Rapid design of dedicated turbofan engine for parallel hybrid propulsion system
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摘要:
为解决航空并联混合动力系统直接使用传统涡扇发动机时存在的发动机效率下降与低压压气机喘振问题，提出了一种通过质量流量预测确定涵道比的并联混合动力专用涡扇发动机快速设计方法，使用PROOSIS搭建了并联混合动力涡扇发动机模型，对发动机设计结果进行了性能评估与能量利用分析。研究表明，在与基准发动机相同的涡轮前总温限制下，设计结果能够满足推力需求。与在并联混合动力系统中使用基准发动机相比，使用设计的专用发动机时的油耗、能耗、低压压气机防喘振性能更优。混合度越高，使用专用发动机产生的性能提升越大。由于能量利用历程不同，发动机外涵道电能利用率远高于内涵道电能利用率和燃油利用率，这是并联混合动力涡扇发动机节能的根本原因。
Abstract:In order to avoid the surge of low pressure compressor and decrease of efficiency when using directly conventional turbofan engine in the parallel hybrid propulsion system, a rapid design method of dedicated turbofan engine for parallel hybrid propulsion system was proposed based on the designed bypass ratio from prediction of flow rate. A parallel hybrid turbofan engine model was developed using PROOSIS to study the performance and energy utilization of the designed dedicated engines. It was found that under the constraint on turbine inlet temperature the same as the baseline engine, the dedicated engine can provide the needed thrust. Compared with the baseline engine in the parallel hybrid propulsion system, the anti-surge performance of low pressure compressor, fuel and energy consumption of the dedicated engine were better. As degree of hybridization increased, the benefits from using dedicated engine increased. Because of the difference in the energy utilization process, the energy utilization efficiency of electric power supplied to bypass was much higher than that of electric power supplied to core and fuel, serving as a fundamental reason of saving energy when using parallel hybrid turbofan engine.
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图 2 外涵道风扇压比对发动机性能参数的影响
Figure 2. Influence of bypass fan pressure ratio on engine performance
图 5 外涵道与内涵道理想排气速度之比的比较
Figure 5. Comparison of the ratio of bypass and core ideal exhaust velocity
图 8 发动机性能参数的比较 （H=10668 m, Ma=0.8, F=30.15 kN, ISA）
Figure 8. Comparison of engine performance （H=10668 m, Ma=0.8, F=30.15 kN, ISA）
图 10 发动机效率的比较 （H=10668 m, Ma=0.8, F=30.15 kN, ISA）
Figure 10. Comparison of engine efficiency （H=10668 m, Ma=0.8, F=30.15 kN, ISA）
图 13
$H_{{\text{e}},\min }^{{\text{work}}}$ 与$H_{\text{e}}^{{\text{des}}}$ 的比较Figure 13. Comparison between
$H_{{\text{e}},\min }^{{\text{work}}}$ and$H_{\text{e}}^{{\text{des}}}$ 
图 16 起飞时的发动机性能比较（
$H_{\text{e}}^{{\text{work}}}{\text{ = 12\% }}$ ）Figure 16. Comparison of engine performance in take-off （
$H_{\text{e}}^{{\text{work}}}{\text{ = 12\% }}$ ）表 1 基准发动机主要工作点的参数
Table 1. Baseline engine parameters of main operating points
参数 数值 爬升
（设计点）起飞 巡航 高度H/m 10668 0 10668 马赫数Ma 0.8 0 0.8 进气量/（kg/s） 182.46 405.67 169.38 涵道比 4.9 5.17 5.22 总压比 34.6 27.25 29.23 涡轮前总温/K 1560 1625 1446.25 推力/kN 30.15 116.93 23.26 燃油流量/（kg/s） 0.539 1.191 0.421 
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表 2 基准发动机与CFM56-7B26发动机的参数对比（H = 0, Ma = 0）
Table 2. Comparison of parameters between baseline engine and CFM56-7B26 engine （H = 0, Ma = 0）
参数 数值 相对偏差/% 基准
发动机CFM56-7B26 涵道比 5.17 5.1 1.37 总压比 27.25 27.7 −1.62 推力/kN 116.93 116.99 −0.05 燃油流量/（kg/s） 1.191 1.213 −1.81
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