Turboshaft engine, aircraft and method

Abstract

Disclosed in the present invention are a turboshaft engine, an aircraft, and a method, used for solving the problem of a traditional turboshaft engine failing to simultaneously meet reasonable matching of high-altitude takeoff power and sea-level takeoff power. The turboshaft engine comprises air inlet pipes, a driving mechanism, an impeller, a rotating shaft, an air compressor, an air compressor rotating shaft, a rotor braking mechanism, a clutch, combustion chambers, a turbine assembly, and a tail spray pipe; the driving mechanism is arranged on an output end of the rotating shaft; the impeller is electrically connected to the driving mechanism; the impeller and the rotor braking mechanism are arranged on the output end of the rotating shaft; the air compressor is arranged on the air compressor rotating shaft; the clutch is sleeved on the rotating shaft, and is arranged between the rotating shaft and the air compressor rotating shaft; the turbine assembly is arranged on a driving end of the rotating shaft. The turboshaft engine, the aircraft and the method provided by the present invention are used for matching the takeoff power of the aircraft under different working conditions.

Description

Turboshaft engine, aircraft and method

[0001] This application claims priority to the Chinese patent application with application number CN202311674443.4 filed with the China Patent Office on December 7, 2023, the entire contents of which are incorporated by reference into this application. Technical Field

[0002] The present invention relates to the field of engine technology, and in particular to a turboshaft engine, an aircraft and a method. Background Art

[0003] Helicopters offer high transport efficiency, excellent flight performance, and adaptability to geographical environments, making them suitable for use in high-altitude, high-temperature, and cold regions. However, these environments pose significant challenges to their operation. As airports increase in altitude, atmospheric pressure and air density decrease, significantly reducing the air flow entering turboshaft engines compared to those in plains, resulting in insufficient takeoff power.

[0004] Therefore, traditional turboshaft engines suffer from the problem of excessive excess power for sea-level takeoff and insufficient power for plateau takeoff, making it impossible to achieve a reasonable match between plateau takeoff power and sea-level takeoff power. Therefore, how to design a turboshaft engine that can achieve a reasonable match between plateau takeoff power and sea-level takeoff power is one of the important issues that need to be solved in this field. Summary of the Invention

[0005] The purpose of the present invention is to provide a turboshaft engine, an aircraft and a method to solve the problem that traditional turboshaft engines cannot simultaneously meet the reasonable matching of plateau take-off power and sea level take-off power.

[0006] The present invention provides a turboshaft engine, comprising an air intake pipe, a driving mechanism, an impeller, a rotating shaft, a compressor, a compressor rotating shaft, a rotor brake mechanism, a clutch, a combustion chamber, a turbine assembly, and a tail nozzle, wherein the driving mechanism is arranged at the output end of the rotating shaft, the impeller is electrically connected to the driving mechanism, the impeller and the rotor brake mechanism are arranged at the output end of the rotating shaft, the compressor is arranged on the compressor rotating shaft, the clutch sleeve is arranged on the rotating shaft, the clutch is arranged between the rotating shaft and the compressor rotating shaft, and the turbine assembly is arranged at the driving end of the rotating shaft;

[0007] When the turboshaft engine is in the plateau takeoff state, the drive mechanism is used to adjust the angle of the impeller to a preset angle, the rotating shaft and the compressor rotating shaft are connected through a clutch, and air flows through the impeller along the intake pipe. The impeller is used to compress the air for the first time, and the air after the first compression flows through the compressor. The compressor is used to compress the air for the second time, and the air after the second compression flows into the combustion chamber;

[0008] When the turboshaft engine is in the takeoff state at sea level, the rotor shaft and the compressor rotor shaft are separated by the clutch, and the air flows through the impeller and the compressor in sequence along the intake pipe. The compressor is used to compress the air, and the compressed air flows into the combustion chamber.

[0009] Preferably, the turboshaft engine further comprises a rotating member, which is provided at the driving end of the rotating shaft and supports the impeller.

[0010] Preferably, the impeller has a groove, and the rotor brake mechanism is embedded in the groove of the impeller.

[0011] Preferably, the clutch comprises a first brake member and a second brake member, the first brake member is provided at the output end of the rotating shaft, and the second brake member is provided at the input end of the compressor rotating shaft;

[0012] The first brake member and the second brake member are fitted together, and the rotating shaft is connected to the compressor rotating shaft;

[0013] The first brake member and the second brake member are separated, and the rotating shaft is separated from the compressor rotating shaft.

[0014] Preferably, an aircraft comprises the above-mentioned turboshaft engine.

[0015] Preferably, a flight mode switching method is applied to the above-mentioned aircraft, the method comprising:

[0016] Determining a takeoff command for the turboshaft engine based on actual operating parameters of the turboshaft engine;

[0017] In response to a high-altitude takeoff command, the drive mechanism adjusts the impeller to a preset angle, and the impeller is connected to the compressor shaft via a clutch;

[0018] In response to a sea level takeoff command, the impeller and the compressor shaft are decoupled via a clutch.

[0019] Preferably, in response to a high-altitude takeoff command, the driving mechanism adjusts the impeller to a preset angle, and the method of connecting the impeller to the compressor shaft via a clutch includes:

[0020] The air flows through the impeller along the intake pipe. The impeller compresses the air for the first time, and the air after the first compression flows into the compressor. The compressor compresses the air for the second time, and the air after the second compression flows into the combustion chamber.

[0021] Preferably, in response to a sea level takeoff command, the method of separating the impeller and the compressor shaft through a clutch includes: air flows through the impeller and the compressor in sequence along the intake pipe, the compressor compresses the air, and the compressed air flows into the combustion chamber.

[0022] Compared with the prior art, the turboshaft engine provided by the present invention has a driving mechanism arranged at the output end of the rotating shaft, an impeller electrically connected to the driving mechanism, an impeller and a rotor brake mechanism arranged at the output end of the rotating shaft, a compressor arranged on the compressor rotating shaft, a clutch sleeve arranged on the rotating shaft, a clutch arranged between the rotating shaft and the compressor rotating shaft, and a turbine assembly arranged at the driving end of the rotating shaft. On this basis, when the turboshaft engine is in a plateau takeoff state, the driving mechanism is used to adjust the angle of the impeller to a preset angle, the rotating shaft and the compressor rotating shaft are connected through a clutch, and air flows through the impeller along the intake pipe. The impeller is used to compress the air for the first time, and the air after the first compression flows through the compressor. The compressor is used to compress the air for the second time. The air after the second compression flows into the combustion chamber. The air flowing into the combustion chamber is mixed with the fuel in the combustion chamber to undergo a chemical reaction and combustion, converting the chemical energy of the fuel into heat energy. At this time, the air in the combustion chamber becomes high-temperature and high-pressure combustion gas. The combustion gas flowing out of the combustion chamber flows through the turbine assembly, drives the turbine assembly to do work and is discharged through the tail nozzle. From the above process, it can be seen that when the air flows into the combustion chamber, it flows through the impeller and the compressor. After being compressed twice by the impeller and the compressor, the air flow and pressure entering the engine combustion chamber are relatively large. Matching the higher gas temperature before the turbine, the engine can achieve high-power mode operation. At the same time, when the turboshaft engine is in the sea level takeoff state, the shaft and the compressor shaft are separated by the clutch, and the air flows through the impeller and the compressor in turn along the intake pipe. The impeller acts as an intake guide. The air after flowing through the impeller flows into the compressor. The compressor is used to compress the air. The compressed air flows into the combustion chamber, where it mixes with the fuel to undergo a chemical reaction and burns, converting the chemical energy of the fuel into thermal energy. At this time, the air in the combustion chamber becomes high-temperature and high-pressure combustion gas. The combustion gas flowing out of the combustion chamber flows through the turbine assembly, drives the turbine assembly to do work, and is discharged through the tail nozzle. From the above process, it can be seen that when the air flows into the combustion chamber, it flows through the impeller and the compressor. After being compressed by the compressor, the air flow and pressure entering the engine combustion chamber are relatively low. Matching the relatively low gas temperature before the turbine, the engine can achieve low-power and fuel-saving mode operation, effectively solving the problem that traditional turboshaft engines cannot simultaneously meet the reasonable matching of plateau takeoff power and sea level takeoff power.

[0023] On this basis, the aforementioned turboshaft engine also provides an aircraft, which incorporates the beneficial effects of the aforementioned turboshaft engine, which will not be described in detail here. Furthermore, the aforementioned turboshaft engine also provides a flight mode switching method, which, when applied to the aforementioned aircraft, can resolve the problem of conventional turboshaft engines being unable to coordinate between high-altitude takeoff and sea-level takeoff. BRIEF DESCRIPTION OF THE DRAWINGS

[0024] The drawings described herein are used to provide a further understanding of the present invention and constitute a part of the present invention. The exemplary embodiments of the present invention and their descriptions are used to explain the present invention and do not constitute an improper limitation of the present invention. In the drawings:

[0025] FIG1 shows a structural diagram of a turboshaft engine in a plateau takeoff state according to an exemplary embodiment of the present invention;

[0026] FIG2 shows a structural diagram of a turboshaft engine in a sea-level takeoff state according to an exemplary embodiment of the present invention;

[0027] FIG3 shows a flow chart of a flight mode switching method according to an exemplary embodiment of the present invention.

[0028] Reference numerals:

[0029] 1-intake pipe, 2-impeller, 3-compressor, 4-rotating part, 5-clutch, 51-first brake part, 52-second brake part, 6-compressor shaft, 7-rotor brake mechanism, 8-drive mechanism, 9-combustion chamber, 10-turbine assembly, 101-gas turbine, 102-power turbine, 11-tail nozzle, 12-rotating shaft. DETAILED DESCRIPTION

[0030] In order to make the technical problems, technical solutions and beneficial effects to be solved by the present invention more clearly understood, the present invention is further described in detail below with reference to the accompanying drawings and embodiments. It should be understood that the specific embodiments described herein are only used to explain the present invention and are not intended to limit the present invention.

[0031] It should be noted that when an element is referred to as being “fixed on” or “disposed on” another element, it may be directly on the other element or indirectly on the other element. When an element is referred to as being “connected to” another element, it may be directly connected to the other element or indirectly connected to the other element.

[0032] Furthermore, the terms "first" and "second" are used for descriptive purposes only and should not be understood to indicate or imply relative importance or implicitly specify the number of the technical features indicated. Thus, a feature specified as "first" or "second" may explicitly or implicitly include one or more of the features. In the description of the present invention, "plurality" means two or more, unless otherwise specifically defined. "Several" means one or more, unless otherwise specifically defined.

[0033] In the description of the present invention, it should be understood that the terms "up", "down", "front", "back", "left", "right", etc., indicating directions or positional relationships, are based on the directions or positional relationships shown in the accompanying drawings, and are only for the convenience of describing the present invention and simplifying the description, rather than indicating or implying that the device or element referred to must have a specific direction, be constructed and operated in a specific direction, and therefore cannot be understood as a limitation on the present invention.

[0034] In the description of the present invention, it should be noted that, unless otherwise expressly specified or limited, the terms "mounted," "connected," and "connected" should be understood in a broad sense. For example, they may refer to fixed, detachable, or integral connections; mechanical or electrical connections; direct or indirect connections through an intermediate medium; and may encompass internal communication between two components or interaction between two components. Those skilled in the art will understand the specific meanings of the above terms in the present invention based on specific circumstances.

[0035] Helicopters offer high transport efficiency, excellent flight performance, and adaptability to geographical environments, making them suitable for use in high-altitude, high-temperature, and cold regions. However, these environments pose significant challenges to their operation. As airports increase in altitude, atmospheric pressure and air density decrease, significantly reducing the air flow entering turboshaft engines compared to those in plains, resulting in insufficient takeoff power.

[0036] Therefore, traditional turboshaft engines suffer from the problem of excessive excess power for sea-level takeoff and insufficient power for plateau takeoff, making it impossible to achieve a reasonable match between plateau takeoff power and sea-level takeoff power. Therefore, how to design a turboshaft engine that can achieve a reasonable match between plateau takeoff power and sea-level takeoff power is one of the important issues that need to be solved in this field.

[0037] Therefore, in response to the above problems, how to design a turboshaft engine that can reasonably match the take-off power at plateau and at sea level is one of the important issues that need to be urgently addressed in this field.

[0038] Figure 1 shows a structural diagram of a turboshaft engine in a plateau takeoff state according to an exemplary embodiment of the present invention, and Figure 2 shows a structural diagram of a turboshaft engine in a sea level takeoff state according to an exemplary embodiment of the present invention. As shown in Figures 1 and 2, the turboshaft engine provided by an exemplary embodiment of the present invention includes an intake pipe 1, a drive mechanism 8, an impeller 2, a rotating shaft, a compressor 3, a compressor rotating shaft 6, a rotor brake mechanism 7, a clutch 5, a combustion chamber 9, a turbine assembly 10 and a tail nozzle 11. The drive mechanism 8 is provided at the output end of the rotating shaft 12, the impeller 2 is electrically connected to the drive mechanism 8, the impeller 2 and the rotor brake mechanism 7 are provided at the output end of the rotating shaft 12, the compressor 3 is provided on the compressor rotating shaft 6, the clutch 5 is sleeved on the rotating shaft 12, and the clutch 5 is provided. Between the rotating shaft 12 and the compressor rotating shaft 6, the turbine assembly 10 is arranged at the driving end of the rotating shaft 12; when the turboshaft engine is in the plateau take-off state, the driving mechanism 8 is used to adjust the angle of the impeller 2 to a preset angle, the rotating shaft 12 and the compressor rotating shaft 6 are connected by the clutch 5, and the air flows through the impeller 2 along the intake pipe 1, the impeller 2 is used to compress the air for the first time, and the air after the first compression flows through the compressor, the compressor 3 is used to compress the air for the second time, and the air after the second compression flows into the combustion chamber; when the turboshaft engine is in the sea level take-off state, the rotating shaft 12 and the compressor rotating shaft 6 are separated by the clutch 5, and the air flows through the impeller 2 and the compressor 3 in turn along the intake pipe 1, the compressor 3 is used to compress the air, and the compressed air flows into the combustion chamber.

[0039] In specific implementation, the drive mechanism 8 is located at the output end of the shaft, and the impeller 2 is electrically connected to the drive mechanism 8. It is understood that the drive mechanism 8 is a controller with simple electronic control logic. The drive mechanism 8 controls the rotation of a rotating part to achieve angle adjustment of the impeller 2. The impeller 2 and the rotor brake mechanism 7 are located at the output end of the shaft 12. The compressor 3 is located on the compressor shaft 6. The clutch 5 is mounted on the shaft 12 and is located between the shaft 12 and the compressor shaft 6. It is understood that the shaft 12 and the compressor shaft 6 are actually the same shaft. The clutch 5 is used to connect or disconnect the shaft 12 and the compressor shaft 6. The turbine assembly 10 is located at the drive end of the shaft. The drive mechanism 8 drives the angle of the impeller 2 to achieve air flow adjustment entering the combustion chamber.

[0040] As shown in FIG1 , when the turboshaft engine is in a plateau takeoff state, the drive mechanism 8 is used to adjust the angle of the impeller 2 to a preset angle. The impeller 2 is connected to the compressor shaft 6 via the clutch 5. The impeller 2 and the compressor 3 are in a linked state. Air flows through the impeller 2 along the intake pipe 1. The impeller 2 is used to compress the air for the first time. The air after the first compression flows through the compressor 3. The compressor 3 is used to compress the air for the second time. After the first compression by the impeller 2 and the mechanical rotation compression by the compressor 3, the air flows into the combustion chamber. The air flowing into the combustion chamber 9 mixes with the fuel in the combustion chamber 9 to undergo a chemical reaction and combustion, converting the chemical energy of the fuel into heat energy. The air then flows through the gas turbine 101 and the power turbine 102 in sequence, driving the gas turbine 101 and the power turbine 102 to rotate and perform work, and then expands and is discharged from the tail nozzle 11. From the above process, it can be seen that when the air flows into the combustion chamber, it flows through the impeller and the compressor. After being compressed twice by the impeller 2 and the compressor 3, the air flow rate and pressure entering the engine combustion chamber are relatively large. Matching the high pre-turbine gas temperature, the engine can achieve high-power mode operation.

[0041] As shown in FIG2 , when the turboshaft engine is in the sea-level takeoff state, the impeller 2 and the compressor shaft 6 are separated by the clutch 5. Air flows sequentially through the impeller 2 and the compressor along the intake duct 1. The impeller 2 guides the incoming air into the compressor. After passing through the impeller 2, the air flows into the compressor 3. The compressor 3 is used to compress the air. The compressed air flows into the combustion chamber 9, mixes with the fuel in the combustion chamber 9, and undergoes a chemical reaction and combustion, converting the chemical energy of the fuel into thermal energy. At this time, the air in the combustion chamber becomes high-temperature and high-pressure combustion gas. The combustion gas flowing out of the combustion chamber 9 flows sequentially through the gas turbine 101 and the power turbine 102, driving the gas turbine 101 and the power turbine 102 to rotate and perform work, and then expands and is discharged from the tail nozzle 11. From the above process, it can be seen that the air flows into the combustion chamber 9, passes through the impeller 2 and the compressor 3, and after being compressed by the compressor 3, the air flow rate and pressure entering the engine combustion chamber are relatively low. Matching the relatively low gas temperature before the turbine, it can achieve low-power and fuel-saving mode operation of the engine.

[0042] For example, as shown in FIG1 , the turboshaft engine further includes a rotating member 4 , which is disposed at the output end of the rotating shaft and supports the impeller 2 . It is understandable that the rotating member 4 may be a radial bearing, an angular contact ball bearing, or other bearings capable of carrying the load of the impeller 2 .

[0043] For example, the impeller 2 has a groove, and the rotor brake mechanism 7 is embedded in the groove of the impeller 2, so that the brake mechanism can quickly respond to the driving mechanism 8, making the impeller 2 flexible and fast to adjust.

[0044] Exemplarily, as shown in FIG1 , the clutch 5 includes a first brake member 51 and a second brake member 52. The first brake member 51 is provided at one end of the output end of the rotating shaft 12, and the second brake member 52 is provided at one end of the input end of the compressor rotating shaft 6. When the turboshaft engine is in a plateau takeoff state, the first brake member 51 and the second brake member 52 are in contact, and the rotating shaft 12 is connected to the compressor rotating shaft 6. When the turboshaft engine is in a sea level takeoff state, the first brake member 51 and the second brake member 52 are separated, and the rotating shaft 12 is separated from the compressor rotating shaft 6. The first brake member 51 and the second brake member 52 can achieve rapid connection and separation of the rotating shaft 12 and the compressor rotating shaft 6.

[0045] An exemplary embodiment of the present invention further provides an aircraft, comprising the above-mentioned turboshaft engine. The above-mentioned turboshaft engine further provides an aircraft, which includes the beneficial effects of the above-mentioned turboshaft engine, which will not be described in detail here.

[0046] An exemplary embodiment of the present invention further provides a flight mode switching method. FIG3 shows a flow chart of the flight mode switching method according to an exemplary embodiment of the present invention. As shown in FIG3 , the flight mode switching method includes:

[0047] S301: Determine a takeoff command for the turboshaft engine based on the actual operating parameters of the turboshaft engine. It is understandable that the actual operating parameters of the engine are actually the air pressure parameters, temperature parameters, etc. of the engine.

[0048] S302: In response to the high-altitude takeoff command, the drive mechanism adjusts the impeller to a preset angle, and the impeller is connected to the compressor shaft via a clutch;

[0049] S303: In response to the sea level takeoff command, the impeller and the compressor shaft are separated by a clutch.

[0050] Exemplarily, in response to a high-altitude takeoff command, the driving mechanism adjusts the impeller to a preset angle, and the method of connecting the impeller to the compressor shaft via a clutch includes:

[0051] The air flows through the impeller along the intake pipe. The impeller compresses the air for the first time, and the air after the first compression flows into the compressor. The compressor compresses the air for the second time, and the air after the second compression flows into the combustion chamber.

[0052] Exemplarily, in response to a sea level takeoff command, the method of separating the impeller and the compressor shaft through a clutch includes: air flows through the impeller and the compressor in sequence along the intake duct, the compressor compresses the air, and the compressed air flows into the combustion chamber.

[0053] Although the present invention has been described with reference to specific features and embodiments thereof, it will be apparent that various modifications and combinations may be made thereto without departing from the spirit and scope of the invention. Accordingly, this specification and drawings are merely illustrative of the invention as defined by the appended claims and are deemed to cover any and all modifications, variations, combinations or equivalents within the scope of the invention. It will be apparent that various modifications and variations may be made to the present invention by those skilled in the art without departing from the spirit and scope of the invention. Thus, the present invention is intended to include such modifications and variations as fall within the scope of the claims of the present invention and their equivalents.

[0054] The above description is merely a specific embodiment of the present invention, but the scope of protection of the present invention is not limited thereto. Any modifications or substitutions that can be easily conceived by a person skilled in the art within the technical scope disclosed in the present invention should be included in the scope of protection of the present invention. Therefore, the scope of protection of the present invention should be based on the scope of protection of the claims.

Claims

1. A turboshaft engine, characterized in that: It includes an intake pipe, a driving mechanism, an impeller, a rotating shaft, a compressor, a compressor rotating shaft, a rotor brake mechanism, a clutch, a combustion chamber, a turbine assembly and a tail nozzle, wherein the driving mechanism is arranged at the output end of the rotating shaft, the impeller is electrically connected to the driving mechanism, the impeller and the rotor brake mechanism are arranged at the output end of the rotating shaft, the compressor is arranged on the compressor rotating shaft, the clutch is sleeved on the rotating shaft, the clutch is arranged between the rotating shaft and the compressor rotating shaft, and the turbine assembly is arranged at the driving end of the rotating shaft; When the turboshaft engine is in a plateau takeoff state, the driving mechanism is used to adjust the angle of the impeller to a preset angle, the rotating shaft is connected to the rotating shaft of the compressor through the clutch, and air flows through the impeller along the intake pipe. The impeller is used to compress the air for the first time, and the air after the first compression flows through the compressor. The compressor is used to compress the air for the second time, and the air after the second compression flows into the combustion chamber; When the turboshaft engine is in a take-off state at sea level, the shaft and the compressor shaft are separated by the clutch, and air flows along the intake pipe through the impeller and the compressor in sequence. The compressor is used to compress air, and the compressed air flows into the combustion chamber.

2. The turboshaft engine according to claim 1, characterized in that: The turboshaft engine further comprises a rotating member, which is arranged at an output end of the rotating shaft and supports the impeller.

3. The turboshaft engine according to claim 2, characterized in that: The impeller has a groove, and the rotor brake mechanism is embedded in the groove of the impeller.

4. The turboshaft engine according to claim 1, characterized in that: The clutch comprises a first brake member and a second brake member, wherein the first brake member is arranged at the output end of the rotating shaft, and the second brake member is arranged at the input end of the rotating shaft of the compressor; The first brake member and the second brake member fit together, and the rotating shaft is connected to the rotating shaft of the compressor; The first brake member and the second brake member are separated, and the rotating shaft is separated from the compressor rotating shaft.

5. An aircraft, characterized in that: It comprises the turboshaft engine as described in any one of claims 1 to 4.

6. A flight mode switching method, characterized in that: For the aircraft according to claim 5, the flight mode switching method comprises: Determining a takeoff instruction for the turboshaft engine based on actual operating parameters of the turboshaft engine; In response to a highland takeoff command, the driving mechanism is used to adjust the impeller to a preset angle, and the impeller is connected to the compressor shaft through the clutch; In response to a sea level takeoff command, the impeller is separated from the compressor shaft by the clutch.

7. The flight mode switching method according to claim 6, characterized in that: The method in which, in response to a high-altitude takeoff command, the driving mechanism is used to adjust the impeller to a preset angle, and the impeller is connected to the compressor shaft through the clutch comprises: The air flows through the impeller along the intake pipe, and the impeller is used to compress the air for the first time. The air compressed for the first time flows through the compressor, and the compressor is used to compress the air for the second time. The air compressed for the second time flows into the combustion chamber.

8. The flight mode switching method according to claim 6, characterized in that: The method of separating the impeller and the compressor shaft through the clutch in response to a sea level takeoff command includes: air flows through the impeller and the compressor in sequence along the intake pipe, the compressor is used to compress air, and the compressed air flows into the combustion chamber.

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