the set operating conditions and the three-dimensional numerical simulation calculation results of the helicopter and the air intake duct. A second simulation calculation module for performing one-dimensional numerical simulation calculations of the turboshaft engine based on the set operating conditions, the three-dimensional numerical simulation calculation results of the helicopter and the air intake duct, the power turbine speed of the turboshaft engine, and the output power. A judgment module for comparing the one-dimensional numerical simulation calculation results of the turboshaft engine with the three-dimensional numerical simulation calculation results of the helicopter and the air intake duct to judge whether the two simulation calculation results match. If they match, the simulation ends; if they do not match, the given initial back pressure at the outlet of the air intake duct is modified and the iteration continues until the two simulation calculation results match.

6. An electronic device It is characterized in that it includes a processor and a memory. A computer program is stored in the memory, and the processor is used to execute the steps of the method as described in any one of claims 1 to 4 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. It is characterized in that when the computer program runs on a computer, it executes the steps of the method as described in any one of claims 1 to 4.

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