Conceptual sizing method and energy management strategy of serial hybrid-electric aircraft
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摘要:
针对串联混电飞机，首先在给定任务需求的飞行剖面内，结合动力学特性对整机的飞行性能进行分析，将总体设计参数与各飞行段的功率能耗需求相关联，进而开展各部分组件和全机的设计选型；然后对串联混电系统中的计算逻辑和各条工作路径进行梳理和总结，讨论分析能源管理策略对方案设计的潜在影响。基于搭建的设计系统，首先针对Dornier Do 228NG飞机构型，从3个设计方面，将该方法与国外两个团队各自开发的设计方法进行对比分析，结果表明，对设计点评估的相对误差均在1.5%以内，对传统动力方案设计的各项相对误差在6%以内，而串联混电方案设计中最大起飞质量的相对误差在4%以内，验证了本文方法的可行性和有效性。其次，分析讨论了4种能源管理策略的特点和优劣势，并基于一款国外现有的串联混电飞机Panthera Hybrid，研究了不同策略下的动力系统工作特征和各项设计参数差异。其中，Light策略下的飞机起飞总质量最小，收益来源主要是起飞阶段的最大需求功率由燃油和电池动力系统同时承担，直接优化了动力系统的总质量。
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关键词:
- 混电飞机 /
- 串联式混合电推进系统 /
- 飞机方案设计方法 /
- 质量评估 /
- 能源管理策略
Abstract:For serial hybrid-electric aircraft (HEA), the flight performance of the whole aircraft was analyzed in combination with the dynamic characteristics within the given mission profile, and the overall parameters were associated with power and energy demand in each flight stage, assisting in design and sizing of each system component. Then, the calculation logic and each work path for the serial hybrid electric propulsion (HEP) system were summarized to explore the potential impact of energy management strategy (EMS) on the sizing method. Based on the established design system, a Dornier Do 228NG aircraft was selected and applied to compare the proposed method with that developed by two European teams from three design aspects. The results showed that the relative error for design point was less than 1.5%, the errors for conventional powertrain design were under 6%, and the evaluation of maximum takeoff mass (MTOM) for serial HEP design was less than 4% error. And it can verify the feasibility and effectiveness of our method. The characteristics, advantages and disadvantages of four EMS were analyzed and discussed. And based on an existing serial HEA, the Panthera Hybrid, the differences of power system working situation and design parameters under distinct strategies were studied and summarized. The results indicated that the MTOM under Light strategy was the smallest, and the benefits lied in that the maximum power demand during the take-off was taken by the fuel and battery power system at the same time, which optimized the power system weight directly.
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图 7 本文方法对传统动力方案短航程的功率供需模拟
Figure 7. Power simulation of paper method for conventional powertrain design with short range
图 8 本文方法对串联混电方案短航程的功率供需模拟
Figure 8. Power simulation of paper method for serial HEP design with short range
图 9 4种能源管理策略下的电池电量、燃油总量、PGS系统功率输出控制和飞行高度随时间的变化过程
Figure 9. Variation of battery level, tank level, PGS throttle and altitude with time under four EMS
图 10 4种能源管理策略下的两种动力系统输出功率和电机输出功率随时间的变化过程
Figure 10. Variation of PGS power, battery power and motor power with time under four EMS
参数 数值 展弦比 9 螺旋桨数量 2 机组和有效载荷总质量/kg 1960 起飞距离/m 793 巡航高度/m 3000 转场巡航高度/m 1000 盘旋高度/m 450 巡航速度/（km/h） 414 失速速度/（km/h） 126 转场巡航速度/（km/h） 306 转场增程航程/km 270 航程/km 396 电机功率密度/（W/kg） 5920 电池功率密度/（W/kg） 6000 电池能量密度/（W·h/kg） 1500 发动机功质比/（W/kg） 3310 盘旋时间/min 30 安全余油系数 0 燃油能量密度/（MJ/kg） 42.8 PMAD效率 1 电机效率 0.95 螺旋桨效率 0.8 
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表 2 设计点的对比
Table 2. Comparison of design points
对比项目 翼载荷/（N/m2） 功率载荷/（N/kW） 方法A 1957 53.62 方法B 1958 53.68 本文方法 1957.68 54.37 误差1/% 0.03 1.40 误差2/% −0.02 1.29
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表 3 传统动力方案的设计对比
Table 3. Comparison of conventional powertrain design
航程/km 载荷总质量/kg 对比项目 Mto/kg Ma/kg Mg/kg Mf/kg S/m2 396 1960 方法A 6216 3338 343 525 31.1 方法B 6259 3425 345 529 31.4 本文方法 6189 3335 359 535 31.0 误差1/% −0.43 −0.09 4.66 1.90 −0.32 误差2/% −1.12 −2.63 4.06 1.13 −1.27 1280 1325 方法A 6364 3468 352 1219 31.9 方法B 6446 3527 356 1238 32.3 本文方法 6451 3489 373 1264 32.3 误差1/% 1.37 0.61 5.97 3.69 1.25 误差2/% 0.08 −1.08 4.78 2.10 0 2361 547 方法A 7083 3861 391 2285 35.5 方法B 7182 3929 396 2310 36.0 本文方法 7161 3900 393 2321 36.2 误差1/% 1.10 1.01 0.51 1.58 1.97 误差2/% −0.29 −0.74 −0.76 0.48 0.56
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表 4 串联混电方案的设计对比
Table 4. Comparison of serial HEP design
航程/km 载荷总质量/kg 对比项目 Mto/kg Ma/kg Mm/kg Mb/kg Mg/kg Mf/kg S/m2 396 1960 方法A 8295 4521 256 148 713 697 41.6 方法B 8246 4512 244 148 696 686 41.3 本文方法 8385 4494 254 167 722 789 41.7 误差1/% 1.08 −0.60 −0.78 12.84 1.26 13.20 0.24 误差2/% 1.69 −0.40 4.10 12.84 3.74 15.01 0.97 1280 1325 方法A 12518 6821 387 519 1076 2389 62.7 方法B 12354 6760 365 513 1043 2348 61.9 本文方法 12758 6737 384 425 1081 2806 63.7 误差1/% 1.92 −1.23 −0.78 −18.11 0.46 17.46 1.59 误差2/% 3.27 −0.34 5.21 −17.15 3.64 19.51 2.91
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表 5 不同能源管理策略的对比
Table 5. Comparison of different EMS
能源管理策略 工作特点 主要优势 不足 Cyclic 电池循环充放电工作 起降段减排降噪 起降段仅由电池
系统进行动力输出，
动力系统总质量较大Steady 转换高度以下
纯电动飞行电池容量大部分时间
维稳在CmaxSmart 飞行结束电池容量
消耗至CminLight 飞行开始两种动力系统共同工作，
飞行结束电池容量消耗至Cmin优化动力系统总质量 起降段排放噪
声污染仍存在
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表 6 Panthera Hybrid的任务和性能要求
Table 6. Mission and performance requirements of Panthera Hybrid
参数 数值 参数 数值 展弦比 10.5 爬升率/（m/s） 5.8 螺旋桨数量 1 航程/km 650 机组和有效载荷总质量/kg 350 电机功率密度/（W/kg） 6450 起飞距离/m 530 电池功率密度/（W/kg） 1550 着陆距离/m 570 电池能量密度/（W·h/kg） 250 巡航高度/m 2450 发动机功质比/（W/kg） 879 盘旋高度/m 450 盘旋时间/min 15 转换高度/m 270 安全余油系数 0.05 绝对升限/m 8000 燃油能量密度/（MJ/kg） 42.8 实用升限/m 7600 PMAD 效率 1 巡航速度/（km/h） 270 电机效率 0.9 失速速度/（km/h） 110 螺旋桨效率 0.85
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表 7 4种能源管理策略下的串联混电设计对比
Table 7. Comparison of serial HEP design with four EMS
能源管理策略 Mto/kg Ma/kg Mm/kg Mb/kg Mg/kg Mf/kg S/m2 Cyclic 1483 725 31 145 150 81 12.6 Steady 1489 725 31 145 150 87 12.6 Smart 1479 725 31 145 150 76 12.6 Light 1276 654 27 44 130 72 10.9
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