Hybrid turboshaft engine optimization method and system

Abstract

The invention discloses a hybrid turboshaft engine optimization method and system, a hybrid turboshaft engine is installed on flight equipment, the optimization method comprises the step of introducing a motor to assist in providing takeoff and climbing power of the flight equipment, and the motor is selected by the following steps: S1, determining a P turboshaft: determining the P turboshaft by taking W fuel oil minimization as a target, meanwhile, W fuel oil further needs to meet the inequality that W turboshaft + W motor + W clutch + W accessory + W battery + W fuel oil is smaller than or equal to K, the W turboshaft, the W motor, the W battery and the W fuel oil are all converted into a relational expression related to a P turboshaft, and the P turboshaft is obtained; s2, determining a P motor: P motor = P takeoff-P turboshaft; according to the optimization method, the motor is selected, the requirement of the hybrid turboshaft engine is met, extra thrust is increased, high-power power output is provided for flight equipment in the take-off and climbing stages, fuel combustion operation of the hybrid turboshaft engine is conducted under a stable working condition, and the total fuel consumption of the hybrid turboshaft engine is reduced.

Description

Technical Field

[0001] The present invention relates to the technical field of turbine engine design optimization, and in particular to a hybrid turboshaft engine optimization method and system thereof. Background Art

[0002] A turboshaft engine is a gas turbine engine that outputs shaft power. It is mainly composed of an air intake device, a compressor, a combustion chamber, a turbine and an exhaust device. The air entering from the air intake device is compressed in the compressor, and then enters the combustion chamber where it is mixed with the injected fuel and burned to generate high-temperature and high-pressure gas. During the expansion process, the gas drives the gas turbine to rotate at high speed, converting part of the energy into turbine work. The gas turbine drives the compressor to continuously inhale and compress air, so that the engine can work continuously. At the same time, the power turbine converts most of the energy in the gas at the outlet of the gas turbine into shaft power. Its main purpose is to drive the rotor of a helicopter, and it can also be used as ground power.

[0003] In the prior art, turboshaft engines are mainly powered by aviation kerosene (chemical fuel), which will produce nitrogen oxides or sulfides, polluting the environment. At the same time, turboshaft engines make a lot of noise when they are working. In addition, due to the constraints of the material level, design level, and manufacturing level of turboshaft engines, there is little room for further improving the fuel efficiency of existing turboshaft engines, and the technical difficulty is high. In addition, the cost of aviation fuel continues to rise, and the cost of using turboshaft engines has risen sharply. Faced with increasingly stringent environmental protection and cost requirements, there is an urgent need to further improve the environmental protection and economy of turboshaft engines.

[0004] Electricity, as a clean energy, has been widely used in the automotive field and can effectively solve emission and noise problems. Therefore, introducing electricity as a power source in turboshaft engines can achieve low noise, low emissions and low fuel consumption.

[0005] The patent with publication number CN114074763A discloses a series hybrid propulsion system based on a turboshaft engine and a design method. The propulsion system includes a turboshaft engine, a permanent magnet AC generator, M DC motors, batteries, M lifting units, a rectifier, a voltage transformer / stabilizer, batteries, an energy management control system, a motor control system, and an engine control system. The turboshaft engine and the permanent magnet AC generator are connected by a gear shaft reducer; the output end of the AC generator is connected to the output end of the rectifier through the voltage transformer / stabilizer; the input end of the energy management control system is electrically connected to the output end of the rectifier and the battery respectively; the output shafts of the M DC motors are coaxially fixedly connected to the rotating shafts of the M lifting units one by one. When designing the propulsion system, the reverse design method from the aircraft requirements to each component is used.

[0006] The patent proposes to use a turboshaft engine to generate electricity for a permanent magnet AC generator, thereby providing power to the aircraft through M DC motors. However, the energy density of existing batteries cannot achieve the same power as a turboshaft engine purely relying on electricity, and cannot meet the requirements of high-power power output. In addition, the patent mainly generates electricity for the generator through the fuel combustion of the turboshaft engine, and then drives the electric motor to provide power to the aircraft. The turboshaft engine does not directly drive the aircraft, that is, it still requires a large amount of fuel input, and the power provided to the aircraft by the electric energy converted from the fuel combustion is relatively limited and the efficiency is also low; and the large number of additional electric motors will further increase the weight of the aircraft, bringing adverse effects to the aircraft. Summary of the invention

[0007] The technical problem to be solved by the present invention is to provide a hybrid turboshaft engine optimization method that uses an electric motor to increase power on the basis of an existing fuel engine to achieve high power output in response to the defects of the prior art.

[0008] The purpose of the present invention is achieved through the following technical solutions:

[0009] A hybrid turboshaft engine optimization method is provided, wherein the hybrid turboshaft engine is installed on a flight device, and the optimization method includes introducing a motor to assist in providing take-off and climbing power for the flight device, wherein the motor is selected in the following steps:

[0010] S1. Determine P 涡轴 :

[0011] P 涡轴 W 燃油 Minimize as the goal to determine, while W 燃油 The inequality must also be satisfied:

[0012] W 涡轴 +W 电机 +W 离合 +W 附件 +W 电池 +W 燃油 ≤K, so that W 涡轴 , W 电机 , W 电池 , W 燃油 All converted to P 涡轴 The relevant relationship is obtained 涡轴 ;

[0013] S2. Determine P 电机 :P 电机 =P 起飞 -P 涡轴 ;

[0014] P 涡轴 is the power of the turboshaft engine in the hybrid turboshaft engine, P电机 is the power of the motor in the hybrid turboshaft engine, P 起飞 is the take-off power of the flight equipment, W 涡轴 is the weight of the turboshaft engine in the hybrid turboshaft engine, W 电机 is the weight of the motor in the hybrid turboshaft engine, W 离合 is the weight of the clutch device in the hybrid turboshaft engine, W 附件 is the weight of the remaining accessories in the hybrid turboshaft engine, W 电池 is the weight of the battery in the hybrid turboshaft engine, W 燃油 is the fuel weight of the turboshaft engine in the hybrid turboshaft engine, K is the total weight of the hybrid turboshaft engine and fuel given by the flight equipment manufacturer, and K is a constant.

[0015] Furthermore, W 燃油 and P 涡轴 The relationship is: W 燃油 =0.52 / (P 涡轴 -200) 0.09 ×P 涡轴 ×(hh 降 ), h is the working time of the flight equipment, h 降 It is the landing time of the flight equipment. 涡轴 The determination process is as follows: After obtaining the value range of the P vortex axis through the inequality, calculate W 燃油 The minimum value of P 涡轴 .

[0016] Afterwards, W 燃油 The minimum value of P 涡轴 With P 巡航 For size comparison, P 巡航 is the cruising power of the flight equipment. 涡轴 Greater than P 巡航 , then P 涡轴 is defined as the power of the turboshaft engine in the hybrid turboshaft engine; if P 涡轴 Less than or equal to P 巡航 , then P 巡航 is defined as the power of the turboshaft engine in the hybrid turboshaft engine. 涡轴 The determination process is as follows: Preliminary determination of the turboshaft engine power P 涡轴初定 , so that P 涡轴初定 =P 巡航 , and in P 涡轴初定 and P 起飞 Take multiple turbine shaft power values, combine the fuel consumption rate SFC corresponding to each power value, and use the relationship W 燃油 =SFC×P 涡轴 ×(hh 降 ) to calculate and obtain multiple W燃油 Data, select W that satisfies the inequality in S1 燃油 Data, get W 燃油 The P corresponding to the minimum value in the data 涡 axis.

[0017] Furthermore, W 电机 and P 涡轴 The relationship between is determined by the following method: Using the fitting method to obtain W 电机 and P 电机 The functional relationship is then transformed into W 电机 and P 涡轴 The relationship formula.

[0018] The present invention also provides a hybrid turboshaft engine system designed according to the above-mentioned hybrid turboshaft engine optimization method, including an output shaft, a transmission shaft, a compressor, a combustion chamber, a gas turbine and a power turbine, wherein the output shaft is located in the center hole of the transmission shaft, the compressor, the combustion chamber and the gas turbine are located on the periphery of the transmission shaft in sequence along the direction of the gas, and the power turbine is sleeved on the periphery of the output shaft; the hybrid turboshaft engine system also includes a motor and a battery electrically connected to the motor, and the motor is mechanically connected to at least one of the transmission shaft and the output shaft.

[0019] Furthermore, the motor is a starting-and-starting integrated motor.

[0020] Compared with the prior art, the present invention has the following beneficial effects:

[0021] 1) This optimization method selects the motor to meet the needs of the hybrid turboshaft engine to increase additional thrust, provide high-power power output for the flight equipment during takeoff and climb, and make the fuel combustion operation of the hybrid turboshaft engine operate under a stable working condition, thereby reducing the total fuel consumption of the hybrid turboshaft engine, reducing the emission of pollutants and noise, and the energy-saving effect is more significant, meeting the economic and environmental protection requirements of the hybrid turboshaft engine.

[0022] 2) The motor drive efficiency is higher than the turbine efficiency. Under special circumstances, the motor can provide torque quickly, giving the hybrid turboshaft engine the advantages of fast response and higher safety.

[0023] 3) The motor uses an integrated starter-generator. When the required hybrid turboshaft engine power is low, the integrated starter-generator can be converted into a generator to charge the battery, thereby improving fuel utilization. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] Figure 1 Schematic diagram of the structure of the hybrid turboshaft engine according to Embodiment 3 of the present invention;

[0025] Figure 2Schematic diagram of the structure of the hybrid turboshaft engine according to Embodiment 4 of the present invention;

[0026] Figure 3 Schematic diagram of the structure of the hybrid turboshaft engine according to Embodiment 5 of the present invention;

[0027] Figure 4 is a statistical function relationship diagram between turboshaft engine fuel consumption rate and turboshaft engine power in existing literature;

[0028] Figure 5 This is a graph showing the statistical function relationship between turboshaft engine weight and turboshaft engine power in existing literature. DETAILED DESCRIPTION

[0029] In order to clearly illustrate the technical features of the present solution, the present technical solution is described in detail below through specific implementation methods and in conjunction with the accompanying drawings.

[0030] In the following description, many specific details are set forth to facilitate a full understanding of the present application. However, the present application may also be implemented in other ways different from those described herein. Therefore, the scope of protection of the present application is not limited to the specific embodiments disclosed below.

[0031] In addition, in the description of the present application, it should be understood that the terms "center", "upper", "lower", "front", "back", "left", "right", "vertical", "horizontal", "top", "bottom", "inner", "outer", "axial", "radial", "circumferential" and the like indicate positions or positional relationships based on the positions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present application and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific orientation, be constructed and operated in a specific orientation, and therefore cannot be understood as a limitation on the present application. In addition, the terms "first" and "second" are used only for descriptive purposes, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Thus, the features defined as "first" and "second" may explicitly or implicitly include one or more of such features. In the description of the present application, the meaning of "multiple" is two or more, unless otherwise clearly and specifically defined.

[0032] In this application, unless otherwise clearly specified and limited, the terms "installed", "connected", "connected", "fixed" and the like should be understood in a broad sense, for example, it can be a fixed connection, a detachable connection, or an integral connection; it can be a mechanical connection, an electrical connection, or a communication; it can be a direct connection, or an indirect connection through an intermediate medium, it can be the internal connection of two elements or the interaction relationship between two elements. For ordinary technicians in this field, the specific meanings of the above terms in this application can be understood according to specific circumstances.

[0033] In the present application, unless otherwise clearly specified and limited, a first feature "above" or "below" a second feature may be that the first and second features are in direct contact, or the first and second features are in indirect contact through an intermediate medium. In the description of this specification, the description with reference to the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in conjunction with the embodiment or example are included in at least one embodiment or example of the present application. In this specification, the schematic representation of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described may be combined in an appropriate manner in any one or more embodiments or examples.

[0034] Example 1

[0035] After a conventional turboshaft engine is installed on a flight device, the takeoff power provided by its combustion is higher than the cruising power. Compared with the cruising stage, the takeoff stage requires additional thrust to achieve the takeoff and climb of the aircraft. Therefore, this additional thrust and fuel on the conventional turboshaft engine will be idle in other flight segments, resulting in huge cost waste. This embodiment provides a hybrid turboshaft engine optimization method, including introducing a motor to assist in providing takeoff and climb power for the flight device, the motor and a battery are electrically connected, and when the power needs to be increased during takeoff, climb or other emergencies, the battery drives the motor, and the gas generator of the hybrid turboshaft engine works synchronously to increase the output power of the output shaft, thereby achieving the effect of increasing the output power and torque of the turboshaft engine. .

[0036] The steps for selecting the motor in this optimization method are as follows:

[0037] S1. Determine P 涡轴 , P 涡轴 is the power of the turboshaft engine in the hybrid turboshaft engine:

[0038] According to the requirements of the flight equipment (i.e. aircraft) manufacturer, the take-off power P of the hybrid turboshaft engine is determined. 起飞 , Cruise power P 巡航 , Hybrid turboshaft engine weight W 混动 , working time h (including climbing time h 升 and landing time h 降 ), fuel weight W 混动燃油 Equivalent parameters, W 混动 and W 混动燃油 The weight of the hybrid turboshaft engine (including W) is a parameter given by the flight equipment manufacturer. The present invention combines these two parameters to recalculate the weight of the hybrid turboshaft engine (including W 涡轴 , W 电机 , W 电池 ) and fuel weight W燃油 Optimize allocation.

[0039] Specifically, P 涡轴 W 燃油 Minimize as the goal to determine, while W 燃油 The inequality must also be satisfied:

[0040] W 涡轴 + W 电机 + W 离合 + W 附件 + W 电池 + W 燃油 ≤K Formula (1)

[0041] In formula (1), W 涡轴 is the weight of the turboshaft engine in the hybrid turboshaft engine, W 电机 is the weight of the motor in the hybrid turboshaft engine, W 离合 is the weight of the clutch device in the hybrid turboshaft engine (a fixed value), W 附件 is the weight of the remaining accessories in the hybrid turboshaft engine (a fixed value), W 电池 is the weight of the battery in the hybrid turboshaft engine, W 燃油 is the fuel weight of the turboshaft engine in the hybrid turboshaft engine, and K is the total weight of the hybrid turboshaft engine and fuel given by the flight equipment manufacturer (i.e., W 混动 +W 混动燃油 ), K is a constant.

[0042] Let W in formula (1) 涡轴 , W 电机 , W 电池 , W 燃油 All converted to P 涡轴 The relevant relationship is obtained 涡轴 .

[0043] Figure 3 and Figure 4 The functional relationships between the power and fuel consumption rate of turboshaft engines and the power and weight of turboshaft engines obtained from existing literature statistics are: W 涡轴 =0.625×(P 涡轴 +200) 0.8 , SFC=0.52 / (P 涡轴 -200) 0.09 .

[0044] And W 燃油 =SFC×P 涡轴 ×(hh 降 ), according to SFC and P 涡轴 The functional relationship of W 燃油 and P 涡轴The relationship is: W 燃油 =0.52 / (P 涡轴 -200) 0.09 ×P 涡轴 ×(hh 降 ).

[0045] W 电池 With P 涡轴 The relationship is expressed as: W 电池 =W h / w=P 电机 ×h 升 / w=(P 起飞 -P 涡轴 )×h 升 / w, where W h is the battery capacity, w is the energy density, P 电机 is the driving power of the hybrid turboshaft engine motor.

[0046] W 电机 and P 涡轴 The relationship between is determined by the following method: Using the fitting method to obtain W 电机 and P 电机 The functional relationship is then transformed into W 电机 and P 涡轴 That is, statistics of the current W 电机 With P 电机 Some data, and then P 电机 is the horizontal axis, W 电机 As the vertical axis, fit the relationship between them, and then use P 电机 =P 起飞 -P 涡轴 This relationship obtains W 电机 and P 涡轴 The relationship between.

[0047] The above W and P 涡轴 Substitute the relationship into formula (1) and obtain P through formula (1) 涡轴 After taking the value range of 燃油 =SFC×P 涡轴 ×(hh 降 )=0.52 / (P 涡轴 -200) 0.09 ×P 涡轴 ×(hh 降 ) corresponds to the minimum value of P 涡轴 If P 涡轴 Greater than P 巡航 , then P 涡轴 The final P of the hybrid turboshaft engine 涡轴 If P 涡轴 Less than or equal to P巡航 , then P 巡航 The final P of the hybrid turboshaft engine 涡轴 .

[0048] S2. Determine P 电机 :P 电机 =P 起飞 -P 涡轴 At this point, the motor selection is completed, and the selected motor can effectively improve the output power and torque of the hybrid turboshaft engine.

[0049] In the present optimization method, the motor selected is a starter-generator integrated motor, which can switch between the functions of an electric motor and a generator according to the usage of the hybrid turboshaft engine.

[0050] The present invention is different from the energy-saving design of traditional turboshaft engines. The traditional energy-saving design is to reduce the fuel consumption rate of turboshaft engines by optimizing the technology of turboshaft engines, including increasing the combustion temperature before the turbine or increasing the compression ratio, etc. These methods will increase the manufacturing cost and reduce the service life of the turboshaft engine. The present invention caters to the needs of hybrid turboshaft engines to increase additional thrust by adding motors, providing high-power power output for flight equipment during takeoff and climb stages, so that the fuel combustion operation of the hybrid turboshaft engine is carried out under a stable working condition, reducing the total fuel consumption and reducing the fuel consumption rate.

[0051] Example 2

[0052] The difference between this embodiment and embodiment 1 is that P in S1 涡轴 The determination process is different, specifically: Preliminary determination of turboshaft engine power P 涡轴初定 , so that P 涡轴初定 =P 巡航 , and in P 涡轴初定 and P 起飞 Take multiple turbine shaft power values, combine the fuel consumption rate SFC corresponding to each power value, and use the relationship W 燃油 =SFC×P 涡轴 ×(hh 降 ) to calculate and obtain multiple W 燃油 Data, select W that satisfies formula (1) in S1 燃油 Data, get W 燃油 The P corresponding to the minimum value in the data 涡轴 For the final P 涡轴 .

[0053] Example 3

[0054] A hybrid turboshaft engine system designed using the hybrid turboshaft engine optimization method in Example 1 or Example 2, such as Figure 1As shown, it includes an output shaft 1, a transmission shaft 2, a compressor 3, a combustion chamber 4, a gas turbine 5, a power turbine 6, a motor 7 and a battery 8. The output shaft 1 is located in the center hole of the transmission shaft 2, and the two are not mechanically connected. The compressor 3, the combustion chamber 4 and the gas turbine 5 are located at the periphery of the transmission shaft 2 in sequence along the direction of the gas. The exhaust port of the compressor 3 is connected to the inlet of the combustion chamber 4, and the exhaust of the combustion chamber 4 is connected to the intake of the gas turbine 5. The gas turbine 5 and the power turbine 6 are not rigidly connected, but are pneumatically connected. The power turbine 6 is sleeved on the periphery of the output shaft 1, and the motor 7 is electrically connected to the battery 8. The motor 7 is a starter-generator integrated motor, which is mechanically connected to the transmission shaft 2 and the output shaft 1 through a clutch and a transmission gear 9 respectively; the starter-generator integrated motor can be used as a motor or a generator according to the usage.

[0055] According to the structure and power requirements of the hybrid turboshaft engine, the starter-generator motor can be connected to any one of the two ends of the drive shaft, that is, the starter-generator motor can be installed at the front end or the rear end of the drive shaft.

[0056] The working conditions of the hybrid turboshaft engine of this embodiment are described below:

[0057] 1) When the hybrid turboshaft engine is started, the battery drives the starter motor (which acts as the engine at this time) to rotate the transmission shaft through the clutch, and the compressor rotates continuously to compress the inflowing gas to increase the air pressure. Fuel is sprayed into the combustion chamber, ignited and burned, and high-temperature and high-pressure gas is generated to drive the gas turbine to rotate. Subsequently, the starter motor and the gas turbine work together to drive the transmission shaft to accelerate and reach the operating speed. At this time, the compressor continuously sucks in air and compresses it, so that the engine gas generator can work continuously.

[0058] 2) When taking off, climbing or other emergency situations require increased power, the compressor of the hybrid turboshaft engine continuously compresses the gas driven by the gas turbine, and after mixing with the fuel and burning, it generates high-temperature and high-pressure gas that continuously drives the power turbine to do work. The battery drives the integrated starter motor (which acts as an engine at this time) to drive the output shaft to rotate through the clutch. The output shaft is driven to rotate by the power turbine and the integrated starter motor, continuously outputting torque.

[0059] 3) During the cruise phase, the required power of the hybrid turboshaft engine is relatively low. The compressor of the hybrid turboshaft engine continuously compresses the gas driven by the gas turbine, and after mixing with the fuel and burning, it generates high-temperature and high-pressure gas to continuously drive the power turbine to do work. The output shaft rotates under the action of the power turbine and continuously outputs torque. The starter-generator motor acts as a generator at this time and is connected to the drive shaft through a clutch. The gas turbine drives the starter-generator motor through the drive shaft to charge the battery, and the electricity is stored in the battery.

[0060] When the battery is fully charged, the battery drives the starter motor (which acts as an engine at this time) to rotate the output shaft through the clutch. The output shaft is driven by the power turbine and the starter motor to rotate and continuously output torque. At this time, under the joint action of the starter motor and the power turbine, the output power and torque of the hybrid turboshaft engine increase, which can reduce the fuel input of the hybrid turboshaft engine, so that fuel consumption is further reduced.

[0061] 4) During the landing phase, the fuel of the hybrid turboshaft engine does not burn and the gas turbine does not work. At this time, the battery drives the starter-generator motor (which acts as an engine at this time) to drive the output shaft to rotate through the clutch alone to control the landing of the aircraft.

[0062] When the hybrid turboshaft engine of the present invention is started, it is driven by its own motor, and no additional starter is required to assist in starting, thereby reducing the cost of use. When the power needs to be increased during takeoff, climbing or other emergency needs, the power of the hybrid turboshaft engine is increased by the motor, fuel combustion is reduced, and the total fuel consumption is reduced. At the same time, the temperature before the turbine of the hybrid turboshaft engine is reduced, which can greatly increase the life of the components of the hybrid turboshaft engine and improve the economic efficiency of the use of the hybrid turboshaft engine. At the same time, it can improve the emission of noise and pollutants of flight equipment, save energy and protect the environment, and provide a better experience for pilots and passengers.

[0063] The fuel combustion in the hybrid turboshaft engine of the present invention is mostly carried out under a stable working condition, and the fuel combustion only works under a single working condition, without having to consider multiple working conditions like a conventional turboshaft engine, which facilitates the improvement of the combustion efficiency of the hybrid turboshaft engine and further reduces fuel consumption. In addition, the motor drive efficiency is higher than the turbine efficiency. In special cases, the motor can quickly provide torque as an engine, giving the hybrid turboshaft engine the advantages of fast response and higher safety.

[0064] When the required hybrid turboshaft engine power is low, the gas turbine can drive the starter-generator motor through the transmission shaft to charge the battery, thereby improving fuel utilization and further improving the economy and environmental protection of the hybrid turboshaft engine.

[0065] Example 4

[0066] The difference between this embodiment and embodiment 3 is that: Figure 2 As shown, the starting-starting motor 7 is only mechanically connected to the output shaft 1 and has no mechanical connection with the transmission shaft 2. The starting-starting motor 7 only directly drives the output 1 to rotate.

[0067] The working conditions of the hybrid turboshaft engine of this embodiment are described below:

[0068] 1) When the hybrid turboshaft engine is started, the drive shaft is driven to rotate with the help of the ground starter, and the compressor rotates continuously to compress the inflowing gas to increase the air pressure. Fuel is sprayed into the combustion chamber, ignited and burned, and high-temperature and high-pressure gas is generated to drive the gas turbine to rotate, driving the drive shaft to accelerate and reach the working speed. At this time, the compressor continuously sucks in air and compresses it, the gas generator can work continuously, and the ground starter is disengaged.

[0069] 2) When taking off, climbing or other emergency situations require increased power, the compressor of the hybrid turboshaft engine continuously compresses the gas driven by the gas turbine, and after mixing with the fuel and burning, it generates high-temperature and high-pressure gas that continuously drives the power turbine to do work. The battery drives the starter-generator motor (which acts as an engine at this time) to drive the output shaft to rotate. Under the joint action of the power turbine and the starter-generator motor, the output shaft rotates and continuously outputs torque.

[0070] 3) During the cruise phase, the required power of the hybrid turboshaft engine is relatively low. The compressor of the hybrid turboshaft engine continuously compresses the gas driven by the gas turbine, and after mixing with the fuel and burning, it generates high-temperature and high-pressure gas to continuously drive the power turbine to do work. The output shaft rotates under the action of the power turbine and continuously outputs torque. The starter-generator motor acts as a generator at this time, and the power turbine drives the starter-generator motor through the output shaft to charge the battery, and the electricity is stored in the battery.

[0071] When the battery is fully charged, the battery drives the starter-generator motor (which acts as an engine at this time) to drive the output shaft to rotate. The output shaft rotates under the joint action of the power turbine and the starter-generator motor, continuously outputting torque. At this time, under the joint action of the starter-generator motor and the power turbine, the output power and torque of the hybrid turboshaft engine increase, which can reduce the fuel input of the hybrid turboshaft engine, so that fuel consumption is further reduced.

[0072] 4) During the landing phase, the fuel of the hybrid turboshaft engine does not burn and the gas turbine does not work. At this time, the battery drives the starter-generator motor (which acts as an engine at this time) to drive the output shaft to rotate alone to control the landing of the aircraft.

[0073] Compared with Example 3, the hybrid turboshaft engine of this embodiment has no clutch device, and does not require power switching between the starter motor and the drive shaft or output shaft. The power transmission is reliable, the hybrid engine is lighter, and the fuel consumption rate is lower.

[0074] Example 5

[0075] The difference between this embodiment and embodiment 3 is that: Figure 3 As shown, the starting and starting integrated motor 7 is only mechanically connected to the transmission shaft 2, and has no mechanical connection relationship with the output shaft 1. The starting and starting integrated motor 7 only directly drives the transmission shaft 2 to rotate.

[0076] The working conditions of the hybrid turboshaft engine of this embodiment are described below:

[0077] 1) When the hybrid turboshaft engine is started, the battery drives the starter motor to rotate the transmission shaft through the transmission gear, and the compressor rotates continuously to compress the inflowing gas to increase the air pressure. Fuel is sprayed into the combustion chamber, ignited and burned, and high-temperature and high-pressure gas is generated to drive the gas turbine to rotate. Subsequently, the starter motor and the gas turbine work together to drive the transmission shaft to accelerate and reach the operating speed. At this time, the compressor continuously sucks in air and compresses it, so that the engine gas generator can work continuously.

[0078] 2) When taking off, climbing or other emergency situations require increased power, the compressor of the hybrid turboshaft engine continuously compresses the gas driven by the gas turbine, and after mixing with the fuel and burning, it generates high-temperature and high-pressure gas that continuously drives the power turbine to do work. The battery drives the starter-generator motor (which acts as an engine at this time) to drive the drive shaft to rotate. The starter-generator motor and the gas turbine jointly drive the drive shaft to rotate, improving the compressor compression efficiency, thereby increasing the output power and torque of the hybrid turboshaft engine.

[0079] 3) During the cruise and landing phases, the required power of the hybrid turboshaft engine is relatively low. The compressor of the hybrid turboshaft engine continuously compresses the gas driven by the gas turbine, and after mixing with the fuel and burning, it generates high-temperature and high-pressure gas to continuously drive the power turbine to do work. The output shaft rotates under the action of the power turbine and continuously outputs torque. At this time, the starter-generator motor is connected to the drive shaft as a generator, and the gas turbine drives the starter-generator motor through the drive shaft to charge the battery, and the electricity is stored in the battery.

[0080] When the battery is fully charged, the battery drives the starter-generator motor (which acts as an engine at this time) to drive the transmission shaft to rotate. The starter-generator motor and the gas turbine jointly drive the transmission shaft to rotate, improving the compressor compression efficiency and fuel combustion efficiency. At this time, under the joint action of the starter-generator motor and the gas turbine, the output power and torque of the hybrid turboshaft engine increase, which can reduce the fuel input of the hybrid turboshaft engine, so that the total fuel consumption is also reduced.

[0081] When the hybrid turboshaft engine of the present invention needs to increase power during takeoff, climbing or other urgent needs, the rotation speed of the transmission shaft is increased by the motor, the compression efficiency of the compressor is improved, and the output power and torque of the hybrid turboshaft engine are increased. At the same time, the fuel combustion efficiency is improved, the fuel consumption rate of the hybrid turboshaft engine is reduced, and the total fuel consumption is reduced. When the hybrid turboshaft engine is started, it is driven by its own motor, and no additional starter is required to assist in starting, which reduces the cost of use.

[0082] Obviously, the above embodiments are merely examples for clearly illustrating the technical solutions of the present invention, and are not intended to limit the implementation methods of the present invention. For those skilled in the art, other different forms of changes or modifications can be made based on the above description. It is not necessary and impossible to list all implementation methods here. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the claims of the present invention.

Claims

1. A hybrid turboshaft engine optimization method, wherein the hybrid turboshaft engine is installed on a flight device, characterized in that: The design method includes introducing a motor to assist in providing take-off and climbing power for the flight device, and the steps of selecting the motor are as follows: S1. Determine P 涡轴 : P 涡轴 W 燃油 Minimize as the goal to determine, while W 燃油 The inequality must also be satisfied: W 涡轴 +W 电机 +W 离合 +W 附件 +W 电池 +W 燃油 ≤K, so that W 涡轴 , W 电机 , W 电池 , W 燃油 All converted to P 涡轴 The relevant relationship is obtained 涡轴 ; S2. Determine P 电机 :P 电机 =P 起飞 -P 涡轴 ; W 涡轴 is the weight of the turboshaft engine in the hybrid turboshaft engine, W 电机 is the weight of the motor in the hybrid turboshaft engine, W 离合 is the weight of the clutch device in the hybrid turboshaft engine, W 附件 is the weight of the remaining accessories in the hybrid turboshaft engine, W 电池 is the weight of the battery in the hybrid turboshaft engine, W 燃油 is the fuel weight of the turboshaft engine in the hybrid turboshaft engine, K is the total weight of the hybrid turboshaft engine and fuel given by the flight equipment manufacturer, K is a constant, P 涡轴 is the power of the turboshaft engine in the hybrid turboshaft engine, P 电机 is the power of the motor in the hybrid turboshaft engine, P 起飞 It is the take-off power of the flight equipment.

2. The hybrid turboshaft engine optimization method according to claim 1, characterized in that: W 燃油 and P 涡轴 The relationship is: W 燃油 =0.52 / (P 涡轴 -200) 0.09 ×P 涡轴 ×(hh 降 ), h is the working time of the flight equipment, h 降 The landing time of the flight equipment; S1 in P 涡轴 The determination process is as follows: After obtaining the value range of the P vortex axis through the inequality, calculate W 燃油 The minimum value of P 涡轴 , for P 涡轴 With P 巡航 Compare the size. If P 涡轴 Greater than P 巡航 , then P 涡轴 is defined as the power of the turboshaft engine in the hybrid turboshaft engine; if P 涡轴 Less than or equal to P 巡航 , then P 巡航 is defined as the power of the turboshaft engine in the hybrid turboshaft engine; where P 巡航 It is the cruising power of the flight equipment.

3. The hybrid turboshaft engine optimization method according to claim 1, characterized in that: S1 in P 涡轴 The determination process is as follows: Preliminary determination of the turboshaft engine power P 涡轴初定 , so that P 涡轴初定 =P 巡航 , and in P 涡轴初定 and P 起飞 Take multiple turbine shaft power values, combine the fuel consumption rate SFC corresponding to each power value, and use the relationship W 燃油 =SFC×P 涡轴 ×(hh 降 ) to calculate and obtain multiple W 燃油 Data, select W that satisfies the inequality in S1 燃油 Data, get W 燃油 The P corresponding to the minimum value in the data 涡轴 ; Among them, P 巡航 It is the cruising power of the flight equipment.

4. The hybrid turboshaft engine optimization method according to claim 1, characterized in that: W 电机 and P 涡轴 The relationship between is determined by the following method: Using the fitting method to obtain W 电机 and P 电机 The functional relationship is then transformed into W 电机 and P 涡轴 The relationship formula.

5. The hybrid turboshaft engine optimization method according to claim 1, characterized in that: The motor is a starting-in-one motor.

6. A hybrid turboshaft engine system designed according to the hybrid turboshaft engine optimization method according to any one of claims 1 to 5, characterized in that: It includes an output shaft, a transmission shaft, a compressor, a combustion chamber, a gas turbine and a power turbine, wherein the output shaft is located in the center hole of the transmission shaft, the compressor, the combustion chamber and the gas turbine are located on the periphery of the transmission shaft in sequence along the direction of the gas, and the power turbine is sleeved on the periphery of the output shaft; the hybrid turboshaft engine system also includes a motor and a battery electrically connected to the motor, and the motor is mechanically connected to at least one of the transmission shaft and the output shaft.

7. The hybrid turboshaft engine system according to claim 6, characterized in that: The motor is connected to any one of the two ends of the transmission shaft or the output shaft.

8. The hybrid turboshaft engine system according to claim 6, characterized in that: The motor and the transmission shaft are connected via a transmission gear.

9. The hybrid turboshaft engine system according to claim 6, characterized in that: The motor and the output shaft are connected via a transmission gear.

10. The hybrid turboshaft engine system according to claim 6, characterized in that: The motor is a starting-in-one motor.

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