Modeling method and device for helicopter turboshaft engine

Abstract

The application provides a modeling method and device of a helicopter turboshaft engine, and relates to the technical field of turboshaft engine simulation. The method comprises the following steps: according to the station sequence of each component in the turboshaft engine of the helicopter, the thermodynamic characteristics of each component are solved in sequence to obtain the modeling of the turboshaft engine. The modeling of the turboshaft engine is realized by solving the thermodynamic characteristics of each component in sequence according to the station sequence of each component in the turboshaft engine, and the inlet parameters at each station are consistent with the outlet parameters of the previous station, so that the problem of poor matching between the parameters of each station is solved.

Description

Technical Field

[0001] This invention relates to the field of turboshaft engine simulation technology, and in particular to a modeling method and apparatus for a helicopter turboshaft engine. Background Technology

[0002] In the development of helicopter flight simulators, the turboshaft engine simulation system is a very important system.

[0003] Currently, the commonly used turboshaft engine modeling technology adopts the interpolation calculation method. First, the engine is logically judged based on the status of the hardware equipment in the cockpit and the flight status of the aircraft to determine the engine's working status (stop, start, run, etc.). Based on the flight status and hardware input information, the main performance parameters of the engine are interpolated and calculated to obtain the output (such as speed, exhaust temperature and torque, etc.) for use by other systems.

[0004] In practical engineering applications, interpolation calculations interpolate each engine performance parameter separately, making it difficult to fully reflect the influencing factors and leading to poor matching between parameters. Summary of the Invention

[0005] This invention provides a modeling method and apparatus for helicopter turboshaft engines to solve the defect of poor matching between parameters at different stations in the prior art, and to ensure that the inlet parameters at each station are consistent with the outlet parameters at the previous station.

[0006] This invention provides a method for modeling a turboshaft engine for a helicopter, comprising: Based on the positional order of the components in the helicopter's turboshaft engine, the thermodynamic properties of each component are solved sequentially to obtain the model of the turboshaft engine.

[0007] In some embodiments, the components include an intake duct, a compressor, a combustion chamber, a gas turbine, a power turbine, and a tailpipe.

[0008] In some embodiments, the method further includes: The net torque of the gas turbine shaft is obtained based on the starter output torque, the gas turbine output torque, and the compressor input torque. Divide the net torque of the gas turbine shaft by the rotational inertia of the gas turbine shaft to obtain the angular acceleration of the gas turbine shaft. The angular velocity of the gas turbine shaft is obtained by integrating the angular acceleration of the gas turbine shaft.

[0009] In some embodiments, the method further includes: The constitutive equation of the power turbine shaft is constructed based on the moment of inertia of the power turbine shaft, the angular acceleration of the power turbine shaft, the angular velocity coefficient of the power turbine shaft, the angular velocity of the power turbine shaft, the angular velocity of the rotor main shaft gear, the angular displacement coefficient of the power turbine shaft, the angular displacement of the power turbine shaft, the angular displacement of the rotor main shaft gear, and the input torque of the power turbine shaft. The constitutive equation of the power turbine shaft is solved to obtain the angular acceleration of the power turbine shaft; The angular velocity of the power turbine shaft is obtained by integrating the angular acceleration of the power turbine shaft.

[0010] In some embodiments, the method further includes: When the difference between the angular displacement of the power turbine shaft and the angular displacement of the rotor main shaft gear is greater than or equal to 0, the torque output by the power turbine to the rotor main shaft is obtained based on the angular velocity coefficient of the power turbine shaft, the first derivative of the difference, the difference, and the angular displacement coefficient of the power turbine shaft.

[0011] In some embodiments, the method further includes: When the difference between the angular displacement of the power turbine shaft and the angular displacement of the rotor main shaft gear is less than 0, the torque output by the power turbine to the rotor main shaft is obtained based on the difference, the feedback gain of the clutch disengaged state, and the angular velocity coefficient of the power turbine shaft.

[0012] The present invention also provides a modeling apparatus for a helicopter turboshaft engine, comprising: The modeling module is used to solve the thermodynamic characteristics of each component in the turboshaft engine of a helicopter according to the positional order of the components, so as to obtain the model of the turboshaft engine.

[0013] The present invention also provides an electronic device, including a memory, a processor, and a computer program stored in the memory and executable on the processor, wherein the processor executes the computer program to implement the turboshaft engine modeling method for helicopters as described above.

[0014] The present invention also provides a non-transitory computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the turboshaft engine modeling method for helicopters as described above.

[0015] The present invention also provides a computer program product, including a computer program that, when executed by a processor, implements a turboshaft engine modeling method for a helicopter as described above.

[0016] The modeling method and apparatus for helicopter turboshaft engines provided by this invention solves the thermodynamic characteristics of each component in the turboshaft engine according to the station order of each component, thereby realizing the modeling of the turboshaft engine and ensuring that the inlet parameters at each station are consistent with the outlet parameters at the previous station, thus solving the problem of poor matching between station parameters. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in this invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are some embodiments of this invention. For those skilled in the art, other drawings can be obtained from these drawings without creative effort.

[0018] Figure 1 This is a flowchart illustrating the modeling method for helicopter turboshaft engines provided by the present invention.

[0019] Figure 2 This is a structural block diagram of the turboshaft engine provided by the present invention.

[0020] Figure 3 This is a schematic diagram of the process for solving the angular velocity of a rotating shaft provided by the present invention.

[0021] Figure 4 This is a control schematic diagram of the one-way clutch provided by the present invention.

[0022] Figure 5 This is a schematic diagram of the modeling device for helicopter turboshaft engines provided by the present invention.

[0023] Figure 6 This is a schematic diagram of the structure of the electronic device provided by the present invention. Detailed Implementation

[0024] To make the objectives, technical solutions, and advantages of this invention clearer, the technical solutions of this invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some, not all, of the embodiments of this invention. All other embodiments obtained by those skilled in the art based on the embodiments of this invention without creative effort are within the scope of protection of this invention.

[0025] Figure 1 This is a flowchart illustrating the modeling method for helicopter turboshaft engines provided by the present invention, as shown below. Figure 1 As shown, the present invention provides a modeling method for a helicopter turboshaft engine, comprising: Step 110: Based on the positional order of the components in the helicopter's turboshaft engine, solve the thermodynamic characteristics of each component in turn to obtain the model of the turboshaft engine.

[0026] Specifically, the arrangement of components in a helicopter's turboshaft engine is defined sequentially according to the physical flow path of airflow within the engine. Based on this arrangement, the thermodynamic properties (such as enthalpy, total pressure, and total temperature) of each component are solved sequentially to obtain a model of the turboshaft engine.

[0027] Since the thermodynamic properties of each component are solved sequentially according to the station order of the components in the turboshaft engine, the outlet parameters of the component at the previous station are the inlet parameters of the component at the next station. This ensures that the inlet parameters at each station are consistent with the outlet parameters at the previous station, thereby solving the matching problem between the parameters at each station.

[0028] When switching between different operating states, the interpolation calculation method can cause a certain degree of abrupt changes in the output parameters due to the change in interpolation data. However, in this invention, the characteristic curve of each component is continuous and unique during the calculation process. When switching between different operating states, the change in output parameters is continuous, and the characteristic curve corrected based on flight test data can ensure reliable parameter output within the entire operating envelope.

[0029] The modeling method for helicopter turboshaft engines provided by this invention solves the thermodynamic characteristics of each component in the turboshaft engine according to the station order of each component, thereby realizing the modeling of the turboshaft engine and ensuring that the inlet parameters at each station are consistent with the outlet parameters at the previous station, thus solving the problem of poor matching between station parameters.

[0030] In some embodiments, the components are an air intake, a compressor, a combustion chamber, a gas turbine, a power turbine, and a tailpipe.

[0031] Specifically, Figure 2 This is a structural block diagram of the turboshaft engine provided by the present invention, as shown below. Figure 2 As shown, in order of position, a turboshaft engine consists of an air intake, a compressor, a combustion chamber, a gas turbine, a power turbine, and an exhaust nozzle.

[0032] The thermodynamic characteristics of the intake, compressor, combustion chamber, gas turbine, power turbine, and exhaust nozzle are solved sequentially below.

[0033] (1) Thermodynamic characteristics of the intake duct Outside air is drawn into the engine through the intake duct. The intake duct rectifies the airflow entering the engine and ensures that the airflow is matched to the engine's flow rate. The airflow time through the intake duct is very short, and there is virtually no temperature difference between the inside and outside of the intake duct. Therefore, the airflow within the intake duct can be considered an adiabatic compression and total pressure recovery process. Based on the airflow characteristics, the relationship between the total temperature and total pressure at the intake duct outlet and at the intake is calculated as follows: in, Total temperature at the intake of the air intake; Total pressure at the intake manifold; Total temperature at the intake duct outlet; Total pressure at the intake manifold outlet; This is the intake manifold total pressure recovery coefficient.

[0034] (2) Thermodynamic characteristics of the compressor The airflow from the intake duct exits into the compressor. The compressor's function is to compress the gas, bringing the total pressure of the airflow at the compressor exit to a level conducive to combustion. Therefore, the airflow within the compressor can be considered a non-ideal isentropic compression process. Based on turbomachinery principles, the total temperature, total pressure, enthalpy at the compressor outlet, and the compressor's output power are calculated. The specific relationships are as follows: in, This refers to the total pressure at the compressor outlet. The compressor pressure ratio; Total pressure at the intake manifold outlet; Total temperature at the compressor outlet; The specific heat ratio of air; Total temperature at the intake duct outlet; The compressor's isentropic efficiency; This represents the compressor outlet enthalpy value per unit time. Airflow rate; The isobaric specific heat capacity of air; Power is absorbed by the compressor airflow; This represents the compressor inlet enthalpy value per unit time.

[0035] As a turbomachinery component, the compressor's pressure ratio and isentropic efficiency are closely related to its rotational speed and airflow rate, which together form the compressor's characteristic curve. In actual simulations, the corresponding pressure ratio, isentropic efficiency, and corrected airflow rate are obtained using the correspondence in the compressor characteristic curve graph. The relationship between the corrected airflow rate and the actual airflow rate is as follows: in, Airflow rate; To correct airflow; This represents the total pressure at the current calculation point. This represents the total temperature at the current calculation point.

[0036] (3) Thermodynamic characteristics of the combustion chamber The compressed airflow enters the combustion chamber, where it mixes with the combustion gas to form high-pressure gas. This high-pressure gas is then ignited by an igniter and delivered to the gas turbine. Combustion within the combustion chamber is typically considered isobaric, with a total pressure loss coefficient of approximately 5%. Based on combustion theory and thermodynamic laws, the following relationships can be derived: in, Total pressure at the combustion chamber outlet; This is the pressure loss coefficient for combustion in the combustion chamber; This refers to the total pressure at the compressor outlet. Total temperature at the combustion chamber outlet; Airflow rate; The isobaric specific heat capacity of air; Total temperature at the compressor outlet; Fuel flow rate; This refers to the calorific value of the fuel. For combustion efficiency; For mixed gas flow rate; The isobaric specific heat capacity of the mixed gas; This represents the enthalpy value at the combustion chamber outlet per unit time.

[0037] According to combustion characteristics, combustion efficiency is closely related to the air-fuel ratio. As the air-fuel ratio decreases (i.e., with a constant airflow rate, increasing the fuel flow rate), combustion efficiency follows a curve that first increases and then decreases. Therefore, combustion efficiency... The following relationships exist: in, For combustion efficiency, A one-dimensional function relating combustion efficiency and air-fuel ratio Fuel flow rate; This refers to airflow.

[0038] (4) Thermodynamic characteristics of gas turbines The high-temperature, high-pressure gas released from the combustion chamber enters the gas turbine, driving it to rotate and output power to the turbine shaft. Based on turbomachinery principles, the total temperature, total pressure, and output power of the remaining outlet gas after the gas turbine expands and performs work are calculated. The specific relationships are as follows: in, Total outlet pressure of the gas turbine; This refers to the gas turbine expansion ratio; Total pressure at the combustion chamber outlet; Total outlet temperature of the gas turbine; The specific heat ratio of the mixed gas; This refers to the isentropic efficiency of the gas turbine. Total temperature at the combustion chamber outlet; This represents the enthalpy at the gas turbine outlet per unit time. For mixed gas flow rate; The isobaric specific heat capacity of the mixed gas; This refers to the output power of the gas turbine airflow. This represents the enthalpy value at the combustion chamber outlet per unit time.

[0039] (5) Thermodynamic characteristics of power turbine The remaining gas flow after the gas turbine has performed work enters the power turbine, driving it to rotate and output power to the turbine shaft. Based on the principles of turbomachinery, the total temperature, total pressure, and output power of the remaining outlet gas after the power turbine has expanded and performed work are calculated. The specific relationships are as follows: in, Total outlet pressure of the power turbine; The expansion ratio of the power turbine; Total outlet pressure of the gas turbine; Total outlet temperature of the power turbine; The specific heat ratio of the mixed gas; The isentropic efficiency of the power turbine; Total outlet temperature of the gas turbine; This represents the outlet enthalpy of the power turbine per unit time. For mixed gas flow rate; The isobaric specific heat capacity of the mixed gas; This refers to the power output of the turbine gas; This represents the enthalpy value at the gas turbine outlet per unit time.

[0040] (6) Thermodynamic properties of the tail nozzle The residual airflow after the turbine has performed work enters the exhaust nozzle, where it is expelled from the engine, providing thrust. According to pipe flow theory, the static pressure at the exhaust nozzle outlet is assumed to be the same as the ambient static pressure. The total pressure of the residual airflow, the exhaust velocity, and the thrust are calculated. The specific relationships are as follows: in, This refers to the total pressure at the tail nozzle exit. The total pressure recovery coefficient of the tail nozzle; Total outlet pressure of the power turbine; This refers to the static pressure at the tail nozzle exit. Due to environmental pressures; This refers to the total temperature at the tail nozzle exit. Total outlet temperature of the power turbine; The static temperature at the tail nozzle exit; The specific heat ratio of the mixed gas; This refers to the Mach number at the tail nozzle exit. The speed of sound at the exit point of the tail nozzle; It is a thermodynamic constant; The exhaust velocity at the tail nozzle exit; The net thrust generated by exhaust; For mixed gas flow rate; Airflow rate; The velocity of the incoming flow is the airspeed.

[0041] Based on the principles of turbomachinery, this invention models the intake duct, compressor, combustion chamber, gas turbine, power turbine, and tail nozzle in sequence, which can improve the realism of solving the characteristic parameters of turboshaft engines and can truly reflect the changes in parameters at various parts of the turboshaft engine.

[0042] Currently, most helicopters are equipped with turboshaft engines that typically have both automatic and manual control modes. In automatic control mode, the engine's performance parameters are relatively fixed, and interpolation methods can meet certain requirements. However, in manual control mode, the engine's performance parameters are significantly affected by pilot error, and interpolation methods cannot reflect the impact of human factors in this situation.

[0043] Figure 3 This is a schematic diagram of the process for solving the angular velocity of a rotating axis provided by the present invention, as shown below. Figure 3 As shown, power input data is received from the power output component (gas turbine, etc.), and power output data is received from the power consumption component (compressor, etc.). Based on the power input data and power output data, the net power of the rotating shaft is obtained. The net power of the rotating shaft is divided by the rotational inertia of the rotating shaft to obtain the angular acceleration of the rotating shaft. The angular acceleration of the rotating shaft is integrated to obtain the angular velocity of the rotating shaft.

[0044] The constitutive equation of a rotating shaft relates the mechanical effects of torque and angular displacement, angular velocity and angular acceleration. The constitutive equation of a rotating shaft is as follows: in, The rotational inertia of the axis of rotation; ω is the angular acceleration of the rotation axis; The angular velocity coefficient; ω is the angular velocity of the rotation axis; It is the angular displacement coefficient; This represents the angular displacement of the rotation axis; This represents the net torque of the rotating shaft.

[0045] Based on the constitutive equations of the rotating shaft, a general simulation model of the rotating shaft is established. Due to the existence of rotational inertia, the solution of the rotating shaft is relatively lagging behind the thermodynamic solution in the core engine flow channel. This lag can well reflect the dynamic characteristics of thermodynamics and human factors during manual control. Under the same fuel flow rate, when the manual control speed is significantly faster than the dynamic response of the rotating shaft, the exhaust temperature will exhibit obvious overshoot second-order transfer function characteristics; when the manual control speed is slower, the exhaust temperature will exhibit first-order inertial characteristics.

[0046] Based on the working characteristics of the simulated object, rotating shafts can be divided into gas turbine shafts and power turbine shafts. For example... Figure 2As shown, based on the power requirements of the compressor and the power output of the gas turbine, the angular velocity of the gas turbine shaft is calculated, and the gas turbine speed is obtained. Based on the torque output of the power turbine, the angular velocity of the power turbine shaft is calculated, and the power turbine speed is obtained. The angular velocities of the gas turbine shaft and the power turbine shaft are then calculated separately.

[0047] In some embodiments, the method provided by the present invention further includes: The net torque of the gas turbine shaft is obtained based on the starter output torque, the gas turbine output torque, and the compressor input torque. Divide the net torque of the gas turbine shaft by the rotational inertia of the gas turbine shaft to obtain the angular acceleration of the gas turbine shaft. Integrating the angular acceleration of the gas turbine shaft yields its angular velocity.

[0048] Specifically, for the gas turbine shaft, since the compressor blades and gas turbine blades are an integral part of the gas turbine shaft structure, there are no angular displacements or angular velocities acting on the gas turbine shaft. Therefore, the constitutive equation of the gas turbine shaft can be simplified as follows: in, The rotational inertia of the gas turbine shaft; ω is the angular acceleration of the gas turbine shaft; This represents the net torque of the gas turbine shaft.

[0049] The gas turbine shaft is considered as a control unit, whose input torque is divided into two parts: 1) the starter motor output torque, which is only effective when the starter motor is working; and 2) the gas flow output torque after passing through the gas turbine, which is only effective when the engine is running. The output torque of this control unit is the work done by the compressor on the gas flow passing through it. The power consumption of the components in the accessory gearbox is ignored here, as this power is very small compared to the compressor's power. Therefore, the expression for the net torque of the gas turbine shaft is as follows: in, This is the net torque of the gas turbine shaft. This provides the starter motor with output torque. This is the output torque of the gas turbine; This is the input torque for the compressor.

[0050] Dividing the net torque of the gas turbine shaft by its rotational inertia yields the angular acceleration of the gas turbine shaft. Integrating this angular acceleration gives the angular velocity of the gas turbine shaft. The expression for the angular velocity of the gas turbine shaft is as follows: in, Let be the angular velocity of the gas turbine shaft. The angular acceleration of the gas turbine shaft. This is the net torque of the gas turbine shaft. This represents the rotational inertia of the gas turbine shaft.

[0051] In some embodiments, the method provided by the present invention further includes: Based on the moment of inertia of the power turbine shaft, the angular acceleration of the power turbine shaft, the angular velocity coefficient of the power turbine shaft, the angular velocity of the power turbine shaft, the angular velocity of the rotor main shaft gear, the angular displacement coefficient of the power turbine shaft, the angular displacement of the power turbine shaft, the angular displacement of the rotor main shaft gear, and the input torque of the power turbine shaft, the constitutive equation of the power turbine shaft is constructed. The constitutive equations of the power turbine shaft are solved to obtain the angular acceleration of the power turbine shaft; Integrating the angular acceleration of the power turbine shaft yields its angular velocity.

[0052] Specifically, for the power turbine shaft, since there are many gear combinations between the engine and the transmission to reduce the speed, the angular displacement and angular velocity differences between the gear sets must be considered in the calculation of the power turbine shaft. Therefore, the constitutive equation of the power turbine shaft is as follows: in, The moment of inertia of the power turbine shaft; The angular acceleration of the power turbine shaft; The angular velocity coefficient of the power turbine shaft; The angular velocity of the power turbine shaft; The angular velocity of the rotor spindle gear; This is the angular displacement coefficient of the power turbine shaft; This refers to the angular displacement of the power turbine shaft; This refers to the angular displacement of the rotor spindle gear; This is the input torque of the power turbine shaft.

[0053] The constitutive equations of the power turbine shaft are solved to obtain its angular acceleration. Integrating this angular acceleration yields its angular velocity. The expression for the angular velocity of the power turbine shaft is as follows: in, The angular velocity of the power turbine shaft. This is the angular acceleration of the power turbine shaft.

[0054] This invention starts from the constitutive equation of the rotating shaft and establishes mathematical models of the angular velocities of the gas turbine shaft and the power turbine shaft, which can better reflect the dynamic response of the engine and the influence of human factors of the pilot.

[0055] The working principle of a one-way clutch is based on the rotational speeds at both ends of the clutch to determine its operating state. When the rotor shaft speed is higher than the power turbine speed, the clutch disengages to prevent the lower-speed power turbine from increasing the burden on the rotor shaft, thus requiring a reduction in rotor speed. When the rotor shaft speed is lower than the power turbine speed, the clutch engages, and the power turbine outputs torque to the rotor shaft to maintain normal rotor operation.

[0056] Traditional conditional judgment methods would lead to abrupt changes in torque output power and abrupt changes in the calculation of the power turbine shaft speed, adversely affecting automatic fuel control. Therefore, based on the constitutive equations of the power turbine shaft, a general one-way clutch model with adjustable dynamic characteristics is proposed.

[0057] In some embodiments, the method provided by the present invention further includes: When the difference between the angular displacement of the power turbine shaft and the angular displacement of the rotor main shaft gear is greater than or equal to 0, the torque output by the power turbine to the rotor main shaft can be obtained based on the angular velocity coefficient of the power turbine shaft, the first derivative of the difference, the difference, and the angular displacement coefficient of the power turbine shaft.

[0058] In some embodiments, the method provided by the present invention further includes: When the difference between the angular displacement of the power turbine shaft and the angular displacement of the rotor main shaft gear is less than 0, the torque output by the power turbine to the rotor main shaft is obtained based on the difference, the feedback gain of the clutch disengaged state, and the angular velocity coefficient of the power turbine shaft.

[0059] Specifically, based on the constitutive equation of the power turbine shaft and the operating characteristics of the one-way clutch, the following relationship is established: in, This is the difference between the angular displacement of the power turbine shaft and the angular displacement of the rotor main shaft gear. This refers to the angular displacement of the power turbine shaft; This refers to the angular displacement of the rotor spindle gear; This refers to the torque output by the power turbine to the rotor main shaft; The angular velocity coefficient of the power turbine shaft. This is the first derivative of the difference between the angular displacement of the power turbine shaft and the angular displacement of the rotor main shaft gear. The angular displacement coefficient of the power turbine shaft. This is the difference between the angular displacement of the power turbine shaft and the angular displacement of the rotor main shaft gear; This is the feedback gain for the clutch disengaged state.

[0060] By changing , and To adjust the dynamic characteristics of the one-way clutch, on the one hand, , and The larger the value, the closer the components in the one-way clutch are to a completely rigid connection, which can improve the dynamic response speed of the one-way clutch. However, since the rotation of the rotor in a helicopter is unstable, an excessively fast response speed of the one-way clutch can cause unexpected oscillations in torque output. On the other hand... , and The smaller the value, the smoother the connection between the components in the one-way clutch, which can reduce the response speed of the one-way clutch. However, an overly smooth connection can cause a delay in the fuel regulation process, making it easy for the one-way differential to disengage abnormally during maneuvering flight.

[0061] Therefore, based on this general one-way clutch model (i.e., the torque model of the power turbine output to the rotor main shaft), the clutch characteristics of different turboshaft engines can be adjusted by reasonably adjusting the dynamic characteristic control parameters.

[0062] Figure 4 This is a control diagram of the one-way clutch provided by the present invention, as shown below. Figure 4 As shown, the clutch is initialized to determine if the speed of the power turbine is lower than the speed of the rotor main shaft. When the speed of the power turbine is lower than the speed of the rotor main shaft, the clutch disengages. To prevent the lower-speed power turbine from increasing the load on the rotor main shaft, the negative feedback gain of the clutch disengaged state reduces the torque output of the power turbine to the rotor main shaft, thereby reducing the torque power output of the rotor and thus lowering the speed of the rotor main shaft. When the speed of the power turbine is higher than the speed of the rotor main shaft, the clutch closes, and the power turbine is directly connected to the rotor main shaft. By increasing or maintaining the torque output of the power turbine to the rotor main shaft, sufficient torque power output is ensured for the rotor to maintain normal operation.

[0063] This invention provides a universal, adjustable one-way clutch model that can well reflect the interconnection between the engine and the transmission system, and is applicable to different models of engines and transmission systems.

[0064] The following describes the helicopter turboshaft engine modeling apparatus provided by the present invention. The helicopter turboshaft engine modeling apparatus described below and the helicopter turboshaft engine modeling method described above can be referred to in correspondence.

[0065] Figure 5 This is a schematic diagram of the modeling device for helicopter turboshaft engines provided by the present invention, as shown below. Figure 5 As shown in the diagram, this invention provides a structural schematic of a modeling device for a helicopter turboshaft engine, comprising: Modeling module 510 is used to solve the thermodynamic characteristics of each component in the turboshaft engine of the helicopter according to the position sequence of each component, so as to obtain the model of the turboshaft engine.

[0066] In some embodiments, the components include an intake duct, a compressor, a combustion chamber, a gas turbine, a power turbine, and a tailpipe.

[0067] In some embodiments, the apparatus further includes a first acquisition module, the first acquisition module being configured to: The net torque of the gas turbine shaft is obtained based on the starter output torque, the gas turbine output torque, and the compressor input torque. Divide the net torque of the gas turbine shaft by the rotational inertia of the gas turbine shaft to obtain the angular acceleration of the gas turbine shaft. The angular velocity of the gas turbine shaft is obtained by integrating the angular acceleration of the gas turbine shaft.

[0068] In some embodiments, the apparatus further includes a second acquisition module, the second acquisition module being configured to: The constitutive equation of the power turbine shaft is constructed based on the moment of inertia of the power turbine shaft, the angular acceleration of the power turbine shaft, the angular velocity coefficient of the power turbine shaft, the angular velocity of the power turbine shaft, the angular velocity of the rotor main shaft gear, the angular displacement coefficient of the power turbine shaft, the angular displacement of the power turbine shaft, the angular displacement of the rotor main shaft gear, and the input torque of the power turbine shaft. The constitutive equation of the power turbine shaft is solved to obtain the angular acceleration of the power turbine shaft; The angular velocity of the power turbine shaft is obtained by integrating the angular acceleration of the power turbine shaft.

[0069] In some embodiments, the apparatus further includes a third acquisition module, the third acquisition module being configured to: When the difference between the angular displacement of the power turbine shaft and the angular displacement of the rotor main shaft gear is greater than or equal to 0, the torque output by the power turbine to the rotor main shaft is obtained based on the angular velocity coefficient of the power turbine shaft, the first derivative of the difference, the difference, and the angular displacement coefficient of the power turbine shaft.

[0070] In some embodiments, the apparatus further includes a fourth acquisition module, the fourth acquisition module being configured to: When the difference between the angular displacement of the power turbine shaft and the angular displacement of the rotor main shaft gear is less than 0, the torque output by the power turbine to the rotor main shaft is obtained based on the difference, the feedback gain of the clutch disengaged state, and the angular velocity coefficient of the power turbine shaft.

[0071] It should be noted that the helicopter turboshaft engine modeling device provided by the present invention can realize all the method steps implemented in the above method embodiments and can achieve the same technical effect. Here, the parts that are the same as those in the method embodiments and the beneficial effects will not be described in detail.

[0072] Figure 6 This is a schematic diagram of the structure of the electronic device provided by the present invention, such as... Figure 6 As shown, the electronic device may include a processor 610, a communications interface 620, a memory 630, and a communication bus 640. The processor 610, communications interface 620, and memory 630 communicate with each other via the communication bus 640. The processor 610 can call logical instructions from the memory 630 to execute a modeling method for a helicopter's turboshaft engine. This method includes: solving for the thermodynamic characteristics of each component sequentially according to their positional order in the helicopter's turboshaft engine to obtain a model of the turboshaft engine.

[0073] Furthermore, the logical instructions in the aforementioned memory 630 can be implemented as software functional units and, when sold or used as independent products, can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or a part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods described in the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0074] On the other hand, the present invention also provides a computer program product, which includes a computer program that can be stored on a non-transitory computer-readable storage medium. When the computer program is executed by a processor, the computer can execute the helicopter turboshaft engine modeling method provided by the above methods. The method includes: solving the thermodynamic characteristics of each component in the helicopter turboshaft engine according to the position order of each component, so as to obtain the model of the turboshaft engine.

[0075] In another aspect, the present invention also provides a non-transitory computer-readable storage medium storing a computer program thereon, which, when executed by a processor, implements a method for modeling a turboshaft engine of a helicopter provided by the above methods. The method includes: solving the thermodynamic characteristics of each component in sequence according to the positional order of each component in the turboshaft engine of the helicopter, thereby obtaining a model of the turboshaft engine.

[0076] The device embodiments described above are merely illustrative. The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the modules can be selected to achieve the purpose of this embodiment according to actual needs. Those skilled in the art can understand and implement this without any creative effort.

[0077] Through the above description of the embodiments, those skilled in the art can clearly understand that each embodiment can be implemented by means of software plus necessary general-purpose hardware platforms, and of course, it can also be implemented by hardware. Based on this understanding, the above technical solutions, in essence or the part that contributes to the prior art, can be embodied in the form of a software product. This computer software product can be stored in a computer-readable storage medium, such as ROM / RAM, magnetic disk, optical disk, etc., and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute the methods described in the various embodiments or some parts of the embodiments.

[0078] Finally, it should be noted that the above embodiments are only used to illustrate the technical solutions of the present invention, and not to limit them; although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features; and these modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A method for modeling a turboshaft engine for a helicopter, characterized in that, include: Based on the positional order of the components in the turboshaft engine of the helicopter, the thermodynamic characteristics of each component are solved sequentially to obtain the model of the turboshaft engine. The positional order of the components is defined according to the physical flow path of the airflow in the turboshaft engine. The outlet thermodynamic parameters of the component at the previous position are directly used as the inlet thermodynamic parameters of the component at the next position. The thermodynamic parameters of all components are solved by recursively solving for each position. The method further includes: The net torque of the gas turbine shaft is obtained based on the starter output torque, the gas turbine output torque, and the compressor input torque; wherein the starter output torque is applied to the gas turbine shaft during starter operation. Divide the net torque of the gas turbine shaft by the rotational inertia of the gas turbine shaft to obtain the angular acceleration of the gas turbine shaft. The angular velocity of the gas turbine shaft is obtained by integrating the angular acceleration of the gas turbine shaft. The constitutive equation of the power turbine shaft is constructed based on the moment of inertia of the power turbine shaft, the angular acceleration of the power turbine shaft, the angular velocity coefficient of the power turbine shaft, the angular velocity of the power turbine shaft, the angular velocity of the rotor main shaft gear, the angular displacement coefficient of the power turbine shaft, the angular displacement of the power turbine shaft, the angular displacement of the rotor main shaft gear, and the input torque of the power turbine shaft. The constitutive equation of the power turbine shaft is as follows: ， in, The moment of inertia of the power turbine shaft; The angular acceleration of the power turbine shaft; The angular velocity coefficient of the power turbine shaft; The angular velocity of the power turbine shaft; The angular velocity of the rotor spindle gear; This is the angular displacement coefficient of the power turbine shaft; This refers to the angular displacement of the power turbine shaft; This refers to the angular displacement of the rotor spindle gear; This refers to the input torque of the power turbine shaft; The constitutive equation of the power turbine shaft is solved to obtain the angular acceleration of the power turbine shaft; The angular velocity of the power turbine shaft is obtained by integrating the angular acceleration of the power turbine shaft.

2. The method for modeling a turboshaft engine for a helicopter according to claim 1, characterized in that, The components include an air intake, compressor, combustion chamber, gas turbine, power turbine, and exhaust nozzle.

3. The method for modeling a turboshaft engine for a helicopter according to claim 1, characterized in that, The method further includes: When the difference between the angular displacement of the power turbine shaft and the angular displacement of the rotor main shaft gear is greater than or equal to 0, the torque output by the power turbine to the rotor main shaft is obtained based on the angular velocity coefficient of the power turbine shaft, the first derivative of the difference, the difference, and the angular displacement coefficient of the power turbine shaft.

4. The method for modeling a turboshaft engine for a helicopter according to claim 1, characterized in that, The method further includes: When the difference between the angular displacement of the power turbine shaft and the angular displacement of the rotor main shaft gear is less than 0, the torque output by the power turbine to the rotor main shaft is obtained based on the difference, the feedback gain of the clutch disengaged state, and the angular velocity coefficient of the power turbine shaft.

5. A modeling device for a helicopter turboshaft engine, characterized in that, include: The modeling module is used to solve the thermodynamic characteristics of each component in the turboshaft engine of a helicopter in sequence according to the position order of each component, so as to obtain the model of the turboshaft engine. The position order of each component is defined according to the physical flow path of airflow in the turboshaft engine. The outlet thermodynamic parameters of the component at the previous position are directly used as the inlet thermodynamic parameters of the component at the next position. The thermodynamic parameters of all components are solved by recursively solving the model station by station. The device further includes a first acquisition module, the first acquisition module being used for: The net torque of the gas turbine shaft is obtained based on the starter output torque, the gas turbine output torque, and the compressor input torque; wherein the starter output torque is applied to the gas turbine shaft during starter operation. Divide the net torque of the gas turbine shaft by the rotational inertia of the gas turbine shaft to obtain the angular acceleration of the gas turbine shaft. The angular velocity of the gas turbine shaft is obtained by integrating the angular acceleration of the gas turbine shaft. The device further includes a second acquisition module, the second acquisition module being used for: The constitutive equation of the power turbine shaft is constructed based on the moment of inertia of the power turbine shaft, the angular acceleration of the power turbine shaft, the angular velocity coefficient of the power turbine shaft, the angular velocity of the power turbine shaft, the angular velocity of the rotor main shaft gear, the angular displacement coefficient of the power turbine shaft, the angular displacement of the power turbine shaft, the angular displacement of the rotor main shaft gear, and the input torque of the power turbine shaft. The constitutive equation of the power turbine shaft is as follows: ， in, The moment of inertia of the power turbine shaft; The angular acceleration of the power turbine shaft; The angular velocity coefficient of the power turbine shaft; The angular velocity of the power turbine shaft; The angular velocity of the rotor spindle gear; This is the angular displacement coefficient of the power turbine shaft; This refers to the angular displacement of the power turbine shaft; This refers to the angular displacement of the rotor spindle gear; This refers to the input torque of the power turbine shaft; The constitutive equation of the power turbine shaft is solved to obtain the angular acceleration of the power turbine shaft; The angular velocity of the power turbine shaft is obtained by integrating the angular acceleration of the power turbine shaft.

6. An electronic device comprising a memory, a processor, and a computer program stored in the memory and running on the processor, characterized in that, When the processor executes the computer program, it implements the turboshaft engine modeling method for helicopters as described in any one of claims 1 to 4.

7. A non-transitory computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed by the processor, it implements the turboshaft engine modeling method for helicopters as described in any one of claims 1 to 4.

8. A computer program product, comprising a computer program, characterized in that, When the computer program is executed by the processor, it implements the turboshaft engine modeling method for helicopters as described in any one of claims 1 to 4.

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