基于直升机任务需求的涡轴发动机总体参数寻优设计方法研究

杜佳彤; 汪勇; 彭晔榕; 张海波

doi:10.13224/j.cnki.jasp.20230417

基于直升机任务需求的涡轴发动机总体参数寻优设计方法研究

doi: 10.13224/j.cnki.jasp.20230417

杜佳彤^1,,
汪勇¹,
彭晔榕²,
张海波^1,*, ,

1.
南京航空航天大学能源与动力学院江苏省航空动力系统重点实验室，南京 210016
2.
中国航发控制系统研究所，江苏无锡 214063

基金项目: 国家科技重大专项（J2019-Ⅰ-0020-0019）；南京航空航天大学前瞻布局科研专项（1002-ILA22037-1A22）

详细信息

作者简介:
杜佳彤（1999-），男，硕士生，主要研究领域为航空发动机建模与控制。E-mail：garient_du7@nuaa.edu.cn

通讯作者:
张海波（1976-），男，教授，博士，主要研究领域为航空发动机建模与控制。E-mail：zh_zhhb@163.com

中图分类号: V231.1
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出版历程
- 收稿日期: 2023-06-26
- 网络出版日期: 2025-07-03

Research on the overall parameter optimization design method of turboshaft engine based on helicopter mission requirements

1.
Jiangsu Province Key Laboratory of Aerospace Power System，College of Energy and Power Engineering，Nanjing University of Aeronautics and Astronautics，Nanjing 210016，China
2.
Aero-Engine Control System Institute，Aero Engine Corporation of China，Wuxi Jiangsu 214063，China

摘要

摘要:
针对传统涡轴发动机总体设计过程中直升机/发动机耦合关系考虑不足，且缺少对备选设计参数可行域边界限制的问题，提出了一种基于直升机飞行任务需求寻优设计涡轴发动机总体参数的方法，并根据涡轴发动机发展情况对其设计参数寻优可行域进行了合理限制。该方法由约束分析、任务分析、参数循环计算和寻优迭代4个模块组成，其中寻优迭代模块涉及对设计参数的动态调整，使设计的发动机与任务需求更加匹配。首先推导了上述4个模块的基本原理，基于给定的直升机飞行任务剖面，对提出的设计方法进行了算例验证，针对同一飞行任务，开展了与其他设计方法的结果对比。研究表明：提出的设计参数可行域边界能够为设计参数的选取范围进行合理限制，可作为设计参数选取的一项依据；提出的涡轴发动机总体参数寻优设计方法弥补了其他涡轴发动机总体设计方法中设计参数不参与迭代更新、对直升机/涡轴发动机性能耦合关系考虑欠缺等不足，得到的发动机设计参数与直升机任务需求更加匹配，能够有效减少起飞总重（总耗油量），为直升机/发动机一体化性能设计与优化研究提供基础支撑。
- 直升机 /
- 涡轴发动机 /
- 一体化设计 /
- 飞行任务需求 /
- 参数可行域 /
- 动态调整
Abstract:
In view of the problem of insufficient consideration of helicopter/engine coupling relationship in the traditional overall parameter design process of turboshaft engines and the lack of boundary restrictions on the feasible region of alternative design parameters, a method for optimizing the overall parameters of turboshaft engines was proposed based on the requirements of helicopter flight missions, and the feasible region of design parameter optimization was reasonably limited according to the development of turboshaft engines. The method consisted of four modules: constraint analysis, task analysis, parameter cycle calculation and optimization iteration. The optimization iteration module involved dynamic adjustment of design parameters, which made the designed engine more matched with the task requirements. Firstly, the basic principles of the above four modules were derived. Then, based on the given helicopter flight mission profile, the proposed design method was verified by an example. Finally, the results were compared with other design methods for the same flight mission. The research showed that the proposed feasible region boundary of design parameters can reasonably limit the selection range of design parameters and can be used as a basis for the selection of design parameters. The proposed optimization design method of the overall parameters of the turboshaft engine made up for the shortcomings of other overall design methods of the turboshaft engine, for example, the design parameters were not involved in the iterative update and the lack of consideration of the coupling relationship between the helicopter / turboshaft engine performance.
- helicopter /
- turboshaft engine /
- integrated design /
- flight mission requirements /
- parameter feasible region /
- dynamic adjustment

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图 1 总体参数寻优设计流程

Figure 1. Overall parameter optimization design process

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图 2 需求功率构成随前飞速度变化曲线

Figure 2. Curve of required power composition with forward flight speed

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图 3 涡轴发动机设计点参数计算逻辑框图

Figure 3. Block diagram of the calculation logic of the design point parameters of the turboshaft engine

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图 4 可行域示意图

Figure 4. Schematic diagram of the feasible region

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图 5 寻优迭代逻辑图

Figure 5. Optimization iterative principle diagram

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图 6 约束分析结果

Figure 6. Constraint analysis result curve

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图 7 直升机飞行任务示意图

Figure 7. Helicopter flight mission diagram

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图 8 性能参数随设计参数的变化趋势

Figure 8. Variation trend diagram of performance parameters with design parameters

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$\zeta $	功率传递系数	R_cruise	巡航航程
u	诱导速度	$ {P_{{\text{install}}}} $	发动机安装功率
f_e	废阻面积	P_wr	单位质量流量功率
V_tip	旋翼翼尖速度	${P_{{\text{rotor}}}}$	旋翼需用功率
W	直升机质量	$ {P_{{\text{all}}}} $	涡轴发动机需要提供的功率
η	轴功率有效转换效率	$ {P_{{\text{fz}}}} $	废阻功率
$ {P_{{\text{mc}}}} $	发动机最大连续功率	$ {P_{{\text{yd}}}} $	诱导功率
$ \varGamma $	直升机空重比	$ {P_{{\text{xz}}}} $	型阻功率
π_c	压气机压比	$ {P_{{\text{cz}}}} $	垂直功率
T₄₁	燃气涡轮前温度	C	单位功率耗油率
W_a2	发动机入口流量

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表 1 前进比μ与功率传递系数ζ的关系

Table 1. Relation between advance ratio μ and power transfer coefficient ζ

ζ	μ=0	μ=0.05	μ=0.10	μ=0.15	μ=0.20	μ=0.25	μ=0.30	μ=0.35
涡轴发动机	0.84	0.85	0.87	0.88	0.88	0.88	0.875	0.87
活塞发动机	0.80	0.81	0.82	0.84	0.86	0.87	0.87

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表 2 直升机任务段

Table 2. Helicopter mission

任务段	性能需求
垂直起飞	H=0～100 m
水平加速	H=100 m，Ma=0～0.155
前飞爬升	H=100～1 500 m，Ma=0.155
巡航	H=1 500 m，Ma=0.155，R_cruise =100 km
前飞爬升	H=1 500～3 000 m，Ma=0.155
巡航	H=3 000 m，Ma=0.155，R_cruise =350 km
前飞下降	H=3 000～10 m，Ma=0.155～0
盘旋下降	H=10～0 m，dh/dt=1 m/s
注：确保直升机降落时剩余燃油可供其在海平面悬停半小时。

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表 3 任务分析结果

Table 3. Task analysis results

任务段	高度/m	剩余相对总重 B_i （起始值/结束值）
垂直起飞	0～100	1.0000/0.9999
水平加速	100	0.9999/0.9994
前飞爬升	100～1500	0.9994/0.9945
巡航	1500	0.9945/0.9639
前飞爬升	1500～3000	0.9639/0.9592
巡航	3000	0.9592/0.8645
前飞下降	3000～10	0.8645/0.8622
盘旋下降	10～0	0.8622/0.8620

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表 4 冷却引气量与涡轮前温度的关系

Table 4. Relationship between cooling gas amount and pre-turbine temperature

T₄₁/K	燃气涡轮冷却/%	动力涡轮冷却/%	总引气（包括封严、泄漏）/%
1350	3	1.5	6
1450	8	2	12
1 900	21	3.5	26

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表 5 任务分析结果

Table 5. Task analysis results

任务段	高度/m	剩余相对总重 B_i （起始值/结束值）
垂直起飞	0～100	1.0/0.9999
水平加速	100	0.9999/0.9995
前飞爬升1	100～1500	0.9995/0.9952
巡航1	1500	0.9952/0.9652
前飞爬升2	1500～3000	0.9652/0.9611
巡航2	3000	0.9611/0.8712
前飞下降	3000～10	0.8712/0.8689
盘旋下降	10～0	0.8689/0.8687

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表 6 备选发动机计算结果

Table 6. Calculation results of alternative engines

备选发动机	T₄₁/K	π_c	S/m²	W_a2/（kg/s）	P_install/kW	P_wr/（kW/（kg/s））	C/（kg/（kW·h））	W_to/kg
①	1400	14	223.2455	3.6006	1018.830	282.9620	0.2727	6250.8727
②	1400	15	219.7112	3.6166	1018.830	281.7127	0.2692	6151.9148
③	1400	16	218.0467	3.6381	1018.830	280.0410	0.2662	6105.3069
④	1500	14	216.7325	3.0553	1018.830	333.4588	0.2656	6068.5096
⑤	1500	15	214.4845	3.0561	1018.830	333.3766	0.2616	6005.5671
⑥	1500	16	212.6184	3.0616	1018.830	332.7724	0.2582	5953.3160
⑦	1600	14	212.8757	2.6344	1018.830	386.7420	0.2589	5960.5198
⑧	1600	15	210.4787	2.6270	1018.830	387.8339	0.2547	5893.4040
⑨	1600	16	208.4831	2.6235	1018.830	388.3412	0.2511	5837.5274

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表 7 不同方法得到的目标发动机对比结果

Table 7. Comparison results of target engines obtained by different methods

目标发动机设计方法	T₄₁/K	π_c	S/m²	W_a2/（kg/s）	P_install/kW	P_wr/（kW/（kg/s））	C/（kg/（kW·h））	W_to/kg
方法①	1600	16	208.4831	2.6235	1018.830	388.3412	0.2511	5837.5274
方法②	1500	15	212.9425	2.8084	924.9084	329.3364	0.2644	5962.3890
方法③	1559.980	15.6893	208.5626	2.5052	905.2930	361.3656	0.2576	5839.7521

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