Hybrid turboshaft engine optimization method and system

Abstract

The application discloses a hybrid turboshaft engine optimization method and system, the hybrid turboshaft engine is installed on a flight device, the optimization method comprises the steps that: S1, a motor is introduced to assist in providing take-off and climbing power of the flight device, and selection of the motor is as follows: S1. determining P 涡轴 : P 涡轴 is taken as a target to determine W 燃油 , and W 燃油 is taken as a target to determine W 涡轴 , W 电机 , W 离合 , W 附件 , W 电池 , W 燃油 and K satisfy the inequality: W 涡轴 , W 电机 , W 电池 , W 燃油 are all converted into a relational expression related to P 涡轴 , P 涡轴 is obtained; S2, determining P 电机 : P 电机 =P 起飞 -P 涡轴 . The optimization method selects the motor to meet the demand of the hybrid turboshaft engine, increases additional thrust, provides high-power power output for the flight device in the take-off and climbing stages, makes fuel combustion operation of the hybrid turboshaft engine in a stable working condition, and reduces total fuel consumption of the hybrid turboshaft engine.

Description

TECHNICAL FIELD

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

[0002] A turboshaft engine is a gas turbine engine that produces shaft power. It is composed of an air intake, a compressor, a combustor, a turbine, and an exhaust. Air enters the engine through the air intake and is compressed by the compressor. The compressed air then enters the combustor, where it is mixed with fuel and burned, producing high-temperature and high-pressure gases. These gases drive the turbine, which rotates at high speed, converting some of the energy into shaft power. The turbine drives the compressor, which continuously draws in air and compresses it, allowing the engine to operate continuously. The power turbine converts most of the energy in the exhaust gases into shaft power, which is used to drive the rotor of a helicopter or as a ground power source.

[0003] In the prior art, turboshaft engines mainly use aviation kerosene (chemical fuel) as fuel for power generation. The combustion process produces nitrogen oxides or sulfides, polluting the environment. In addition, turboshaft engines produce a lot of noise during operation. Furthermore, due to the constraints of material level, design level, and manufacturing level, it is difficult to further improve the fuel efficiency of existing turboshaft engines. The cost of aviation fuel is rising, and the use cost of turboshaft engines is also increasing. In the face of increasingly stringent environmental and cost requirements, there is an urgent need to further improve the environmental friendliness and economy of turboshaft engines.

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

[0005] Patent 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 alternator, M DC motors, a battery, M lifting units, a rectifier, a variable / stabilizer, a battery, an energy management control system, a motor control system, and an engine control system. The turboshaft engine and the permanent magnet alternator are connected by a gear shaft reducer. The output end of the alternator is connected to the output end of the variable / stabilizer and the rectifier. The input end of the energy management control system is electrically connected to the output end of the rectifier and the battery. The output shafts of the M DC motors are coaxially fixed to the rotating shafts of the M lifting units. When designing the propulsion system, the reverse design method is used from the aircraft requirements to the components.

[0006] The patent proposes to use a vortex shaft engine to generate electricity for a permanent magnet alternator, thereby providing power to the aircraft through M DC motors. However, the energy density of existing batteries cannot provide power comparable to the vortex shaft engine solely by electricity, and cannot meet the requirement of high-power power output. In addition, the patent mainly generates electricity for the generator through the fuel combustion of the vortex shaft engine, and then drives the motor to provide power to the aircraft. The vortex shaft engine does not directly drive the aircraft, that is, it still needs a large amount of fuel input, and the power provided to the aircraft by the electricity converted by fuel combustion is limited, and the efficiency is low. Moreover, the number of additional motors is large, which further increases the weight of the aircraft and has an adverse effect on the aircraft. SUMMARY

[0007] The technical problem to be solved by the present application is to provide a hybrid vortex shaft engine optimization method for increasing power using an electric motor on the basis of an existing fuel engine to achieve high-power output.

[0008] The object of the present application is achieved by the following technical solutions:

[0009] A hybrid vortex shaft engine optimization method, the hybrid vortex shaft engine is installed on a flight device, the optimization method comprises introducing an electric motor to assist in providing take-off and climb power for the flight device, and the selection steps of the electric motor are as follows:

[0010] S1. Determine P 涡轴 :

[0011] P 涡轴 is determined as the target of minimization, and W 燃油 is also determined. 燃油 The inequality also needs to 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 are all converted into the relationship related to P 涡轴 , and P 涡轴 is obtained.

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

[0014] P 涡轴 is the power of the vortex shaft engine in the hybrid vortex shaft engine, P电机 P represents the power of the electric motor in the hybrid turboshaft engine. 起飞 W is the takeoff power of the flight equipment. 涡轴 W represents the weight of the turboshaft engine in the hybrid turboshaft engine. 电机 W represents the weight of the electric motor in the hybrid turboshaft engine. 离合 For the weight of the clutch device in a hybrid turboshaft engine, W 附件 For the weight of the remaining accessories in the hybrid turboshaft engine, W 电池 For the weight of the battery in the hybrid turboshaft engine, W 燃油 K represents 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 relational expression used is: W 燃油 =0.52 / (P) 涡轴 -200) 0.09 ×P 涡轴 ×(hh 降 ), where h is the operating time of the flight equipment, h 降 This refers to the landing time of the flight equipment. (P in S1) 涡轴 The determination process is as follows: After obtaining the range of values ​​for the P vortex axis through inequalities, calculate W. 燃油 P corresponding to the minimum value 涡轴 .

[0016] Afterwards, regarding W 燃油 P corresponding to the minimum value 涡轴 With P 巡航 To perform a size comparison, P 巡航 This represents the cruise power of the flight equipment. If P 涡轴 Greater than P 巡航 Then P 涡轴 Define P 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 The power output is defined as that of the turboshaft engine in the hybrid turboshaft engine. Furthermore, in S1, P... 涡轴 The determination process is as follows: initially determine the turboshaft engine power P 涡轴初定 , making P 涡轴初定 =P 巡航 And in P 涡轴初定 and P 起飞 Multiple turbine power values ​​are taken from between, and combined with the corresponding fuel consumption rate (SFC) for each power value, the relationship W is used. 燃油 =SFC×P 涡轴 ×(hh 降 ) Perform calculations to obtain multiple Ws燃油 Data, select W in which satisfies the inequality in S1 燃油 Data, take the resulting W 燃油 The minimum value in the data corresponding to P 涡 Axis.

[0017] Further, W 电机 and P 涡轴 The relationship is determined by the following method: W 电机 and P 电机 The function relationship is obtained by using the fitting method, and then converted into the relationship of W 电机 and P 涡轴 .

[0018] The application also provides a hybrid turbo-shaft engine system designed according to the hybrid turbo-shaft engine optimization method, comprising an output shaft, a transmission shaft, a compressor, a combustion chamber, a gas turbine and a power turbine, the output shaft is located in the central hole of the transmission shaft, the compressor, the combustion chamber and the gas turbine are sequentially located at the outer periphery of the transmission shaft along the gas flow direction, and the power turbine is sleeved on the outer periphery of the output shaft; the hybrid turbo-shaft engine system further comprises a motor and a storage battery electrically connected with the motor, and the motor is mechanically connected with at least any one of the transmission shaft and the output shaft.

[0019] Further, the motor is a take-off integrated motor.

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

[0021] 1) The optimization method selects the motor to meet the demand of the hybrid turbo-shaft engine, increases the additional thrust, provides high-power power output for the flight equipment in the take-off and climbing stage, makes the fuel combustion operation of the hybrid turbo-shaft engine in a stable working condition, thereby reducing the total fuel consumption of the hybrid turbo-shaft engine, reducing the emission of pollutants and noise, the energy-saving effect is more significant, and the economic and environmental requirements of the hybrid turbo-shaft engine are met.

[0022] 2) The motor driving efficiency is higher than the turbine efficiency, and in special cases, the motor can quickly provide torque, which gives the hybrid turbo-shaft engine the advantages of fast response and higher safety.

[0023] 3) The motor selects a take-off integrated motor, when the required power of the hybrid turbo-shaft engine is low, the take-off integrated motor can be converted into a generator to charge the storage battery, and the utilization rate of fuel is improved. BRIEF DESCRIPTION OF DRAWINGS

[0024] Figure 1 is a structural schematic view of the hybrid turbo-shaft engine described in embodiment 3 of the application;

[0025] Figure 2Structure diagram of a hybrid turboshaft engine according to Embodiment 4 of the present application;

[0026] Figure 3 Structure diagram of a hybrid turboshaft engine according to Embodiment 5 of the present application;

[0027] Figure 4 Statistical function graph between turboshaft engine weight and turboshaft engine power in the prior art;

[0028] Figure 5 Statistical function graph between turboshaft engine weight and turboshaft engine power in the prior art. DETAILED DESCRIPTION

[0029] To make the technical features of the present application clear, the present application will be described in detail below with reference to the accompanying drawings.

[0030] In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. However, it will be apparent to one skilled in the art that the present application can be practiced without the specific details set forth in the following description.

[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 the orientation or positional relationship based on the orientation or positional relationship shown in the drawings, and are only for the purpose of facilitating the description of the present application and simplifying the description, and do not indicate or imply that the device or element referred to must have a particular orientation, be constructed and operated in a particular orientation, and therefore cannot be understood as a limitation on the present application. In addition, the terms "first", "second" are only for the purpose of description, and cannot be understood as indicating or implying relative importance or implicitly indicating the number of technical features indicated. Therefore, the features defined as "first", "second" can explicitly or implicitly include one or more of the features. In the description of the present application, the meaning of "a plurality of" is two or more, unless otherwise specifically limited.

[0032] In the present application, unless otherwise specifically defined and limited, the terms "mounting", "connection", "connection", "fixing" and the like should be understood broadly, for example, it can be fixed connection, or detachable connection, or integral; it can be mechanical connection, or electrical connection, or communication; it can be directly connected, or indirectly connected through an intermediate medium; it can be the internal communication of two elements or the interaction relationship between two elements. For those skilled in the art, the specific meaning of the above terms in the present application can be understood according to the specific circumstances.

[0033] In this application, unless otherwise explicitly specified and limited, the first feature is "on" or "under" the second feature, which can be direct contact between the first and second features, or indirect contact through an intermediate medium. In the description of the specification, the description of the terms "one embodiment", "some embodiments", "example", "specific example", or "some examples" means that the specific features, structures, materials or characteristics described in connection with the embodiment or example are included in at least one embodiment or example of the application. In the description of the specification, the illustrative description of the above terms does not necessarily refer to the same embodiment or example. Moreover, the specific features, structures, materials or characteristics described can be combined in any appropriate manner in any one or more embodiments or examples.

[0034] Embodiment 1

[0035] After the conventional turboshaft engine is installed on the flight device, the take-off power provided by the combustion is higher than the cruising power. Compared with the cruising stage, additional thrust is needed to realize the take-off and climbing of the aircraft in the take-off stage, therefore, this additional thrust and fuel on the conventional turboshaft engine will be in an idle state in other flight stages, causing a huge waste of cost. The embodiment provides a hybrid turboshaft engine optimization method, which includes introducing an electric motor to assist in providing take-off and climbing power of the flight device, the electric motor and a storage battery are electrically connected, when take-off, climbing or other emergency power increase is needed, the storage battery drives the electric motor, and the gas generator of the hybrid turboshaft engine works synchronously to improve the output power of the output shaft, realizing the effect of improving the output power and torque of the turboshaft engine.

[0036] The selection steps of the electric motor in the 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 device (i.e. the aircraft) manufacturer, the take-off power P 起飞 , the cruising power P 巡航 , the weight W 混动 of the hybrid turboshaft engine, the working time h (including the climbing time h 升 and the landing time h 降 ), the fuel weight W 混动燃油 and other parameters are determined, W 混动 and W 混动燃油 are index parameters given by the flight device manufacturer, and the present application is combined with the two index parameters to re-determine the weight (including W 涡轴 , W 电机 , W 电池 ) and the fuel weight W燃油 Optimization distribution is performed.

[0039] Specifically, P 涡轴 is determined with the objective of minimization, while W 燃油 is determined with the objective of minimization. 燃油 The inequality also needs to 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 determined value), W 附件 is the weight of the remaining accessories in the hybrid turboshaft engine (a determined 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 the fuel given by the manufacturer of the flight equipment (i.e., W 混动 + W 混动燃油 ), and K is a constant.

[0042] In Formula (1), W 涡轴 , W 电机 , W 电池 , and W 燃油 are all converted into a relationship related to P 涡轴 , and P 涡轴 is obtained.

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

[0044] W 燃油 = SFC × P 涡轴 × (h - h 降 ), according to the functional relationship between SFC and P 涡轴 , W 燃油 and P 涡轴The relation 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 relational expression is: W 电池 =W h / w=P 电机 ×h 升 / w=(P 起飞 -P 涡轴 )×h 升 / w, where W h Where P is the battery capacity, w is the energy density, and P is the energy density. 电机 This refers to the drive power of the hybrid turboshaft engine motor.

[0046] W 电机 and P 涡轴 The relationship was determined as follows: W was obtained using a fitting method. 电机 and P 电机 The functional relationship is then transformed into W. 电机 and P 涡轴 The relationship. That is, statistically, W. 电机 With P 电机 Some data, then in P 电机 W is the x-axis. 电机 Using P as the ordinate, fit the relationship between them, and then use P... 电机 =P 起飞 -P 涡轴 This relation is obtained by W 电机 and P 涡轴 The relationship between them.

[0047] The above W and P 涡轴 Substituting the relational expression into equation (1), P is obtained through equation (1). 涡轴 After determining the range of values ​​for W, calculate W at this point. 燃油 =SFC×P 涡轴 ×(hh 降 )=0.52 / (P 涡轴 -200) 0.09 ×P 涡轴 ×(hh 降 The minimum value corresponding to P 涡轴 If P at this time 涡轴 Greater than P 巡航 Then P 涡轴 For the final P of the hybrid turboshaft engine 涡轴 If P at this time 涡轴 Less than or equal to P巡航 , then P 巡航 is the final P 涡轴 of the hybrid turboshaft engine.

[0048] S2. Determine P 电机 : P 电机 = P 起飞 -P 涡轴 , at this time 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 optimization method, the motor is a start and generate integrated motor, which can switch between the functions of the motor and the generator according to the use of the hybrid turboshaft engine.

[0050] The present application is different from the energy-saving design of the conventional turboshaft engine. The conventional energy-saving design is to reduce the fuel consumption rate of the turboshaft engine by optimizing the technology of the turboshaft engine, including increasing the turbine pre-combustion temperature or increasing the supercharging ratio, etc. These methods will increase the manufacturing cost and reduce the service life of the turboshaft engine. The present application increases the motor to meet the demand of the hybrid turboshaft engine to increase the additional thrust, provides high-power power output for the flight equipment in the take-off and climbing stage, makes the fuel combustion operation of the hybrid turboshaft engine in a stable working condition, reduces the total fuel consumption, and reduces the fuel consumption rate.

[0051] Embodiment 2

[0052] The difference between the present embodiment and embodiment 1 is that the determination process of P 涡轴 in S1 is different, specifically: initially determine the turboshaft engine power P 涡轴初定 , so that P 涡轴初定 =P 巡航 , and take a plurality of turboshaft power values between P 涡轴初定 and P 起飞 , combine the fuel consumption rates SFC corresponding to each power value, and calculate using the relationship W 燃油 =SFCxP 涡轴 x(h-h 降 ) to obtain a plurality of W 燃油 data, select the W 燃油 data satisfying formula (1) in S1 among the W 燃油 data, and take the minimum value of the obtained P 涡轴 corresponding to the W 涡轴 data as the final P 涡轴 .

[0053] Embodiment 3

[0054] A hybrid turboshaft engine system designed by using the hybrid turboshaft engine optimization method in embodiment 1 or embodiment 2, such as Figure 1As shown, it comprises 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 central 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 sequentially located at the outer periphery of the transmission shaft 2 along the gas flow. The exhaust port of the compressor 3 is communicated with the inlet of the combustion chamber 4. The exhaust of the combustion chamber 4 is communicated with the inlet of the gas turbine 5. The gas turbine 5 and the power turbine 6 are not rigidly connected, but are aerodynamically connected. The power turbine 6 is sleeved on the outer periphery of the output shaft 1. The motor 7 is electrically connected with the battery 8. The motor 7 is a start-up integrated motor, which is mechanically connected with the transmission shaft 2 and the output shaft 1 through a clutch and a transmission gear 9 respectively. The start-up integrated motor can be used as a motor or a generator according to the use condition.

[0055] According to the structure of the hybrid turbo-shaft engine and the power demand, the start-up integrated motor can be connected at either end of the transmission shaft, that is, the start-up integrated motor can be installed at the front end or the rear end of the transmission shaft.

[0056] The working condition of the hybrid turbo-shaft engine of the present embodiment is described as follows:

[0057] 1) When the hybrid turbo-shaft engine starts, the battery drives the start-up integrated motor (which is used as a motor at this time) to rotate the transmission shaft through the clutch. The compressor continuously rotates to compress the inflowing gas, thereby increasing the pressure of the air. The combustion chamber sprays fuel, ignites and burns to generate high-temperature and high-pressure gas to drive the gas turbine to rotate. Then, the transmission shaft is accelerated to the working speed under the joint action of the start-up integrated motor and the gas turbine. 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 needs to increase power, the compressor of the hybrid turbo-shaft engine continuously compresses the gas under the drive of the gas turbine. After mixing with the fuel, the high-temperature and high-pressure gas continuously pushes the power turbine to work. The battery drives the start-up integrated motor (which is used as a motor at this time) to rotate the output shaft through the clutch. The output shaft rotates under the joint action of the power turbine and the start-up integrated motor, and continuously outputs torque.

[0059] 3) In the cruising stage, the required power of the hybrid turbo-shaft engine is low. The compressor of the hybrid turbo-shaft engine continuously compresses the gas under the drive of the gas turbine. After mixing with the fuel, the high-temperature and high-pressure gas continuously pushes the power turbine to work. The output shaft rotates under the action of the power turbine, and continuously outputs torque. The start-up integrated motor is used as a generator at this time, and is connected with the transmission shaft through the clutch. The gas turbine drives the start-up integrated motor through the transmission shaft to charge the battery, and the electric quantity is stored in the battery.

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

[0061] 4) In the landing stage, the fuel of the hybrid turboshaft engine does not burn, and the gas turbine does not work. At this time, the battery drives the start-up integrated motor (at this time as an engine) to rotate the output shaft through the clutch alone, and controls the landing of the aircraft.

[0062] The hybrid turboshaft engine of the present application is driven by the motor itself when starting, without the need for an additional starter to assist starting, thereby reducing the use cost. When the power needs to be increased during take-off, climbing or other emergency requirements, the power of the hybrid turboshaft engine is increased through the motor, the 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, thereby greatly improving the service life of the parts of the hybrid turboshaft engine and improving the use economy of the hybrid turboshaft engine. At the same time, the noise and pollutant emissions of the flight equipment can be improved, energy saving and environmental protection, and the experience of the pilot and passengers is better.

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

[0064] When the required power of the hybrid turboshaft engine is low, the gas turbine can drive the start-up integrated motor to charge the battery through the transmission shaft, improve the utilization rate of fuel, and further improve the economy and environmental protection of the hybrid turboshaft engine.

[0065] Example 4

[0066] The difference between this embodiment and example 3 is that, as shown in Figure 2 the start-up integrated motor 7 is only mechanically connected with the output shaft 1 and has no mechanical connection relationship with the transmission shaft 2, and the start-up integrated motor 7 directly drives the output 1 to rotate.

[0067] The working condition of the hybrid turboshaft engine of this embodiment is described as follows:

[0068] 1) When the hybrid turboshaft engine starts, the ground starter helps to drive the transmission shaft to rotate, the compressor continuously rotates to compress the incoming gas, and the pressure of the air is increased. The combustion chamber injects fuel, ignites and burns to generate high-temperature and high-pressure gas to drive the gas turbine to rotate, drive the transmission 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 disconnected.

[0069] 2) When taking off, climbing or other emergency needs to increase power, the compressor of the hybrid turboshaft engine continuously compresses the gas under the drive of the gas turbine, and the high-temperature and high-pressure gas generated after the fuel is mixed and burned continuously drives the power turbine to work. The battery drives the starter-integrated motor (at this time as an engine) to drive the output shaft to rotate. The output shaft rotates under the joint action of the power turbine and the starter-integrated motor, and the torque is continuously output.

[0070] 3) In the cruising stage, the required power of the hybrid turboshaft engine is low, the compressor of the hybrid turboshaft engine continuously compresses the gas under the drive of the gas turbine, and the high-temperature and high-pressure gas generated after the fuel is mixed and burned continuously drives the power turbine to work. The output shaft rotates under the action of the power turbine, and the torque is continuously output. The starter-integrated motor at this time acts as a generator, and the power turbine drives the starter-integrated motor to charge the battery through the output shaft, and the electric quantity is stored in the battery.

[0071] When the battery has sufficient electric quantity, the battery drives the starter-integrated motor (at this time as an engine) to drive the output shaft to rotate. The output shaft rotates under the joint action of the power turbine and the starter-integrated motor, and the torque is continuously output. At this time, under the joint action of the starter-integrated motor and the power turbine, the output power and torque of the hybrid turboshaft engine increase, the fuel input of the hybrid turboshaft engine can be reduced, and the fuel consumption is further reduced.

[0072] 4) In the landing stage, 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-integrated motor (at this time as an engine) to drive the output shaft to rotate alone, and controls the aircraft to land.

[0073] Compared with example 3, the hybrid turboshaft engine of the embodiment does not have a clutch device, and does not need the power switching of the starter-integrated motor and the transmission shaft or the output shaft, the power transmission is reliable, the weight of the hybrid engine is lighter, and the fuel consumption is lower.

[0074] Example 5

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

[0076] The working condition of the hybrid turbo-shaft engine of the present embodiment is described as follows:

[0077] 1) When the hybrid turbo-shaft engine starts, the battery drives the start-generator integrated motor to rotate the transmission shaft through the transmission gear, the compressor continuously rotates to compress the inflowing gas, and the pressure of the air is increased. The combustion chamber injects fuel, ignites and burns to generate high-temperature and high-pressure gas to drive the gas turbine to rotate. Subsequently, the transmission shaft is accelerated to the working speed under the joint action of the start-generator integrated motor and the gas turbine, 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 needs to increase power, the compressor of the hybrid turbo-shaft engine continuously compresses the gas under the drive of the gas turbine, and the high-temperature and high-pressure gas generated after the fuel is mixed and burned continuously pushes the power turbine to work. The battery drives the start-generator integrated motor (at this time as an engine) to drive the transmission shaft to rotate. The start-generator integrated motor and the gas turbine jointly drive the transmission shaft to rotate, improve the compression efficiency of the compressor, and further improve the output power and torque of the hybrid turbo-shaft engine.

[0079] 3) In the cruising stage and landing stage, the required power of the hybrid turbo-shaft engine is low, the compressor of the hybrid turbo-shaft engine continuously compresses the gas under the drive of the gas turbine, and the high-temperature and high-pressure gas generated after the fuel is mixed and burned continuously pushes the power turbine to work. The output shaft rotates under the action of the power turbine, and the torque is continuously output. At this time, the start-generator integrated motor is connected to the transmission shaft as a generator, and the gas turbine drives the start-generator integrated motor through the transmission shaft to charge the battery, and the electric quantity is stored in the battery.

[0080] When the battery has sufficient electric quantity, the battery drives the start-generator integrated motor (at this time as an engine) to drive the transmission shaft to rotate. The start-generator integrated motor and the gas turbine jointly drive the transmission shaft to rotate, improve the compression efficiency of the compressor and the combustion efficiency of the fuel. At this time, under the joint action of the start-generator integrated motor and the gas turbine, the output power and torque of the hybrid turbo-shaft engine increase, the fuel input of the hybrid turbo-shaft engine can be reduced, and the total fuel consumption is also reduced.

[0081] The hybrid turbo-shaft engine of the present application increases the rotation speed of the transmission shaft through the motor when taking off, climbing or other emergency needs to increase power, improves the compression efficiency of the compressor, and further improves the output power and torque of the hybrid turbo-shaft engine. At the same time, the combustion efficiency of the fuel is improved, the fuel consumption rate of the hybrid turbo-shaft engine is reduced, and the total fuel consumption is reduced. When the hybrid turbo-shaft engine starts, it is driven by the motor carried by itself, without the need for an additional starter to assist starting, thereby reducing the use cost.

[0082] Obviously, the above embodiments are only examples for clearly illustrating the technical solutions of the present application, and are not intended to limit the manner of the present application. Based on the above description, any modification, equivalent replacement and improvement made by those skilled in the art within the spirit and principle of the present application shall be included in the protection scope of the claims of the present application.

Claims

1. A hybrid turboshaft engine optimization method, the hybrid turboshaft engine being mounted to a flying device, characterized in that, The optimization method comprises introducing a motor to assist in providing take-off and climb power of the flight device, and the selected steps of the motor are as follows: S1. Determine P 涡轴 : P 涡轴 with W 燃油 determined with the aim of minimization, 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, making W 涡轴 , W 电机 , W 电池 , W 燃油 fully converted into the relationship with P 涡轴 P 涡轴 ; W 涡轴 = 0.625 x (P 涡轴 + 200) 0.8 , SFC = 0.52 / (P 涡轴 - 200) 0.09 ; And W 燃油 =SFC×P 涡轴 ×(h-h 降 ), according to the function relationship of SFC and P 涡轴 , the relationship of W 燃油 and P 涡轴 is: W 燃油 =0.52 / (P 涡轴 -200) 0.09 ×P 涡轴 ×(h-h 降 ). 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, wherein W h is the battery capacity, and w is the energy density; The function relationship between W 电机 and P 电机 is obtained by fitting method, and then is converted into the relationship between W 电机 and P 涡轴 ; that is, some data of current W 电机 and P 电机 are counted, then P 电机 is taken as the horizontal coordinate and W 电机 is taken as the vertical coordinate, the relationship between them is fitted, and then the relationship between W 电机 and P 涡轴 is obtained from the relationship P 电机 =P 起飞 -P 涡轴 . W 涡轴 W is the weight of the turboshaft engine in the hybrid turboshaft engine 电机 W is the weight of the electric machine in the hybrid turboshaft engine 离合 W is the weight of the clutch device in the hybrid turboshaft engine 附件 W is the weight of the remaining accessories in the hybrid turboshaft engine 电池 W is the weight of the battery in the hybrid turboshaft engine 燃油 W is the fuel weight of the turboshaft engine in the hybrid turboshaft engine, K is the total weight of the hybrid turboshaft engine and the fuel given by the aircraft manufacturer, K is a constant, P 涡轴 P is the power of the turboshaft engine in the hybrid turboshaft engine 电机 P is the power of the electric machine in the hybrid turboshaft engine 起飞 SFC is the specific fuel consumption, h is the working time, h 升为 h is the climb time 降为 h is the landing time S2. Determine P 电机 : P 电机 = P 起飞 - P 涡轴 .

2. The hybrid turboshaft engine optimization method of claim 1, wherein, W 燃油 and P 涡轴 of the relationship formula is as follows: W 燃油 = 0.52 / (P 涡轴 - 200) 0.09 × P 涡轴 × (h - h 降 ), h is the working time of the flight device, and h 降 is the landing time of the flight device; P in S1 涡轴 The determination process is: after obtaining the value range of P by inequality, calculating W 燃油 The minimum value corresponding to P 涡轴 , P 涡轴 and P 巡航 are compared, if P 涡轴 is greater than P 巡航 , P 涡轴 is determined as the power of the turboshaft engine in the hybrid turboshaft engine; if P 涡轴 is less than or equal to P 巡航 , P 巡航 is determined as the power of the turboshaft engine in the hybrid turboshaft engine; wherein, P 巡航 is the cruising power of the flight equipment.

3. The hybrid turboshaft engine optimization method of claim 1, wherein, S1 in P 涡轴 The determination process is as follows: initially determine the turboshaft engine power P 涡轴初定 , making P 涡轴初定 =P 巡航 and in P 涡轴初定 and P 起飞 Multiple turbine power values ​​are taken from between, and combined with the corresponding fuel consumption rate (SFC) for each power value, the relationship W is used. 燃油 = SFC×P 涡轴 ×(hh 降 ) Perform calculations to obtain multiple Ws 燃油 Data, select W that satisfies the inequality in S1 燃油 Data, obtained W 燃油 P corresponding to the minimum value in the data 涡轴 Among them, P 巡航 The cruise power of the flight equipment.

4. The hybrid turboshaft engine optimization method of claim 1, wherein, The motor is a take-off and launch integrated motor.

5. A hybrid turboshaft engine system designed by the method of any one of claims 1-4. The hybrid turboshaft engine system comprises an output shaft, a transmission shaft, a compressor, a combustion chamber, a gas turbine and a power turbine, the output shaft is located in a central hole of the transmission shaft, the compressor, the combustion chamber and the gas turbine are sequentially located at an outer periphery of the transmission shaft along a gas direction, and the power turbine is sleeved at an outer periphery of the output shaft; the hybrid turboshaft engine system further comprises a motor and a storage battery electrically connected with the motor, and the motor is mechanically connected with any one of the transmission shaft and the output shaft.

6. The hybrid turboshaft engine system of claim 5, wherein, The motor is connected with any one of two ends of the transmission shaft or the output shaft.

7. The hybrid turboshaft engine system of claim 5, wherein, The motor and the transmission shaft are connected through a transmission gear.

8. The hybrid turboshaft engine system of claim 5, wherein, The motor and the output shaft are connected through a transmission gear.

9. The hybrid turboshaft engine system of claim 5, wherein, The motor is a take-off and launch integrated motor.

Images