Turbo-shaft engine pneumatic regulation system and control method thereof

Abstract

This invention relates to the field of gas turbine engine technology, specifically to a turboshaft engine aerodynamic adjustment system and its control method. The turboshaft engine aerodynamic adjustment system includes: a compressor; a particle separator with a first air intake on its inner flow channel wall; a first air conditioning flow path, one end of which is connected to the compressor and the other end to the first air intake, the first air conditioning flow path being adapted to adjust the flow rate of compressed air in the introduced airflow channel to adjust the flow field of the particle separator; a power turbine guide vane with a second air intake; and a second air conditioning flow path, one end of which is connected to the compressor and the other end to the second air intake, the second air conditioning flow path being adapted to adjust the flow rate of compressed air introduced into the inter-vane passage of the power turbine to adjust the flow function of the power turbine. The turboshaft engine aerodynamic adjustment system provided by this invention can actively adjust component characteristics according to changes in flight conditions and environmental factors, improving engine performance and environmental adaptability.

Description

Technical Field

[0001] This invention relates to the field of gas turbine engine technology, and more specifically to a turboshaft engine aerodynamic adjustment system and its control method. Background Technology

[0002] Turboshaft engines, also known as gas turbine shaft engines, are a major component of the power systems of various advanced attack helicopters. Structurally, turboshaft engines are similar to turbojet / turbofan engines, including a compressor, combustion chamber, turbine, and accessory drive system. The difference lies in the fact that turboshaft engines include a power turbine with constant speed regulation and are generally equipped with a particle separator to filter sand and dust.

[0003] Existing turboshaft engine component design and control technologies are generally based on the concept of passive control, lacking the ability to actively adjust component characteristics according to changes in flight conditions and environmental factors. Components are designed with compromises to meet safety and performance requirements within a certain operating range. For example, while particle separators effectively separate sand and dust, they introduce significant intake losses, reducing engine output power by 2%-3%, resulting in additional intake losses in most scenarios and shortening the aircraft's range. High-speed helicopters or tiltrotor aircraft require a reduction of over 20% in output turbine speed. Conventional turbine designs, due to variations in output shaft speed under different flight conditions, cause turbine flow rate and operating point adaptability issues, resulting in off-design point turbine efficiency dropping to over 5%, engine output power loss exceeding 5%, and increased fuel consumption across the entire fuel envelope. This severely impacts the range and flight time of aircraft equipped with turboshaft engines. In conclusion, existing turboshaft engines lack the ability to actively adjust component characteristics according to changes in flight conditions and environmental factors, resulting in weak engine performance and environmental adaptability. Summary of the Invention

[0004] Therefore, the technical problem to be solved by the present invention is to overcome the shortcomings of existing turboshaft engines in the prior art, which lack the ability to actively adjust component characteristics according to changes in flight state and environmental factors, resulting in weak engine performance and environmental adaptability. Thus, the present invention provides a turboshaft engine aerodynamic adjustment system and control method that can actively adjust component characteristics according to changes in flight state and environmental factors, thereby improving engine performance and environmental adaptability.

[0005] To solve the above-mentioned technical problems, the present invention provides a turboshaft engine aerodynamic adjustment system, comprising:

[0006] Air compressor;

[0007] A particle separator includes an inner flow channel wall and an outer flow channel wall, with an airflow channel formed between the inner flow channel wall and the outer flow channel wall; a first air intake is provided radially on the inner flow channel wall, the first air intake being adapted to introduce compressed air from the compressor radially into the airflow channel;

[0008] The first air conditioning flow path has one end connected to the compressor and the other end connected to the first air inlet. The first air conditioning flow path is adapted to adjust the flow rate of compressed air introduced radially into the airflow channel in order to adjust the flow field of the particle separator.

[0009] The power turbine guide vane has a second air inlet, which is adapted to introduce the compressed air from the compressor into the inter-blade passage of the power turbine.

[0010] The second air conditioning flow path has one end connected to the compressor and the other end connected to the second air inlet. The second air conditioning flow path is adapted to adjust the flow rate of the compressed air introduced into the inter-blade passage of the power turbine in order to adjust the flow function of the power turbine.

[0011] Optionally, the turboshaft engine aerodynamic adjustment system further includes a sand and dust concentration monitoring module, which is built into the airflow channel near the air inlet of the particle separator. The sand and dust concentration monitoring module is adapted to monitor the sand and dust concentration entering the airflow channel from the air inlet in real time.

[0012] Optionally, a first valve is provided in the first air conditioning flow path, and the first valve is electrically and / or communicatively connected to the sand and dust concentration monitoring module; the first valve is adapted to adjust the flow rate of compressed air in the first air conditioning flow path according to the sand and dust concentration sensed by the sand and dust concentration monitoring module.

[0013] A second valve is provided in the second air conditioning flow path. The second valve is electrically and / or communicatively connected to the sand and dust concentration monitoring module. The flow area of ​​the second valve is continuously adjustable. The second valve is adapted to adjust the flow rate of compressed air in the second air conditioning flow path according to the sand and dust concentration sensed by the sand and dust concentration monitoring module.

[0014] Optionally, the airflow channel of the particle separator is split at the splitting lip to form a scavenging flow channel and a main airflow channel;

[0015] The turboshaft engine aerodynamic adjustment system also includes a blower, which is located at the end of the clearing flow channel away from the splitting lip along the airflow direction; the blower is electrically and / or communicatively connected to the sand and dust concentration monitoring module, and the motor power of the blower is positively correlated with the sand and dust concentration sensed by the sand and dust concentration monitoring module.

[0016] Optionally, the turboshaft engine aerodynamic adjustment system further includes a turbine speed monitoring module, which is adapted to monitor the speed of the power turbine in real time; the turbine speed monitoring module is electrically and / or communicatively connected to the second valve, and the flow area of ​​the second valve is negatively correlated with the speed of the power turbine sensed by the turbine speed monitoring module.

[0017] The control method for a turboshaft engine aerodynamic adjustment system provided by this invention is applied to the turboshaft engine aerodynamic adjustment system as described above. The turboshaft engine aerodynamic adjustment system includes a compressor, a particle separator, a power turbine guide vane, a first airflow path, a second airflow path, and a blower. A dust concentration monitoring module is installed within the airflow channel of the particle separator. The rotational speed of the power turbine is monitored in real time by a turbine speed monitoring module. A first valve is installed on the first airflow path, and a second valve is installed on the second airflow path. The control method for the turboshaft engine aerodynamic adjustment system includes:

[0018] Receive the engine's operating status;

[0019] The dust concentration monitoring module controls the operation status to obtain the dust concentration entering the airflow channel, and the turbine speed monitoring module controls the operation status to obtain the real-time speed of the power turbine.

[0020] The opening and closing of the first valve and / or the flow area are adjusted based on the sand and dust concentration; the flow area of ​​the second valve is adjusted based on the sand and dust concentration; the motor power of the blower is adjusted based on the sand and dust concentration; and the flow area of ​​the second valve is adjusted based on the real-time rotation speed.

[0021] Optionally, when the engine is in high sand and dust protection mode, the first valve is opened to guide compressed air radially into the airflow channel, while the motor power of the blower is adjusted to the maximum.

[0022] When the engine is in maximum power mode, the first valve is closed to reduce the power of the blower motor, while the flow area of ​​the second valve is adjusted to the maximum.

[0023] When the engine is in the lowest fuel consumption mode, the first valve is closed to reduce the power of the blower motor, while the flow area of ​​the second valve is adjusted according to the change in the speed of the power turbine.

[0024] The present invention also provides a control device for a turboshaft engine aerodynamic adjustment system, applied to the control method of the turboshaft engine aerodynamic adjustment system as described above, wherein the control device for the turboshaft engine aerodynamic adjustment system includes:

[0025] The receiving module is used to receive the engine's operating status;

[0026] The control module is used to control the sand and dust concentration monitoring module to obtain the sand and dust concentration entering the airflow channel based on the operating status, and to control the turbine speed monitoring module to obtain the real-time speed of the power turbine based on the operating status.

[0027] The sending module is used to adjust the opening and closing of the first valve and / or the flow area based on the sand and dust concentration, adjust the flow area of ​​the second valve based on the sand and dust concentration, adjust the motor power of the blower based on the sand and dust concentration, and adjust the flow area of ​​the second valve based on the real-time speed.

[0028] The present invention also provides a computer device, comprising: a memory and a processor, wherein the memory and the processor are communicatively connected to each other, the memory stores computer instructions, and the processor executes the computer instructions to perform the control method of the turboshaft engine aerodynamic adjustment system as described above.

[0029] The present invention also provides a computer-readable storage medium storing computer instructions for causing a computer to execute the control method of the turboshaft engine aerodynamic adjustment system as described above.

[0030] The technical solution of this invention has the following advantages:

[0031] 1. The turboshaft engine aerodynamic adjustment system provided by the present invention actively adjusts the working characteristics of the particle separator by radially setting a first air intake on the inner flow channel wall and setting a first air conditioning flow path, such that one end of the first air conditioning flow path is connected to the compressor and the other end is connected to the first air intake; by opening a second air intake on the power turbine guide vane and setting a second air conditioning flow path, such that one end of the second air conditioning flow path is connected to the compressor and the other end is connected to the second air intake; by actively adjusting the working characteristics of the power turbine by aerodynamic adjustment; when the engine is in a sand and dust environment, the system actively adjusts the working characteristics of the power turbine by aerodynamic adjustment. The invention adjusts the flow function of the power turbine to improve the sand and dust separation efficiency and enhance the sand and dust separation effect of the particle separator. Simultaneously, it actively adjusts the flow function of the power turbine to optimize the overall engine matching relationship and improve engine performance. When the engine is in a favorable sand and dust environment, the bypass channel of the particle separator can be reduced or even closed to reduce the losses of the particle separator. The invention also actively adjusts the flow function of the power turbine to optimize the overall engine matching relationship and improve engine performance. This invention enables engine mode switching between sand and dust environments and normal environments, balancing the sand-proof function in sand and dust environments with the economy in normal environments, thereby improving the engine's adaptability to different sand and dust environments and operating conditions, and enhancing engine performance.

[0032] 2. The turboshaft engine pneumatic adjustment system provided by the present invention includes a first valve in the first air conditioning flow path. The first valve can have an open state and a closed state, thereby selectively connecting the first air intake to the compressor. The first valve can also have a continuously adjustable valve flow area, thereby adjusting the flow rate of compressed air in the first air conditioning flow path. The present invention dynamically changes the working characteristics of the particle separator through pneumatic adjustment, structurally realizing the switching adjustment of the sand and dust separation function. By electrically and / or communicatively connecting the first valve to the sand and dust concentration monitoring module, this switching action is automated, thereby enabling the first valve to adjust the flow rate of compressed air in the first air conditioning flow path according to the sand and dust concentration sensed by the sand and dust concentration monitoring module. A second valve is provided in the second air conditioning flow path. In order to adjust the air blowing ratio of the power turbine in real time according to the change of the power turbine speed, the second valve needs to be set as a structure with continuously adjustable flow area, so as to adjust the flow rate of compressed air in the second air conditioning flow path. By electrically connecting and / or communicating with the sand and dust concentration monitoring module, the second valve can adjust the flow rate of compressed air in the second air conditioning flow path in real time according to the sand and dust concentration sensed by the sand and dust concentration monitoring module, thereby actively adjusting the flow function of the power turbine in real time.

[0033] 3. The control method for the aerodynamic adjustment system of a turboshaft engine provided by the present invention receives the engine's operating status; controls a sand and dust concentration monitoring module to obtain the sand and dust concentration entering the airflow channel based on the operating status; controls a turbine speed monitoring module to obtain the real-time speed of the power turbine based on the operating status; adjusts the opening and closing of a first valve and / or the flow area based on the sand and dust concentration; adjusts the flow area of ​​a second valve based on the sand and dust concentration; adjusts the motor power of a blower based on the sand and dust concentration; and adjusts the flow area of ​​the second valve based on the real-time speed. This enables the engine to switch between sand and dust environments and normal environments, balancing the sand-proof function in sand and dust environments with the economy in normal environments, thereby improving the engine's adaptability to different sand and dust environments and operating conditions and its performance level. Attached Figure Description

[0034] To more clearly illustrate the specific embodiments of the present invention or the technical solutions in the prior art, the drawings used in the description of the specific embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of the present invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0035] Figure 1 This is a schematic diagram illustrating the working principle of the turboshaft engine aerodynamic adjustment system of the present invention;

[0036] Figure 2 for Figure 1 Schematic diagram illustrating the connection principle between the medium particle separator, the first air conditioning flow path, and the blower;

[0037] Figure 3 A schematic diagram illustrating the working principle of a particle separator;

[0038] Figure 4 for Figure 1 Schematic diagram of the bleed air principle of the medium-power turbine guide vanes and casing;

[0039] Figure 5 for Figure 1 Schematic diagram of the bleed air principle of the guide vane of the medium-power turbine;

[0040] Figure 6 This is a schematic diagram of the control method of the turboshaft engine aerodynamic adjustment system of the present invention;

[0041] Figure 7 This is a schematic diagram of the control device of the turboshaft engine aerodynamic adjustment system of the present invention;

[0042] Figure 8 This is a schematic diagram of the structure of the computer device of the present invention.

[0043] Explanation of reference numerals in the attached figures:

[0044] 10. Compressor; 11. First gas control path; 110. First valve; 12. Second gas control path; 120. Second valve;

[0045] 20. Particle separator; 21. Inner flow channel wall; 22. Outer flow channel wall; 23. Airflow channel; 230. Diverting lip; 231. Scavenging flow channel; 232. Main airflow channel; 24. First air intake port;

[0046] 30. Power turbine guide vane; 300. Power turbine inter-blade passage; 31. Second air intake;

[0047] 40. Dust Concentration Monitoring Module;

[0048] 50. Blower;

[0049] 60. Turbine speed monitoring module;

[0050] 70. Casing; 71. Third air vent. Detailed Implementation

[0051] The technical solution of the present invention will now be clearly and completely described with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of the present invention. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0052] In the description of this invention, it should be noted that the terms "center," "upper," "lower," "left," "right," "vertical," "horizontal," "inner," and "outer," etc., indicate the orientation or positional relationship based on the orientation or positional relationship shown in the accompanying drawings. They are used only for the convenience of describing this invention and for simplifying the description, and do not indicate or imply that the device or element referred to must have a specific orientation, or be constructed and operated in a specific orientation. Therefore, they should not be construed as limitations on this invention. Furthermore, the terms "first," "second," and "third" are used for descriptive purposes only and should not be construed as indicating or implying relative importance.

[0053] In the description of this invention, it should be noted that, unless otherwise explicitly specified and limited, the terms "installation," "connection," and "linking" should be interpreted broadly. For example, they can refer to a fixed connection, a detachable connection, or an integral connection; they can refer to a mechanical connection or an electrical connection; they can refer to a direct connection or an indirect connection through an intermediate medium; and they can refer to the internal connection of two components. Those skilled in the art can understand the specific meaning of the above terms in this invention according to the specific circumstances.

[0054] Furthermore, the technical features involved in the different embodiments of the present invention described below can be combined with each other as long as they do not conflict with each other.

[0055] Example 1

[0056] The component characteristic design and control technology of pre-modified turboshaft engines were generally based on the concept of passive control, lacking the ability to actively adjust component characteristics according to changes in flight conditions and environmental factors. Components were designed with compromises to meet safety and performance requirements within a certain operating range. To further improve environmental adaptability and unlock performance potential, turboshaft engines urgently need to explore technologies such as actively adjusting the power turbine flow function, in addition to current fuel flow and compressor guide vane adjustment measures, to further improve variable speed high-speed flight capabilities and high-altitude power output. Figures 1-5 As shown, the turboshaft engine aerodynamic adjustment system provided in this embodiment includes:

[0057] Compressor 10;

[0058] The particle separator 20 includes an inner flow channel wall 21 and an outer flow channel wall 22, with an airflow channel 23 formed between the inner flow channel wall 21 and the outer flow channel wall 22; a first air inlet 24 is provided radially on the inner flow channel wall 21, and the first air inlet 24 is adapted to introduce compressed air from the compressor 10 radially into the airflow channel 23.

[0059] The first air conditioning flow path 11 has one end connected to the compressor 10 and the other end connected to the first air intake 24. The first air conditioning flow path 11 is adapted to adjust the flow rate of compressed air introduced radially into the airflow channel 23 in order to adjust the flow field of the particle separator 20.

[0060] The power turbine guide vane 30 has a second air inlet 31, which is adapted to introduce the compressed air of the compressor 10 into the power turbine blade passage 300.

[0061] The second air conditioning flow path 12 has one end connected to the compressor 10 and the other end connected to the second air intake 31. The second air conditioning flow path 12 is adapted to adjust the flow rate of the compressed air introduced into the inter-blade passage 300 of the power turbine in order to adjust the flow function of the power turbine.

[0062] It should be noted that, please refer to Figure 3 As shown, there are various types of particle separators, among which the most common is the integral particle separator with pre-swirl blades. Sand particles move towards the outer channel due to the centrifugal force generated by the pre-swirl blades and the hump-shaped flow channel. After being dragged by aerodynamic forces and rebounding off the wall, they enter the clear flow channel. The clean airflow passes through the counter-swirl blades to eliminate swirl before entering the compressor. After passing through the particle separator, sand and dust exhibit obvious flow characteristics. Sand particles above the boundary trajectory line are separated in the clear flow channel, while particles below them enter the main flow channel. Turboshaft engines with particle separators can significantly reduce the damage or blockage of cooling air passages caused by sand and dust, improving the engine's adaptability to sandy environments. However, particle separators introduce losses, reducing engine power output. The losses of the particle separator are positively correlated with the bypass ratio; the larger the bypass flow rate, the greater the loss. The bypass ratio refers to the ratio of the airflow flow rate through the clear flow channel to the airflow flow rate entering the main flow channel. Therefore, when operating in high-altitude or dusty environments, the power loss of the original turboshaft engine with a particle separator due to the bypass airflow of the particle separator cannot be recovered.

[0063] Please refer to the turboshaft engine aerodynamic adjustment system provided by this invention. Figure 2As shown, the particle separator 20 includes an inner flow channel wall 21 and an outer flow channel wall 22, with an airflow channel 23 formed between the inner flow channel wall 21 and the outer flow channel wall 22. Compressed air from the compressor 10 is radially introduced into the airflow channel 23 by providing a first air inlet 24 radially on the inner flow channel wall 21. (See also...) Figure 1 As shown, by setting a first air conditioning flow path 11, one end of the first air conditioning flow path 11 is connected to the compressor 10, and the other end is connected to the first air intake 24, thereby adjusting the flow rate of compressed air introduced radially into the airflow channel 23, and thus adjusting the flow field of the particle separator 20. For example, when the engine is working in a high dust environment, the first air conditioning flow path 11 can be opened for active pneumatic adjustment, thereby improving the dust separation efficiency of the particle separator 20 and enhancing the dust separation effect of the particle separator 20. When the engine is working at high altitude or in a good dust environment, the first air conditioning flow path 11 can be closed. At the same time, by reducing the motor power, the bypass channel of the particle separator 20 can be reduced or even closed, reducing the loss of the particle separator.

[0064] It should be noted that the geometry of conventional turboshaft engine turbine blades is designed primarily for optimal performance under a specific operating condition. Under this condition, the turbine blades operate at a fixed speed with a fixed geometry. When engine operating conditions change, this can easily lead to degraded off-design performance and increased thermal stress. This is especially true for wide-range speed-range aircraft such as high-speed helicopters and tiltrotor aircraft. To achieve optimal matching between the propeller and turbine speeds, the turbine speed often varies over a wide range during flight. This means that turbine blades with fixed geometry designs cannot adapt to changes in the incoming flow angle of attack and load caused by these wide speed variations, resulting in increased off-design flow losses and reduced efficiency. The traditional solution is to use a geometrically adjustable turbine configuration. By adding adjustable mechanisms and actuators to the guide vanes, the turbine guide vane throat area can be changed by altering the turbine's installation angle, thus adapting to the changing turbine flow function under different operating conditions. However, this solution requires additional adjustment devices and motion mechanisms, which will increase structural complexity and weight. Moreover, the turbine adjustable mechanism adds additional operating clearance between the hub and the casing in the channel, resulting in additional clearance loss and reduced efficiency at various state points, including the design point. In addition, the turbine is a high-temperature component, and the increased complexity of the system under high-temperature operating conditions also poses a significant challenge to the overall reliability of the machine.

[0065] Please refer to the turboshaft engine aerodynamic adjustment system provided by this invention. Figure 4As shown, compressed air from the compressor 10 is introduced into the inter-blade passage 300 of the power turbine by opening a second air inlet 31 on the power turbine guide vane 30; see also Figure 1 As shown, by setting a second air conditioning flow path 12, one end of the second air conditioning flow path 12 is connected to the compressor 10, and the other end is connected to the second air intake 31, thereby adjusting the flow rate of the compressed air introduced into the inter-blade passage 300 of the power turbine to adjust the flow function of the power turbine. Specifically, when the flow rate of the compressed air introduced into the inter-blade passage 300 of the power turbine increases, the flow function of the power turbine decreases, and when the flow rate of the compressed air introduced into the inter-blade passage 300 of the power turbine decreases, the flow function of the power turbine increases, thereby achieving the adjustment of the flow function of the power turbine. On the other hand, the compressed air introduced through the second air conditioning flow path 12 and the second air intake 31 also has a cooling function, which can improve engine performance and environmental adaptability.

[0066] In this embodiment, by radially providing a first air intake 24 on the inner flow channel wall 21 and by providing a first air conditioning flow path 11, one end of the first air conditioning flow path 11 is connected to the compressor 10 and the other end is connected to the first air intake 24, thereby actively adjusting the working characteristics of the particle separator 20 through pneumatic regulation; by providing a second air intake 31 on the power turbine guide vane 30 and by providing a second air conditioning flow path 12, one end of the second air conditioning flow path 12 is connected to the compressor 10 and the other end is connected to the second air intake 31, thereby actively adjusting the working characteristics of the power turbine through pneumatic regulation; when the engine is in a sand and dust environment, the working characteristics are adjusted through active pneumatic regulation. The flow field of the particle separator 20 described in this section is improved to enhance its sand and dust separation efficiency and effect. Simultaneously, the flow function of the power turbine is actively adjusted to optimize the overall engine matching relationship and improve engine performance. When the engine is in a favorable sand and dust environment, the bypass channel of the particle separator 20 can be reduced or even shut down to minimize losses. The flow function of the power turbine is actively adjusted to optimize the overall engine matching relationship and improve engine performance. This invention enables engine mode switching between sand and dust environments and normal environments, balancing the sand-proof function in sand and dust environments with the economy in normal environments, thereby improving the engine's adaptability to different sand and dust environments and operating conditions, and enhancing engine performance.

[0067] Optionally, the turboshaft engine aerodynamic adjustment system further includes a casing 70, which is adapted to fix the power turbine guide vane 30; a third air intake 71 is radially provided on the casing 70, which is adapted to introduce compressed air from the compressor 10 into the power turbine inter-vane passage 300; the third air intake 71 is connected to the compressor 10 through the second air conditioning flow path 12, thereby adjusting the flow rate of the compressed air introduced into the power turbine inter-vane passage 300 to adjust the flow function of the power turbine. The working principle of the third air intake 71 is the same as that of the second air intake 31, and will not be described again here.

[0068] Specifically, the turboshaft engine aerodynamic adjustment system also includes a sand and dust concentration monitoring module 40, which is built into the airflow channel 23 near the air inlet of the particle separator 20. The sand and dust concentration monitoring module 40 is adapted to monitor the sand and dust concentration entering the airflow channel 23 from the air inlet in real time.

[0069] It should be noted that, please refer to Figure 1 As shown, the turboshaft engine aerodynamic adjustment system also includes a sand and dust concentration monitoring module 40. The sand and dust concentration monitoring module 40 may include one or more sand and dust concentration sensors. In this embodiment, the number, structure and connection form of the sand and dust concentration monitoring module 40 are not specifically limited and can be adjusted according to the actual situation. The sand and dust concentration monitoring module 40 is built into the air inlet of the airflow channel 23 near the air inlet of the particle separator 20, so as to monitor the sand and dust concentration entering the airflow channel 23 from the air inlet in real time.

[0070] Specifically, a first valve 110 is provided on the first air conditioning flow path 11, and the first valve 110 is electrically connected and / or communicatively connected to the sand and dust concentration monitoring module 40; the first valve 110 is adapted to adjust the flow rate of compressed air in the first air conditioning flow path 11 according to the sand and dust concentration sensed by the sand and dust concentration monitoring module 40.

[0071] A second valve 120 is provided on the second air conditioning flow path 12. The second valve 120 is electrically connected and / or communicatively connected to the sand and dust concentration monitoring module 40. The flow area of ​​the second valve 120 is continuously adjustable. The second valve 120 is adapted to adjust the flow rate of compressed air in the second air conditioning flow path 12 according to the sand and dust concentration sensed by the sand and dust concentration monitoring module 40.

[0072] It should be noted that, please refer to Figure 1As shown, a first valve 110 is provided on the first air conditioning flow path 11. The first valve 110 can have an open state and a closed state, thereby selectively connecting the first air inlet 24 to the compressor 10. The first valve 110 can also have a continuously adjustable valve flow area, thereby adjusting the flow rate of compressed air in the first air conditioning flow path 11. This invention dynamically changes the working characteristics of the particle separator through pneumatic adjustment, structurally realizing the switching adjustment of the sand and dust separation function. By electrically and / or communicatively connecting the first valve 110 to the sand and dust concentration monitoring module 40, this switching action is automated, so that the first valve 110 can adjust the flow rate of compressed air in the first air conditioning flow path 11 according to the sand and dust concentration sensed by the sand and dust concentration monitoring module 40. See still Figure 1 As shown, a second valve 120 is provided on the second air conditioning flow path 12. In order to realize the ability to adjust the air blowing ratio of the power turbine in real time according to the change of the speed of the power turbine, the second valve 120 needs to be set as a structure with continuously adjustable flow area, so as to adjust the flow rate of compressed air in the second air conditioning flow path 12. By electrically connecting and / or communicating with the sand and dust concentration monitoring module 40, the second valve 120 can adjust the flow rate of compressed air in the second air conditioning flow path 12 in real time according to the sand and dust concentration sensed by the sand and dust concentration monitoring module 40, thereby actively adjusting the flow function of the power turbine in real time.

[0073] Specifically, the airflow channel 23 of the particle separator 20 splits at the splitting lip 230 to form a clearing flow channel 231 and a main airflow channel 232;

[0074] The turboshaft engine aerodynamic adjustment system also includes a blower 50, which is located at the end of the clear flow channel 231 away from the flow divider lip 230 along the airflow direction; the blower 50 is electrically and / or communicatively connected to the dust concentration monitoring module 40, and the motor power of the blower 50 is positively correlated with the dust concentration sensed by the dust concentration monitoring module 40.

[0075] It should be noted that, please refer to Figure 2 As shown, the airflow channel 23 of the particle separator 20 splits the flow at the splitting lip 230 to form a scavenging flow channel 231 and a main airflow channel 232; please refer to Figure 1As shown, the blower 50 is located at the end of the clearing flow channel 231 away from the diversion lip 230 along the airflow direction. On the one hand, the blower 50 can promptly discharge sand and dust in the clearing flow channel 231 to the outside of the particle separator 20. On the other hand, it can dissipate heat and cool down in time during this process. Thus, the blower 50, in conjunction with the jet function, achieves energy saving and high efficiency. The blower 50 is electrically and / or communicatively connected to the sand and dust concentration monitoring module 40. The motor power of the blower 50 is positively correlated with the sand and dust concentration sensed by the sand and dust concentration monitoring module 40. When the sand and dust concentration monitored by the sand and dust concentration monitoring module 40 increases, the motor power of the blower 50 also increases, thereby improving the sand and dust separation efficiency. When the sand and dust concentration monitored by the sand and dust concentration monitoring module 40 decreases, the motor power of the blower 50 also decreases or even shuts down, thereby reducing the power loss caused by the bypass airflow of the particle separator.

[0076] Specifically, the turboshaft engine aerodynamic adjustment system further includes a turbine speed monitoring module 60, which is adapted to monitor the speed of the power turbine in real time; the turbine speed monitoring module 60 is electrically connected and / or communicatively connected to the second valve 120, and the flow area of ​​the second valve 120 is negatively correlated with the speed of the power turbine sensed by the turbine speed monitoring module 60.

[0077] It should be noted that, please refer to Figure 1 As shown, the turboshaft engine aerodynamic adjustment system also includes a turbine speed monitoring module 60. The turbine speed monitoring module 60 may include a speed sensor. In this embodiment, the specific configuration of the turbine speed monitoring module 60 is not specifically limited and can be adjusted according to actual conditions. The turbine speed monitoring module 60 is electrically and / or communicatively connected to the second valve 120. When the turbine speed detected by the turbine speed monitoring module 60 increases, the flow area of ​​the second valve 120 decreases; when the turbine speed detected by the turbine speed monitoring module 60 decreases, the flow area of ​​the second valve 120 increases. This actively adjusts the turbine flow function aerodynamically, improving engine performance and environmental adaptability while cooling the turbine.

[0078] Example 2

[0079] The control method for the turboshaft engine aerodynamic adjustment system provided in this embodiment is applied to the turboshaft engine aerodynamic adjustment system as described above. This system includes a compressor 10, a particle separator 20, a power turbine guide vane 30, a first airflow path 11, a second airflow path 12, and a blower 50. A dust concentration monitoring module 40 is installed within the airflow channel 23 of the particle separator 20. The rotational speed of the power turbine is monitored in real time by a turbine speed monitoring module 60. A first valve 110 is installed on the first airflow path 11, and a second valve 120 is installed on the second airflow path 12. Figure 6 As shown in the figure, this embodiment provides a schematic flowchart of a control method for a turboshaft engine aerodynamic adjustment system, including:

[0080] S81, Receive engine operating status;

[0081] S82. Based on the operation status control sand and dust concentration monitoring module 40, the sand and dust concentration entering the airflow channel 23 is obtained, and based on the operation status control turbine speed monitoring module 60, the real-time speed of the power turbine is obtained.

[0082] S83. Adjust the opening and closing of the first valve 110 and / or the flow area based on the sand and dust concentration, adjust the flow area of ​​the second valve 120 based on the sand and dust concentration, adjust the motor power of the blower 50 based on the sand and dust concentration, and adjust the flow area of ​​the second valve 120 based on the real-time speed.

[0083] The following provides a unified explanation of S81-S83:

[0084] In this embodiment of the invention, the controller receives the engine's operating status, controls the dust concentration monitoring module 40 to obtain the dust concentration entering the airflow channel 23 based on the operating status, and controls the turbine speed monitoring module 60 to obtain the real-time speed of the power turbine based on the operating status; then, it transmits signals to the first valve 110, the second valve 120 and / or the blower 50, adjusts the opening and closing of the first valve 110 and / or the flow area based on the dust concentration, adjusts the flow area of ​​the second valve 120 based on the dust concentration, adjusts the motor power of the blower 50 based on the dust concentration, and adjusts the flow area of ​​the second valve 120 based on the real-time speed.

[0085] Specifically, when the engine is in high sand and dust protection mode, the first valve 110 is opened to guide compressed air radially into the airflow channel 23, while the motor power of the blower 50 is adjusted to the maximum.

[0086] When the engine is in maximum power mode, the first valve 110 is closed to reduce the motor power of the blower 50, while the flow area of ​​the second valve 120 is adjusted to the maximum.

[0087] When the engine is in the lowest fuel consumption mode, the first valve 110 is closed to reduce the motor power of the blower 50, and the flow area of ​​the second valve 120 is adjusted according to the change in the speed of the power turbine.

[0088] It should be noted that the control method for the turboshaft engine aerodynamic adjustment system provided by this invention, by introducing aerodynamic adjustment, enables the engine to have three modes. By sensing the helicopter's power requirements and the dusty environment, the engine mode can be automatically switched. The particle separator and power turbine modes both have independent change functions, making it possible for the engine to establish multiple operating modes, thereby improving the overall performance potential and environmental adaptability of the engine. The following is a simulation analysis of the engine performance benefits:

[0089]

[0090]

[0091] Simulation results show that under high sand and dust protection mode, the C sand separation efficiency is no less than 90% and the AC sand separation efficiency is no less than 80%, which can increase the life of the turboshaft motor by more than 10 times in sand and dust environment; under maximum power mode, the engine power is increased by more than 5%; under minimum fuel consumption mode, the fuel consumption rate is reduced by more than 3%.

[0092] In summary, the control method for the aerodynamic adjustment system of the turboshaft engine provided by this invention receives the engine's operating status; controls the sand and dust concentration monitoring module 40 to obtain the sand and dust concentration entering the airflow channel 23 based on the operating status; controls the turbine speed monitoring module 60 to obtain the real-time speed of the power turbine based on the operating status; adjusts the opening and closing of the first valve 110 and / or the flow area based on the sand and dust concentration; adjusts the flow area of ​​the second valve 120 based on the sand and dust concentration; adjusts the motor power of the blower 50 based on the sand and dust concentration; and adjusts the flow area of ​​the second valve 120 based on the real-time speed. This enables the engine to switch between sand and dust environments and normal environments, balancing the sand-proof function in sand and dust environments with the economy in normal environments, thus improving the engine's adaptability to different sand and dust environments and operating conditions and enhancing engine performance.

[0093] Example 3

[0094] This embodiment also provides a control device for a turboshaft engine aerodynamic adjustment system. This device is used to implement the above embodiments and preferred embodiments, and details already described will not be repeated. As used below, the term "module" can refer to a combination of software and / or hardware that performs a predetermined function. Although the device described in the following embodiments is preferably implemented in software, hardware implementation, or a combination of software and hardware, is also possible and contemplated.

[0095] Figure 7 A schematic diagram of the structure of a control device for a turboshaft engine aerodynamic adjustment system according to an embodiment of the present invention is shown. The control device for the turboshaft engine aerodynamic adjustment system includes:

[0096] The receiving module 901 is used to receive the engine's operating status. For detailed explanations, please refer to the relevant descriptions in the above method embodiments; they will not be repeated here.

[0097] The control module 902 is used to control the sand and dust concentration monitoring module 40 to obtain the sand and dust concentration entering the airflow channel 23 based on the operating status, and to control the turbine speed monitoring module 60 to obtain the real-time speed of the power turbine based on the operating status. For detailed explanations, please refer to the relevant descriptions in the above method embodiments, which will not be repeated here.

[0098] The sending module 903 is used to adjust the opening and closing of the first valve 110 and / or the flow area based on the sand and dust concentration, adjust the flow area of ​​the second valve 120 based on the sand and dust concentration, adjust the motor power of the blower 50 based on the sand and dust concentration, and adjust the flow area of ​​the second valve 120 based on the real-time rotation speed. For detailed explanations, please refer to the relevant descriptions in the above method embodiments; they will not be repeated here.

[0099] Example 4

[0100] This invention also provides a computer device having the above-described features. Figure 7 The control device of the aerodynamic adjustment system of the turboshaft engine shown.

[0101] Please see Figure 8 , Figure 8 This is a schematic diagram of the structure of a computer device provided in an optional embodiment of the present invention, such as... Figure 8As shown, the computer device includes one or more processors 1000, memory 2000, and interfaces for connecting the components, including high-speed interfaces and low-speed interfaces. The components communicate with each other via different buses and can be mounted on a common motherboard or otherwise installed as needed. The processors can process instructions executed within the computer device, including instructions stored in or on memory to display graphical information of a GUI on external input / output devices (such as display devices coupled to the interfaces). In some alternative implementations, multiple processors and / or multiple buses can be used with multiple memories and multiple memory modules, if desired. Similarly, multiple computer devices can be connected, each providing some of the necessary operations (e.g., as a server array, a group of blade servers, or a multiprocessor system). Figure 8 Take a processor 1000 as an example.

[0102] The processor 1000 may be a central processing unit, a network processor, or a combination thereof. The processor 1000 may further include a hardware chip. The hardware chip may be an application-specific integrated circuit (ASIC), a programmable logic device (PLD), or a combination thereof. The programmable logic device may be a complex programmable logic device (CAMP), a field-programmable gate array (FPGA), a general-purpose array logic (GDA), or any combination thereof.

[0103] The memory 2000 stores instructions executable by at least one processor 1000 to cause the at least one processor 1000 to perform the method shown in the above embodiments.

[0104] The memory 2000 may include a program storage area and a data storage area. The program storage area may store the operating system and applications required for at least one function; the data storage area may store data created based on the use of the computer device. Furthermore, the memory 2000 may include high-speed random access memory and may also include non-transitory memory, such as at least one disk storage device, flash memory device, or other non-transitory solid-state storage device. In some alternative embodiments, the memory 2000 may optionally include memory remotely located relative to the processor 1000, and these remote memories can be connected to the computer device via a network. Examples of such networks include, but are not limited to, the Internet, intranets, local area networks, mobile communication networks, and combinations thereof.

[0105] The memory 2000 may include volatile memory, such as random access memory; the memory may also include non-volatile memory, such as flash memory, hard disk or solid-state drive; the memory 2000 may also include combinations of the above types of memory.

[0106] The computer device also includes a communication interface 3000 for communicating with other devices or communication networks.

[0107] This invention also provides a computer-readable storage medium. The methods described above according to embodiments of the invention can be implemented in hardware or firmware, or implemented as computer code that can be recorded on a storage medium, or implemented as computer code downloaded via a network and originally stored on a remote storage medium or a non-transitory machine-readable storage medium and then stored on a local storage medium. Thus, the methods described herein can be processed by software stored on a storage medium using a general-purpose computer, a dedicated processor, or programmable or dedicated hardware. The storage medium can be a magnetic disk, optical disk, read-only memory, random access memory, flash memory, hard disk, or solid-state drive, etc.; further, the storage medium can also include combinations of the above types of memory. It is understood that computers, processors, microprocessor controllers, or programmable hardware include storage components capable of storing or receiving software or computer code, which, when accessed and executed by the computer, processor, or hardware, implements the methods shown in the above embodiments.

[0108] Obviously, the above embodiments are merely illustrative examples for clear explanation and are not intended to limit the implementation. Those skilled in the art will recognize that other variations or modifications can be made based on the above description. It is neither necessary nor possible to exhaustively list all possible implementations here. However, obvious variations or modifications derived therefrom are still within the scope of protection of this invention.

Claims

1. A turboshaft engine aerodynamic adjustment system, characterized in that, include: Compressor (10); The particle separator (20) includes an inner flow channel wall (21) and an outer flow channel wall (22), with an airflow channel (23) formed between the inner flow channel wall (21) and the outer flow channel wall (22); a first air inlet (24) is provided radially on the inner flow channel wall (21), and the first air inlet (24) is adapted to introduce compressed air from the compressor (10) radially into the airflow channel (23); The first air conditioning flow path (11) is connected at one end to the compressor (10) and at the other end to the first air intake (24). The first air conditioning flow path (11) is adapted to adjust the flow rate of compressed air introduced radially into the airflow channel (23) in order to adjust the flow field of the particle separator (20). The power turbine guide vane (30) has a second air inlet (31) on it, which is adapted to introduce the compressed air of the compressor (10) into the power turbine blade passage (300); The second air conditioning flow path (12) is connected at one end to the compressor (10) and at the other end to the second air intake (31). The second air conditioning flow path (12) is adapted to adjust the flow rate of the compressed air introduced into the inter-blade passage (300) of the power turbine in order to adjust the flow function of the power turbine.

2. The turboshaft engine aerodynamic adjustment system according to claim 1, characterized in that, The turboshaft engine aerodynamic adjustment system also includes a sand and dust concentration monitoring module (40), which is built into the airflow channel (23) near the air inlet of the particle separator (20). The sand and dust concentration monitoring module (40) is adapted to monitor the sand and dust concentration entering the airflow channel (23) from the air inlet in real time.

3. The turboshaft engine aerodynamic adjustment system according to claim 2, characterized in that, A first valve (110) is provided on the first air conditioning flow path (11), and the first valve (110) is electrically connected and / or communicatively connected to the sand and dust concentration monitoring module (40); the first valve (110) is adapted to adjust the flow rate of compressed air in the first air conditioning flow path (11) according to the sand and dust concentration sensed by the sand and dust concentration monitoring module (40); A second valve (120) is provided on the second air conditioning flow path (12). The second valve (120) is electrically connected and / or communicatively connected to the sand and dust concentration monitoring module (40). The flow area of ​​the second valve (120) is continuously adjustable. The second valve (120) is adapted to adjust the flow rate of compressed air in the second air conditioning flow path (12) according to the sand and dust concentration sensed by the sand and dust concentration monitoring module (40).

4. The turboshaft engine aerodynamic adjustment system according to claim 2, characterized in that, The airflow channel (23) of the particle separator (20) splits at the splitting lip (230) to form a clearing flow channel (231) and a main airflow channel (232); The turboshaft engine aerodynamic adjustment system also includes a blower (50), which is located at the end of the clear flow channel (231) away from the split lip (230) along the airflow direction; the blower (50) is electrically and / or communicatively connected to the sand and dust concentration monitoring module (40), and the motor power of the blower (50) is positively correlated with the sand and dust concentration sensed by the sand and dust concentration monitoring module (40).

5. The turboshaft engine aerodynamic adjustment system according to claim 3, characterized in that, The turboshaft engine aerodynamic adjustment system further includes a turbine speed monitoring module (60), which is adapted to monitor the speed of the power turbine in real time; the turbine speed monitoring module (60) is electrically connected and / or communicatively connected to the second valve (120), and the flow area of ​​the second valve (120) is negatively correlated with the speed of the power turbine sensed by the turbine speed monitoring module (60).

6. A control method for a turboshaft engine aerodynamic adjustment system, applied to the turboshaft engine aerodynamic adjustment system as described in any one of claims 1-5, wherein the turboshaft engine aerodynamic adjustment system comprises a compressor (10), a particle separator (20), a power turbine guide vane (30), a first air conditioning flow path (11), a second air conditioning flow path (12), and a blower (50), wherein, The particle separator (20) is equipped with a dust concentration monitoring module (40) in the airflow channel (23), and the rotational speed of the power turbine is monitored in real time by the turbine speed monitoring module (60). A first valve (110) is provided on the first air conditioning flow path (11), and a second valve (120) is provided on the second air conditioning flow path (12). The control method of the turboshaft engine aerodynamic adjustment system includes: Receive the engine's operating status; The dust concentration monitoring module (40) controls the operation status to obtain the dust concentration entering the airflow channel (23), and the turbine speed monitoring module (60) controls the operation status to obtain the real-time speed of the power turbine. Based on the opening and closing of the first valve (110) for adjusting sand and dust concentration and / or the size of the flow area, based on the size of the flow area of ​​the second valve (120) for adjusting sand and dust concentration, based on the motor power of the blower (50) for adjusting sand and dust concentration, and based on the size of the flow area of ​​the second valve (120) for adjusting real-time speed.

7. The control method for the aerodynamic adjustment system of a turboshaft engine according to claim 6, characterized in that, When the engine is in high dust protection mode, the first valve (110) is opened to guide compressed air radially into the airflow channel (23), and the motor power of the blower (50) is adjusted to the maximum. When the engine is in maximum power mode, the first valve (110) is closed to reduce the motor power of the blower (50), while the flow area of ​​the second valve (120) is adjusted to the maximum. When the engine is in the lowest fuel consumption mode, the first valve (110) is closed to reduce the motor power of the blower (50), and the flow area of ​​the second valve (120) is adjusted according to the change of the power turbine speed.

8. A control device for a turboshaft engine aerodynamic adjustment system, applied to the control method of the turboshaft engine aerodynamic adjustment system as described in any one of claims 6 to 7, characterized in that, The control device for the turboshaft engine aerodynamic adjustment system includes: The receiving module is used to receive the engine's operating status; The control module is used to control the sand and dust concentration monitoring module (40) to obtain the sand and dust concentration entering the airflow channel (23) based on the operating status, and to control the turbine speed monitoring module (60) to obtain the real-time speed of the power turbine based on the operating status. The sending module is used to adjust the opening and closing of the first valve (110) and / or the flow area based on the sand and dust concentration, adjust the flow area of ​​the second valve (120) based on the sand and dust concentration, adjust the motor power of the blower (50) based on the sand and dust concentration, and adjust the flow area of ​​the second valve (120) based on the real-time speed.

9. A computer device, characterized in that, include: The system includes a memory and a processor, which are interconnected. The memory stores computer instructions, and the processor executes the computer instructions to perform the control method of the turboshaft engine aerodynamic adjustment system according to any one of claims 6 to 7.

10. A computer-readable storage medium, characterized in that, The computer-readable storage medium stores computer instructions for causing the computer to execute the control method of the turboshaft engine aerodynamic adjustment system according to any one of claims 6 to 7.

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