Research on integrated performance assessment framework for propulsion and energy management system based on precooled engine
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摘要:
水平起降、可重复使用的高马赫数飞行器面临着机体内外的巨大热载荷问题，为了满足飞行器的推力需求和实现对热载荷的高效利用，以带闭式氦循环的预冷发动机为基础，基于不同的热载荷吸收和利用方式，设计了4种不同的推进与能量管理系统热力循环布局，并保证发动机推力相同的前提下，分别以闭式循环的输出功率、比冲和综合性能为目标对热力循环布局设计参数进行优化；提出了一种考虑多属性的推进与能量管理系统综合性能评价指标，采用灰色关联分析法对4种方案进行系统综合性能评价。结果表明：多支路分级冷却循环可以实现最高18.23 MW的输出功率，但系统综合性能并非最优；双支路部分冷却循环各项性能指标均衡，在不同优化目标和应用场景下具有最佳的系统综合性能。研究结果为高马赫数飞行器推进与能量管理系统的多性能指标综合设计提供了一种思路。
Abstract:Thermal loads inside and outside the aircraft pose a non-negligible challenge for horizontal takeoff and landing, reusable high-Mach aircrafts. To meet the thrust requirements of the vehicle and utilize the thermal loads efficiently, four thermodynamic cycle layouts of propulsion and energy management system were proposed based on a precooled engine with a closed helium cycle. These layouts differed in the strategies for heat absorption and utilization. Optimizations were conducted with the power output of closed cycles, specific impulse, and comprehensive performance as the respective objectives, while maintaining the same thrust among the cycle layouts. To comprehensively assess the performance of cycles, a multi-attribute evaluation method for propulsion and energy management systems was proposed, and the Grey Relational Analysis was adapted. The results indicated that the multi-branch staged cooled cycle could achieve a maximum output power of 18.23 MW; however, its system-level performance was not optimal. In contrast, the dual-branch partially cooled cycle exhibited the best comprehensive performance because of its balanced performance under different optimization objectives and application scenarios. The research results provide insights for multi-metric integration design of propulsion and energy management systems in high-Mach vehicles.
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Key words:
- high-Mach number /
- precooled engine /
- energy management /
- closed cycle /
- integrated assessment index
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图 2 预冷-压缩系统及发动机热力循环构型
Figure 2. Thermodynamic layouts of precooling-compression system and precooled engine
图 3 进气道总压恢复系数与飞行马赫数关系
Figure 3. Variation of intake total pressure recovery coefficient with flight Mach number
图 7 推进与能量管理系统评价指标
Figure 7. Evaluation index of propulsion and energy management system
图 9 代理模型预测值与真实值对比
Figure 9. Comparison of predicted values by surrogate model with actual values
图 13 不同分流比双支路部分冷却循环输出功率
Figure 13. Thermal efficiency of the dual-branch partially cooled cycle under different spilt ratio
图 16 不同热力循环布局综合性能水平（输出功率最优）
Figure 16. Integrated performance level among different thermodynamic cycles （optimized power output）
图 17 不同热力循环布局相对性能水平（输出功率最优）
Figure 17. Relative performance among different thermodynamic cycles （optimized power output）
图 18 不同热力循环布局综合性能水平（比冲最优）
Figure 18. Integrated performance level among different thermodynamic cycles （optimized specific impulse）
图 19 不同热力循环布局综合性能水平（综合性能最优）
Figure 19. Integrated performance level among different thermodynamic cycles （optimized comprehensive performance）
评价因素 权重系数 系统质量 10 可靠性 4 能源需求 2 毒性 1 火灾危险性 2 设计弹性 1 开发风险性 2 温度控制能力 4 
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部件 成本估算公式 压气机 ${c}_{\mathrm{cost,t}}=71.1\cdot{q}_{{m}}\cdot\left[1.0/ （0.92-{\eta}_{\mathrm{c}}） \right]\cdot{\pi}_{\mathrm{c}}\cdot{\mathrm{ln}}\;{\pi}_{\mathrm{c}}$ 燃烧室 ${c}_{\mathrm{cost,b}}=46.08 \cdot{q}_{{m,{\mathrm{a}}}}\cdot\left(\dfrac{1.0}{0.995-{\sigma}_{\mathrm{b}}}\right)\cdot\left[1+{\mathrm{exp}} （0.018\cdot {T}_{3}-26.4） \right]$ 涡轮 $ {c}_{\mathrm {cost,t}}=479.34\cdot {q}_{{m}}\cdot \left(\dfrac{1.0}{0.93-{\eta }_{\mathrm {t}}}\right) \cdot {\mathrm{ln}} （ /1\pi _{\mathrm {t}}） \cdot \left[\mathrm {1+exp （0.036\cdot }{T}_{3}-54.4） \right]$ 预冷器/冷却器 $ {c}_{\mathrm {cost,cooler}}=2\;143\cdot {A}^{0.514} $ 高温换热器 $ {c}_{\mathrm {cost},\mathrm {hx}}=2\;681\cdot {A}^{0.59} $
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表 3 不同热力循环的典型性能
Table 3. Typical performance of different cycles
参数 简单循环 双支路部分冷却循环 多支路分级冷却循环 部分热源直接冷却循环 推力/kN 115.03 114.97 115.03 115.05 比冲/s 1608 2434 2712 1851 输出功率/MW 10.52 14.96 18.23 13.51 循环流量/（kg/s） 24.01 19.41 34.65 19.21 研制成本/$ 1099544 1238626 1483947 1368401 部件数量 8 11 15 9 与燃料接触的热源温度/K 702 676 675 1233
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表 4 基础层指标的主观权重
Table 4. Objective weighting factors of the base performance
指标 相对权重 归一化权重 比冲 5 0.208 输出功率 3 0.125 循环流量 4 0.167 经济成本 3 0.125 部件数量 7 0.292 安全性 2 0.083
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表 5 不同热力循环的典型性能（比冲最优）
Table 5. Typical performance of different cycles （optimized specific impulse）
参数 简单循环 双支路部分冷却循环 多支路分级冷却循环 部分热源直接冷却循环 推力/kN 115.02 115.03 114.96 115.00 比冲/s 2145 3110 2977 2183 输出功率/MW 6.14 5.36 13.18 8.30 循环流量/（kg/s） 17.55 14.04 31.50 16.50 研制成本/$ 1175312 1042320 1406199 1336756 部件数量 8 11 15 9 与燃料接触的热源温度/K 588 662 651 1233
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表 6 不同热力循环的典型性能（综合性能最优）
Table 6. Typical performance of different cycles （optimized comprehensive performance）
参数 简单循环 双支路部分冷却循环 多支路分级冷却循环 部分热源直接冷却循环 推力/kN 115.00 114.95 115.01 114.99 比冲/s 1 906 2809 2857 2091 输出功率/MW 7.45 6.18 15.63 9.28 循环流量/（kg/s） 20.25 15.77 32.97 17.14 研制成本/$ 1069104 1148823 1450911 1302433 部件数量 8 11 15 9 与燃料接触的热源温度/K 670 642 677 1233
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表 7 基础层指标的主观权重（作战场景）
Table 7. Objective weighting factors of the base performance （combat scenario）
指标 相对权重 归一化权重 比冲 7 0.28 输出功率 7 0.28 循环流量 3 012 经济成本 2 0.08 部件数量 4 0.20 安全性 1 0.04
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表 8 不同热力循环布局综合性能水平（作战场景）
Table 8. Integrated performance level among different thermodynamic cycles （combat scenario）
循环构型 综合性能水平 简单循环 0.1618 双支路部分冷却循环 0.1777 多支路分级冷却循环 0.1676 部分热源直接冷却循环 0.1400
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