An aeroengine of contra-rotating blade configuration and a control method

Abstract

The application belongs to the field of aircrafts, relates to a design technology of an aircraft power system, and provides an opposed-blade configuration aero-engine and a control method. The aero-engine comprises a gas turbine engine, opposed blades and a main transmission shaft. The gas turbine engine is located in a main flow channel, the opposed blades are arranged in an additional channel, an inlet adjusting piece is arranged at an inlet position of the additional channel, and an outlet adjusting piece is arranged at an outlet position of the additional channel. One end of the main transmission shaft is selectively connected or disconnected with the gas turbine engine through a clutch, and the other end of the main transmission shaft is connected with the opposed blades through a connecting structure. Through innovative power architecture design, the application solves the core problem that the thermal cycle efficiency and thrust characteristics of a traditional aero-engine are difficult to dynamically adapt under complex flight conditions, adjusts the bypass ratio through external opposed blades, realizes multi-condition adaptive optimization, and thus enables the aircraft power system to be efficiently and reliably operated in a wide range of complex environments.

Description

Technical Field

[0001] The present invention belongs to the field of aircraft, relates to aircraft power system design technology, and specifically relates to an aircraft engine with a counter-rotating blade configuration and a control method. Background Art

[0002] The design architecture of traditional aircraft engines typically utilizes a highly coupled, integrated thermodynamic cycle system, with its components working in concert under fixed aerodynamic and structural parameters. However, as aircraft increasingly demand complex operating conditions such as wide-speed flight, multi-mission mode switching, and adaptability to extreme environments, the limitations of this traditional architecture are becoming increasingly apparent. The core contradiction lies in the difficulty of achieving optimal efficiency across a wide range of operating conditions with a single thermodynamic cycle. Furthermore, the strong coupling between components limits the system's ability to adjust, making it difficult to achieve multi-objective performance balance through real-time adjustments, thus restricting the power system's adaptability and stability.

[0003] To address this issue, the present invention focuses on the research of new-configuration aircraft engines, namely, the decoupling of the power system architecture. By separating the functions of the engine and the additional duct, independently adjustable subsystems are formed, changing the rigid coupling mode of the traditional engine, so that the power system can achieve optimal matching under different working conditions, thereby providing a highly robust solution for wide-range flight, which is of great significance to improving the performance of the aircraft. Summary of the Invention

[0004] In order to solve the technical problem of poor adaptability and stability of the power system in the existing highly coupled integrated thermodynamic cycle system, the present invention discloses an aircraft engine with a counter-rotating blade configuration, which includes a gas turbine engine, counter-rotating blades and a main drive shaft.

[0005] The gas turbine engine is located in the main duct, the counter-rotating blades are arranged in the additional duct, the inlet position of the additional duct is provided with an inlet regulating plate, and the outlet position of the additional duct is provided with an outlet regulating plate.

[0006] One end of the main transmission shaft is selectively connected to or disconnected from the gas turbine engine via a clutch, and the other end is connected to the counter-rotating blades via a connecting structure.

[0007] Furthermore, the counter-rotating blades include multiple rows of blades, and the rotation directions of the blades in adjacent rows are opposite.

[0008] Furthermore, the connection structure includes a slave transmission shaft, one end of which is connected to the main transmission shaft, and the other end of which passes through the additional duct wall and is connected to the counter-rotating blades via a connection assembly.

[0009] Furthermore, the connecting assembly includes a gear and a rack, wherein the gear is driven to rotate by the slave transmission shaft and drives the counter-rotating blades to work by meshing with the rack.

[0010] Furthermore, an axisymmetric nozzle is provided at the end of the main channel.

[0011] Furthermore, when the aircraft engine is in a low fuel consumption mode, the inlet regulating plate and the outlet regulating plate are both opened, and the clutch connects the main transmission shaft with the gas turbine engine, driving the counter-rotating blades to rotate.

[0012] When the aircraft engine is in a high flight power mode, the inlet adjustment plate and the outlet adjustment plate are both closed, the clutch disconnects the main drive shaft from the gas turbine engine, and the counter-rotating blades do not operate;

[0013] The bypass ratio corresponding to the low fuel consumption mode is greater than the bypass ratio corresponding to the high flight power mode.

[0014] An embodiment of the present invention further provides a control method for an aircraft engine having the above-mentioned counter-rotating blade configuration, the control method comprising the following steps:

[0015] S1. Using multiple aircraft engine parameters as input and flight power and fuel consumption as output, establish an engine performance model for each typical operating point within the aircraft engine envelope;

[0016] S2. assigning a weight coefficient to each aircraft engine parameter, and establishing a cost function based on flight power, fuel consumption rate, and all the aircraft engine parameters and their corresponding weight coefficients;

[0017] S3, coupling the engine performance model with the cost function to construct an engine performance optimization model;

[0018] S4. Based on the design requirements of flight power and fuel consumption rate at each typical operating point within the aircraft engine envelope, the engine performance optimization model is used to obtain an engine control adjustment variable corresponding to the current operating point, and the aircraft engine is controlled in real time according to the engine control adjustment variable.

[0019] Furthermore, the aircraft engine parameters include fuel flow rate, nozzle throat area, counter-rotating blade rotation speed, inlet adjustment vane angle and outlet adjustment vane angle.

[0020] Furthermore, the aircraft engine parameters, the flight power and the fuel consumption rate are all data obtained by dimensionlessly processing the corresponding parameters under the design working conditions.

[0021] Furthermore, the cost function is expressed as:

[0022] ;

[0023] in, is the cost function value, 、 、 、 、 、 、 They are respectively the fuel flow rate before dimensionless processing, nozzle throat area, counter-rotating blade speed, inlet flap angle, outlet flap angle, flight power, and fuel consumption rate under a typical operating condition; 、 、 、 、 、 、 They are the weight coefficients of fuel flow, nozzle throat area, counter-rotating blade speed, inlet flap angle, outlet flap angle, flight power, and fuel consumption rate; 、 、 、 、 、 、 They are the fuel flow rate, nozzle throat area, counter-rotating blade speed, inlet adjustment vane angle, outlet adjustment vane angle, flight power, and fuel consumption rate under the design operating conditions.

[0024] Compared with the prior art, the beneficial effects that can be achieved by at least one of the above-mentioned technical solutions adopted in the embodiments of this specification include at least the following: the aircraft engine with a counter-rotating blade configuration designed by the present invention solves the core problem of the difficulty in dynamically adapting the thermodynamic cycle efficiency and thrust characteristics of traditional aircraft engines under complex flight conditions through innovative power architecture design. The research goal focuses on building a power system that decouples the engine and the additional duct, and realizes multi-condition adaptive optimization through external counter-rotating blade adjustable ducts on the premise of minimizing changes to core components. This modular and scalable architecture of the duct system is compatible with the rapid upgrade of existing engine platforms and can reduce the energy consumption of all-condition operation through independent parameter optimization, thereby realizing efficient and reliable operation of the aircraft power system in a wide range of complex environments. BRIEF DESCRIPTION OF THE DRAWINGS

[0025] In order to more clearly illustrate the technical solutions of the embodiments of the present application, the following briefly introduces the drawings required for use in the embodiments. Obviously, the drawings described below are only some embodiments of the present application. For ordinary technicians in this field, other drawings can be obtained based on these drawings without any creative work.

[0026] Figure 1 A schematic diagram of an aircraft engine with counter-rotating blades according to the present invention;

[0027] Figure 2 is a schematic diagram of the connection structure of the present invention;

[0028] Figure 3 This is a schematic diagram of the working state of the counter-rotating blades and the gas turbine engine when the aircraft engine of the present invention is in a low fuel consumption mode;

[0029] Figure 4 This is a schematic diagram of the working state of the counter-rotating blades and the gas turbine engine of the aircraft engine of the present invention when the aircraft engine is in a high flight power mode;

[0030] Figure 5 The control process of the aircraft engine with the counter-rotating blade configuration of the present invention;

[0031] Among them, 1. counter-rotating blades; 2. main drive shaft; 3. clutch; 4. additional duct; 5. outlet adjustment plate; 6. inlet adjustment plate; 7. rack; 8. gear; 9. gas turbine engine; 10. axisymmetric nozzle; 11. slave drive shaft; 12. main channel. DETAILED DESCRIPTION

[0032] The embodiments of the present application are described in detail below with reference to the accompanying drawings.

[0033] The following describes the embodiments of the present application through specific examples, and those skilled in the art can easily understand other advantages and effects of the present application from the contents disclosed in this specification. Obviously, the described embodiments are only a part of the embodiments of the present application, rather than all the embodiments. The present application can also be implemented or applied through other different specific embodiments, and the details in this specification can also be modified or changed in various ways based on different viewpoints and applications without departing from the spirit of the present application. It should be noted that, in the absence of conflict, the features of the following embodiments and embodiments can be combined with each other. Based on the embodiments in the present application, all other embodiments obtained by those of ordinary skill in the art without making creative work are within the scope of protection of this application.

[0034] The embodiment of the present invention discloses an aero-engine with counter-rotating blades. Figure 1 As shown, the aircraft engine includes a gas turbine engine 9, counter-rotating blades 1 and a main transmission shaft 2.

[0035] Among them, see Figure 1As shown, the gas turbine engine 9 is located in the main flow channel 12, and the counter-rotating blades 1 are disposed in the additional duct 4. The additional duct 4 is provided with an inlet regulating vane 6 at the inlet and an outlet regulating vane 5 at the outlet. One end of the main drive shaft 2 is selectively connected to or disconnected from the gas turbine engine 9 via a clutch 3, and the other end is connected to the counter-rotating blades 1 via a connecting structure.

[0036] In the present invention, a gas turbine engine 9 is disposed within a primary flow passage 12, forming a conventional aircraft engine propulsion system. The contra-rotating blades 1, main drive shaft 2, clutch 3, connecting structure, outlet flap 5, inlet flap 6, and additional duct 4 form an additional duct system independent of the engine itself.

[0037] Furthermore, the counter-rotating blades 1 include multiple rows of blades, and the rotation directions of the blades in adjacent rows are opposite. In one design, the counter-rotating blades 1 can be formed by two rows of blades, wherein the rotation direction of one row is clockwise and the rotation direction of the other row is counterclockwise. In another design, the counter-rotating blades 1 can be formed by more than three rows of blades, wherein the rotation direction of one row is clockwise and the rotation direction of the adjacent row is counterclockwise. In a third design, the counter-rotating blades 1 can also be formed by multiple groups with two rows of blades as a group, and each group is connected to the main transmission shaft 2 via a connecting structure.

[0038] Further, see Figure 1 As shown, the connection structure includes a slave transmission shaft 11 , one end of which is connected to the main transmission shaft 2 , and the other end of which passes through the wall of the additional duct 4 and is connected to the counter-rotating blades 1 through a connection assembly.

[0039] Further, see Figure 1 and Figure 2 As shown, the connecting assembly includes a gear 8 and a rack 7, wherein the gear 8 is driven to rotate by the slave transmission shaft 11 and drives the counter-rotating blades 1 to work by engaging with the rack 7.

[0040] Further, see Figure 1 As shown, an axisymmetric nozzle 10 is provided at the end of the main channel 12 .

[0041] Furthermore, in aircraft engines, low fuel consumption mode and high flight power mode refer to two different operating modes, which are mainly related to the engine's power output and fuel consumption efficiency. Among them, the goal of low fuel consumption mode is to minimize fuel consumption. It is usually used in long-term cruising flight. Its operating characteristics are to prioritize the engine's fuel consumption rate, ensuring that the aircraft can maintain stable flight at the lowest fuel consumption rate. In this mode, the engine's fuel consumption rate is low, and its power only needs to meet the aircraft's ability to fly at the lowest speed. The goal of high flight power mode is to provide maximum power. It is usually used in takeoff or climbing phases. Its operating characteristics are to prioritize engine power, ensuring that the aircraft can reach cruising altitude in a shorter time. In this mode, the engine increases power output by increasing fuel consumption. Figure 3 and Figure 4 As shown, when the aircraft engine is in the low fuel consumption mode, the inlet regulating plate 6 and the outlet regulating plate 5 are both opened, and the clutch 3 connects the main transmission shaft 2 with the gas turbine engine 9, driving the counter-rotating blades 1 to rotate. At this time, the bypass ratio of the propulsion system can be increased, the propulsion efficiency can be improved, and the fuel consumption rate can be reduced.

[0042] When the aircraft engine is in high flight power mode, the inlet regulating plate 6 and the outlet regulating plate 5 are both closed, the clutch 3 disconnects the main transmission shaft 2 from the gas turbine engine 9, and the counter-rotating blades 1 do not work. At this time, the engine operates in a low bypass ratio mode, which can improve flight power.

[0043] Among them, the bypass ratio corresponding to the low fuel consumption mode is greater than the bypass ratio corresponding to the high flight power mode.

[0044] The present invention also provides a control method for an aircraft engine having the above-mentioned counter-rotating blade configuration, the control method comprising the following steps:

[0045] The present invention also provides a method for controlling an aircraft engine having the above-mentioned counter-rotating blade configuration. Figure 5 As shown, the control method includes the following steps:

[0046] S1. Establishing an engine performance model for each typical operating point within the aircraft engine envelope using multiple aircraft engine parameters as input and flight power and fuel consumption as output. A typical operating point in the present invention refers to an operating condition corresponding to a design point and a non-design point within the envelope.

[0047] S2. assigning a weight coefficient to each aircraft engine parameter, and establishing a cost function based on flight power, fuel consumption rate, and all the aircraft engine parameters and their corresponding weight coefficients;

[0048] S3, coupling the engine performance model with the cost function to construct an engine performance optimization model;

[0049] S4. Based on the design requirements of flight power and fuel consumption rate at each typical operating point within the aircraft engine envelope, the engine performance optimization model is used to obtain the engine control adjustment amount corresponding to the current operating point, and the aircraft engine is controlled in real time according to the engine control adjustment amount, including real-time control and adjustment of the counter-rotating blade speed, fuel flow rate, nozzle throat area, inlet control vane angle, outlet control vane angle, etc.

[0050] When controlling and adjusting an aircraft engine, take the speed adjustment of the counter-rotating blades 1 as an example: if the flight mode at the current moment is the same as the flight mode at the next moment, where the flight mode at that moment includes not only the two rough states of high flight power mode and low fuel consumption, but also the detailed states corresponding to various typical operating points within the engine envelope, then it is necessary to control the movement of the outlet regulating plate 5 and the inlet regulating plate 6 to adjust the inlet and outlet flow rates based on the output results, and to control the speed of the counter-rotating blades 1 through the clutch 3 to adjust the flow rate in the additional duct 4. If the flight mode at the current moment is different from the flight mode at the next moment, the counter-rotating blades 1 are connected or disconnected to the gas turbine engine 9 through the clutch 3 according to the actual conditions of each mode, and the additional duct 4 is opened or closed at the same time. For example, if the next flight mode is low fuel consumption, the controller can output commands to open the outlet and inlet flaps 5 and 6 to a certain angle, allowing airflow to flow into the additional duct 4. At the same time, the clutch 3 connects the contra-rotating blades 1 to the gas turbine engine 9. The clutch can also adjust the speed of the contra-rotating blades 1 in real time, so that the rotation of the contra-rotating blades 1 drives airflow out of the additional duct 4 at a certain flow rate. When the next flight mode is high power mode, the outlet and inlet flaps 5 and 6 are used to close the additional duct 4, and the clutch 3 disconnects the contra-rotating blades 1 from the gas turbine engine 9, preventing airflow from flowing out of the additional duct 4.

[0051] Furthermore, the aircraft engine parameters include fuel flow rate, nozzle throat area, counter-rotating blade rotation speed, inlet adjustment vane angle and outlet adjustment vane angle.

[0052] Furthermore, the aircraft engine parameters, the flight power and the fuel consumption rate are data obtained by dimensionlessly processing the corresponding parameters under design conditions.

[0053] Furthermore, the cost function is expressed as:

[0054] ;

[0055] in, is the cost function value, 、 、 、 、 、 、 They are respectively the fuel flow rate before dimensionless processing, nozzle throat area, counter-rotating blade speed, inlet flap angle, outlet flap angle, flight power, and fuel consumption rate under a typical operating condition; 、 、 、 、 、 、 They are the weight coefficients of fuel flow, nozzle throat area, counter-rotating blade speed, inlet flap angle, outlet flap angle, flight power, and fuel consumption rate; 、 、 、 、 、 、 They are the fuel flow rate, nozzle throat area, counter-rotating blade speed, inlet adjustment vane angle, outlet adjustment vane angle, flight power, and fuel consumption rate under the design operating conditions.

[0056] Furthermore, the weight coefficients of the various aircraft engine parameters are distributed as follows:

[0057] When the aircraft is in the low fuel consumption mode where the fuel consumption is lower than the preset fuel consumption value, the weight coefficient of the fuel flow of the gas turbine engine at the typical operating point is not greater than 1, the weight coefficient of the nozzle throat area at the typical operating point is not greater than 1, the weight coefficient of the counter-rotating blade rotation speed at the typical operating point is not greater than 1, the weight coefficient of the inlet regulating vane angle at the typical operating point is not greater than 1, the weight coefficient of the outlet regulating vane angle at the typical operating point is not greater than 1, the weight coefficient of the flight power at the typical operating point is not greater than 1, and the weight coefficient of the fuel consumption rate at the typical operating point is not less than 3.

[0058] When the aircraft requires a high flight power mode that is greater than a preset power value, the weight coefficient of the fuel flow of the gas turbine engine at the typical operating point is not greater than 1, the weight coefficient of the nozzle throat area at the typical operating point is not greater than 1, the speed of the counter-rotating blades at the typical operating point is not greater than 1, the weight coefficient of the inlet regulating vane angle at the typical operating point is not greater than 1, the weight coefficient of the outlet regulating vane angle at the typical operating point is not greater than 1, the weight coefficient of the flight power at the typical operating point is less than 3, and the weight coefficient of the fuel consumption rate at the typical operating point is not greater than 1.

[0059] In the present invention, when the engine is in the detailed states corresponding to various typical operating points, it can be designed according to the requirements of the operating point. On the premise of ensuring the flight power weight coefficient or the fuel consumption rate weight coefficient, any one or more of the weight coefficients of the engine fuel flow, the weight coefficient of the nozzle throat area, the weight coefficient of the counter-rotating blade speed, the weight coefficient of the inlet adjustment plate angle and the weight coefficient of the outlet adjustment plate angle can be appropriately increased to meet the appropriate input cost of controlling the engine.

[0060] The aircraft engine with a counter-rotating blade configuration designed by the present invention solves the core problem of traditional aircraft engines in that the thermal cycle efficiency and thrust characteristics are difficult to dynamically adapt under complex flight conditions through an innovative power architecture design. The research goal focuses on building a power system that decouples the engine and the additional duct, and achieves multi-condition adaptive optimization through external counter-rotating blade adjustable ducts, with the premise of minimizing changes to core components. This duct system with a modular and scalable architecture is not only compatible with the rapid upgrade of existing engine platforms, but also can reduce energy consumption in all-condition operation through independent parameter optimization, thereby achieving efficient and reliable operation of the aircraft power system in a wide range of complex environments.

[0061] Obviously, those skilled in the art will understand that the above description is merely a preferred embodiment of the present invention and is not intended to limit the present invention. Those skilled in the art will readily appreciate that various modifications and variations are possible in the embodiments of the present invention. Any modifications, equivalent substitutions, or improvements made within the spirit and principles of the present invention are intended to be within the scope of protection of the present invention.

Claims

1. An aircraft engine with a counter-rotating blade configuration, comprising a gas turbine engine (9), wherein the gas turbine engine (9) is located in a main flow channel (12), and is characterized in that: Also includes: Counter-rotating blades (1), the counter-rotating blades (1) being arranged in an additional duct (4), the additional duct (4) having an inlet regulating piece (6) at its inlet position and an outlet regulating piece (5) at its outlet position; A main transmission shaft (2), one end of the main transmission shaft (2) is selectively connected to or disconnected from the gas turbine engine (9) via a clutch (3), and the other end is connected to the counter-rotating blades (1) via a connecting structure; When the aircraft engine is in a low fuel consumption mode, the inlet regulating plate (6) and the outlet regulating plate (5) are both opened, and the clutch (3) connects the main transmission shaft (2) with the gas turbine engine (9), driving the counter-rotating blades (1) to rotate; When the aircraft engine is in a high flight power mode, the inlet regulating plate (6) and the outlet regulating plate (5) are both closed, the clutch (3) disconnects the main transmission shaft (2) from the gas turbine engine (9), and the counter-rotating blades (1) do not operate; Among them, the bypass ratio corresponding to the low fuel consumption mode is greater than the bypass ratio corresponding to the high flight power mode.

2. The aircraft engine with counter-rotating blades according to claim 1, characterized in that: The counter-rotating blades (1) comprise a plurality of rows of blades, and the rotation directions of the blades in adjacent rows are opposite.

3. The aircraft engine with counter-rotating blades according to claim 1, characterized in that: The connection structure comprises a slave transmission shaft (11), one end of which is connected to the main transmission shaft (2), and the other end of which passes through the wall of the additional duct (4) and is connected to the counter-rotating blades (1) via a connection assembly.

4. The aircraft engine with counter-rotating blades according to claim 3, characterized in that: The connecting assembly comprises a gear (8) and a rack (7), wherein the gear (8) is driven to rotate by the slave transmission shaft (11) and drives the counter-rotating blades (1) to work by meshing with the rack (7).

5. The aircraft engine with counter-rotating blades according to claim 1, characterized in that: An axisymmetric nozzle (10) is provided at the end of the main channel (12).

6. A control method for an aircraft engine with counter-rotating blades according to any one of claims 1 to 5, characterized in that: include: Using multiple aircraft engine parameters as input and flight power and fuel consumption rate as output, an engine performance model is established for each typical operating point within the aircraft engine envelope. Assigning a weight coefficient to each aircraft engine parameter, and establishing a cost function based on flight power, fuel consumption rate, and all the aircraft engine parameters and their corresponding weight coefficients; Coupling the engine performance model with the cost function to construct an engine performance optimization model; Based on the design requirements of flight power and fuel consumption rate at each typical operating point in the aircraft engine envelope, the engine performance optimization model is used to obtain the engine control adjustment amount corresponding to the current operating point, and the aircraft engine is controlled in real time according to the engine control adjustment amount.

7. The control method of an aircraft engine with a counter-rotating blade configuration according to claim 6, characterized in that: The aircraft engine parameters include fuel flow rate, nozzle throat area, counter-rotating blade rotation speed, inlet adjustment vane angle and outlet adjustment vane angle.

8. The control method of an aircraft engine with a counter-rotating blade configuration according to claim 7, characterized in that: The aircraft engine parameters, the flight power and the fuel consumption rate are all data obtained by dimensionlessly processing the corresponding parameters under the design working conditions.

9. The control method of an aircraft engine with counter-rotating blades according to claim 8, characterized in that: The expression of the cost function is: ； in, is the cost function value, 、 、 、 、 、 、 They are respectively the fuel flow rate before dimensionless processing, nozzle throat area, counter-rotating blade speed, inlet flap angle, outlet flap angle, flight power, and fuel consumption rate under a typical operating condition; 、 、 、 、 、 、 They are the weight coefficients of fuel flow, nozzle throat area, counter-rotating blade speed, inlet flap angle, outlet flap angle, flight power, and fuel consumption rate; 、 、 、 、 、 、 They are the fuel flow rate, nozzle throat area, counter-rotating blade speed, inlet adjustment vane angle, outlet adjustment vane angle, flight power, and fuel consumption rate under the design operating conditions.

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