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Methods for simulation and analysis of hybrid electric propulsion systems

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Abstract

Today, research performed for new aircraft propulsion concepts is driven by the requirement of achieving significant emission reductions to meet the environmental objectives of future air traffic. A current trend visible in the aviation industry shows the attempt to reduce inflight emissions as well as overall energy consumption of conventional combustion engines through electrification via electrical energy sources. With the growing interest in novel hybrid electric propulsion concepts, in the same way, a demand for conceptual design and performance simulation methods in combination with analysis capabilities rises. Based on primarily introduced and discussed hybrid electric propulsion systems, this paper presents a set of aircraft propulsion system simulation (APSS) methods which allow for an integrated simulation and consistent analysis. Particularly, methods for the modelling of electric motor and battery systems as implemented in APSS are described in detail.

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Notes

  1. In the following referred to as sub-system(s).

  2. The power share, here, directly correlates with the degree of electrification (DE) [16] that is discussed in Chapter 6.

  3. Performance maps of high-temperature superconductivity (HTS) motors [4–7] are similar to conventional non-HTS motors, however, the efficiency characteristic is very flat since almost no ohmic losses (of the rotor and/or the stator) exist [4, 33].

  4. The presented functional correlations of the auxiliary coordinates α and β are only an example for a feasible transformation. For strongly differing electric motor characteristics compared to what is presented in this paper, more adequate correlations of α and β might be selected, however, the method presented remains valid.

  5. Typical charging procedures refer to as constant current (CV), constant voltage (CV) and constant current, constant voltage (CCCV) [38].

  6. Note: Finding the derivative of a product of two functions requires the use of the rule of product, i.e. \( \left( {u \cdot v} \right)' = u^{'} \cdot v + u \cdot v'. \)

  7. Depletion time is the ratio of actual available energy over actual delivered power, thus, depicts the remaining discharging time for the actual capacity.

  8. During the constant-power cruise (CR) phase current is continuously increasing due to decreasing voltage, but here, the current-capacity gradient is too small to be clearly visible with the given printing solution of Fig. 5.

  9. Exergy is a non-conserved property indicating the maximum amount of mechanical energy extractable under participation of the environment while bringing the system to thermodynamic equilibrium with the reference environment [16, 41].

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Acknowledgments

The authors would like to thank Sascha Kaiser, Holger Kuhn and Patrick Vratny from Bauhaus Luftfahrt for fruitful discussions and valuable advice.

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  1. Bauhaus Luftfahrt e.V., Lyonel-Feiniger-Str. 28, 80807, Munich, Germany

    Oliver Schmitz & Mirko Hornung

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Correspondence to Oliver Schmitz.

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Schmitz, O., Hornung, M. Methods for simulation and analysis of hybrid electric propulsion systems. CEAS Aeronaut J 6, 245–256 (2015). https://doi.org/10.1007/s13272-014-0137-9

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