Energy management method of aviation hybrid electric propulsion system

Abstract

The invention relates to the technical field of energy management, and discloses an energy management method of an aviation hybrid electric propulsion system, which comprises the following steps: step S01, dividing different flight stages according to flight conditions, step S02, collecting power demand data of different flight stages, step S03, carrying out power generation power distribution judgment on different flight stages, and step S04, carrying out power generation power distribution judgment on different flight stages. S04, establishing a generated power distribution model; S05, completing distribution of generated power; S06, performing energy demand prediction on each flight stage after distribution; S07, dynamically adjusting and judging energy demands; by calculating the generated power of the high-pressure shaft generator and the generated power of the low-pressure shaft generator in different flight stages, whether the generated power distribution needs to be carried out in each flight stage is judged, and energy demand prediction is carried out on each flight stage after distribution, so that the engine can keep relatively high efficiency in each flight stage.

Description

Technical Field

[0001] The present invention relates to the technical field of energy management, and more specifically to an energy management method for an aviation hybrid electric propulsion system. Background Art

[0002] As global awareness of environmental protection increases, reducing carbon emissions and promoting sustainable development have become the consensus of the international community. As an important area of ​​energy consumption and carbon emissions, the aviation industry is facing tremendous pressure to reduce emissions. Therefore, the development of more efficient and environmentally friendly aviation propulsion systems has become a research hotspot in the industry. In aviation hybrid electric propulsion systems, energy management methods play a vital role. Through reasonable energy management strategies, efficient utilization and dynamic adjustment of system energy can be achieved to ensure the smooth completion of flight missions. At the same time, energy management methods can also reduce the system's energy consumption and emissions, and improve overall economic and environmental benefits.

[0003] Traditional fuel engines are usually designed to achieve optimal efficiency at a specific operating point. However, during takeoff, climb, acceleration and other stages, the engine often cannot maintain this optimal operating point, resulting in reduced energy utilization efficiency. During the combustion process of the fuel engine, part of the energy is dissipated in the form of heat energy, and the mechanical transmission components also produce friction losses, further reducing the effective utilization of energy. In addition, there is a lack of predictive management of energy demand based on historical data, which leads to uneven energy distribution. During the takeoff and climb stages that require high energy output, if the energy reserve is insufficient, it will directly affect flight performance and safety. On the contrary, during the cruising stage where energy demand is lower, if the system still maintains high energy output, it will cause unnecessary energy waste and increase operating costs. Summary of the invention

[0004] In order to overcome the above-mentioned defects of the prior art, the present invention provides an energy management method for an aviation hybrid electric propulsion system to solve the problems existing in the above-mentioned background technology.

[0005] The present invention provides the following technical solution: an energy management method for an aviation hybrid electric propulsion system, comprising the following steps: Step S01: Dividing different flight stages according to flight conditions: Dividing the target flight process into different stages according to flight conditions, and setting corresponding power requirements and energy management targets for each stage; Step S02: Collecting power demand data at different flight stages: setting data collection frequency and collection points for different flight stages divided in step S01, and collecting power demand data at different flight stages through sensor equipment; Step S03: Determine the power distribution for different flight phases: calculate the power generation of the high-pressure shaft generator and the power generation of the low-pressure shaft generator in different flight phases, and determine whether power distribution is required based on the power demand set in step S01; Step S04: Establishing a power generation allocation model: establishing a power generation allocation model for the flight phase determined in step S03 to require power generation allocation, and performing power generation allocation operations on the flight phase; Step S05: completing the distribution of generated power: based on the power distribution operation for the flight phase in step S04, completing the distribution of generated power; Step S06: forecasting the energy demand for each flight phase after allocation: collecting energy consumption parameters to establish an energy demand forecasting model, and forecasting the energy demand for each flight phase after allocation; Step S07: Determine whether to dynamically adjust energy demand: compare the prediction result in step S06 with the energy management target in step S01 to determine whether dynamic adjustment is required; Step S08: Real-time monitoring of different flight phases and dynamic adjustment of energy management strategy: Dynamically adjust the energy management strategy according to the judgment result in step S07, and monitor the data changes of different flight phases in real time.

[0006] Preferably, in step S01, corresponding power requirements and energy management targets are set for each stage, the power requirement represents a difference threshold between the power generated by the high-pressure shaft generator and the power generated by the low-pressure shaft generator, and the energy management target represents a capacitor power requirement threshold.

[0007] Preferably, in step S02, power demand data of different flight stages are collected through sensor equipment, and the power demand data include the shaft speed of the high-pressure shaft generator in different flight stages, the resistance torque applied by the generator to the high-pressure shaft in different flight stages, the efficiency of the high-pressure shaft generator in different flight stages, the shaft speed of the low-pressure shaft generator in different flight stages, the resistance torque applied by the generator to the low-pressure shaft in different flight stages, and the efficiency of the low-pressure shaft generator in different flight stages.

[0008] Preferably, in step S03, the specific contents of calculating the power generation of the high-pressure shaft generator and the power generation of the low-pressure shaft generator in different flight phases and judging whether power generation distribution is required according to the power demand set in step S01 are as follows: Calculate the power generation of the high-voltage shaft generator at different flight stages: The calculation formula for the power generation of the high-voltage shaft generator at different flight stages is: ,in Indicates the power generation of the high-voltage shaft generator at different flight stages, Indicates the shaft speed of the high-voltage shaft generator at different flight stages, It represents the resistance torque exerted by the generator on the high-voltage shaft at different flight stages, represents the efficiency of the high-voltage shaft generator at different flight phases; Calculate the power generation of the low-pressure shaft generator at different flight stages: The calculation formula for the power generation of the low-pressure shaft generator at different flight stages is: ,in Indicates the power generation of the low-pressure shaft generator at different flight stages, Indicates the shaft speed of the low-pressure shaft generator at different flight stages, represents the resistance torque exerted by the generator on the low-pressure shaft at different flight stages, represents the low-pressure shaft generator efficiency at different flight phases; Determine whether power distribution is required: If the difference between the power generation of the high-pressure shaft generator and the power generation of the low-pressure shaft generator is greater than the power demand set in step S01, the judgment result is that power distribution is required; if the difference between the power generation of the high-pressure shaft generator and the power generation of the low-pressure shaft generator is less than or equal to the power demand set in step S01, the judgment result is that power distribution is not required.

[0009] Preferably, in step S04, a power generation allocation model is established for the flight phase for which power generation allocation is determined to be required in step S03, and the specific contents of the power generation allocation operation for the flight phase are as follows: Step S1: Calculate the power factor of the flight phase that requires power distribution. The calculation formula is: ,in Indicates the power factor of the flight phase where power generation allocation is required, Indicates the maximum power provided by a single generator in each flight phase; Step S2: Establish a power distribution model to calculate the power generation power of the high-voltage shaft generator after the flight phase that requires power distribution. The calculation formula is: ,in Indicates the power generation power of the high-voltage shaft generator after allocation in the flight phase where power generation power allocation is required; Step S3: Establish a power distribution model to calculate the power generation of the low-pressure shaft generator after the flight phase that requires power distribution. The calculation formula is: ,in Indicates the power generation capacity of the low-pressure shaft generator after allocation during the flight phase that requires power generation capacity allocation.

[0010] Preferably, in step S06, the energy consumption parameters are collected to establish an energy demand prediction model, and the specific contents of energy demand prediction for each flight stage after allocation are as follows: Step S1: Continuously sample each flight phase at different times using sensors, and establish an energy demand prediction model based on the energy consumption parameters at the kth moment; Step S2: Predict the inductor current, the calculation formula is: ,in represents the predicted inductor current value at the k+1th moment, represents the inductor current value at the kth moment, t represents the time interval of continuous sampling, L represents the energy storage inductance value of the generator, represents the output voltage value of the capacitor port at the kth moment, Indicates the voltage value of the generator itself at the kth moment; Step S3: predict the output voltage value of the capacitor port, and the calculation formula is: ,in represents the predicted voltage value of the capacitor port output at the k+1th moment, and C represents the ideal capacitance value; Step S4: predict the energy demand for each flight phase after allocation, and the calculation formula is: ,in represents the predicted value of capacitor power at the k+1th moment, represents a constant, Represents the energy conversion efficiency of capacitor.

[0011] Preferably, in step S07, the capacitor power prediction value predicted in step S06 is compared with the energy management target in step S01. If the capacitor power prediction value predicted in step S06 is greater than the energy management target in step S01, it is determined that dynamic energy adjustment is required. If the capacitor power prediction value predicted in step S06 is less than or equal to the energy management target in step S01, it is determined that dynamic energy adjustment is not required.

[0012] Preferably, in step S08, the energy management strategy is dynamically adjusted according to the judgment result in step S07, a targeted energy management strategy adjustment plan is formulated, the flight path is optimized, and the data changes in different flight phases are monitored in real time. When an abnormal change trend in the data is identified, an early warning message is sent to the human-computer interaction terminal.

[0013] Technical effects and advantages of the present invention: The present invention is provided with step S01: dividing different flight stages according to flight conditions, step S02: collecting power demand data of different flight stages, step S03: judging the distribution of power generation for different flight stages, step S04: establishing a power generation distribution model, step S05: completing the distribution of power generation, step S06: predicting the energy demand of each flight stage after distribution, step S07: dynamically adjusting and judging the energy demand, step S08: real-time monitoring of different flight stages, dynamically adjusting the energy management strategy, and judging whether power generation distribution is needed for each flight stage by calculating the power generation power of the high-pressure shaft generator and the power generation power of the low-pressure shaft generator in different flight stages, and predicting the energy demand of each flight stage after distribution, so that the engine can maintain a high efficiency in each flight stage. BRIEF DESCRIPTION OF THE DRAWINGS

[0014] Figure 1 The present invention is a flow chart of an energy management method for an aviation hybrid electric propulsion system. DETAILED DESCRIPTION

[0015] The technical solution of the present invention will be clearly and completely described below in conjunction with the accompanying drawings in the present invention. In addition, the forms of the various structures recorded in the following embodiments are merely illustrative. The energy management method of an aviation hybrid electric propulsion system involved in the present invention is not limited to the various structures recorded in the following embodiments. All other implementations obtained by ordinary technicians in this field without making creative work belong to the scope of protection of the present invention.

[0016] like Figure 1 As shown, the present invention provides an energy management method for an aviation hybrid electric propulsion system, comprising the following steps: Step S01: Dividing different flight stages according to flight conditions: Dividing the target flight process into different stages according to the flight conditions, and setting corresponding power requirements and energy management targets for each stage, wherein the different stages include flight preparation stage, engine start stage, taxiing stage, take-off stage, climb stage, cruise stage, descent stage, ground approach stage, landing stage and horizontal taxiing stage; Step S02: Collecting power demand data at different flight stages: setting data collection frequency and collection points for different flight stages divided in step S01, and collecting power demand data at different flight stages through sensor equipment; Step S03: Determine the power distribution for different flight phases: calculate the power generation of the high-pressure shaft generator and the power generation of the low-pressure shaft generator in different flight phases, and determine whether power distribution is required based on the power demand set in step S01; Step S04: Establishing a power generation allocation model: establishing a power generation allocation model for the flight phase determined in step S03 to require power generation allocation, and performing power generation allocation operations on the flight phase; Step S05: completing the distribution of generated power: based on the power distribution operation for the flight phase in step S04, completing the distribution of generated power; Step S06: forecasting the energy demand for each flight phase after allocation: collecting energy consumption parameters to establish an energy demand forecasting model, and forecasting the energy demand for each flight phase after allocation; Step S07: Determine whether to dynamically adjust energy demand: compare the prediction result in step S06 with the energy management target in step S01 to determine whether dynamic adjustment is required; Step S08: Real-time monitoring of different flight phases and dynamic adjustment of energy management strategy: Dynamically adjust the energy management strategy according to the judgment result in step S07, and monitor the data changes of different flight phases in real time.

[0017] In this embodiment, it should be specifically explained that in step S01, corresponding power requirements and energy management targets are set for each stage, the power requirement represents the difference threshold between the power generated by the high-pressure shaft generator and the power generated by the low-pressure shaft generator, and the energy management target represents the capacitor power requirement threshold.

[0018] In the present embodiment, it should be specifically explained that in the step S02, the power demand data of different flight stages are collected by the sensor equipment, and the power demand data include the shaft speed of the high-pressure shaft generator in different flight stages, the resistance torque applied by the generator to the high-pressure shaft in different flight stages, the efficiency of the high-pressure shaft generator in different flight stages, the shaft speed of the low-pressure shaft generator in different flight stages, the resistance torque applied by the generator to the low-pressure shaft in different flight stages, and the efficiency of the low-pressure shaft generator in different flight stages.

[0019] In this embodiment, it should be specifically explained that in step S03, the specific contents of calculating the power generation of the high-pressure shaft generator and the power generation of the low-pressure shaft generator in different flight phases and judging whether power generation distribution is required according to the power demand set in step S01 are as follows: Calculate the power generation of the high-voltage shaft generator at different flight stages: The calculation formula for the power generation of the high-voltage shaft generator at different flight stages is: ,in Indicates the power generation of the high-voltage shaft generator at different flight stages, Indicates the shaft speed of the high-voltage shaft generator at different flight stages, It represents the resistance torque exerted by the generator on the high-voltage shaft at different flight stages, represents the efficiency of the high-voltage shaft generator at different flight phases; Calculate the power generation of the low-pressure shaft generator at different flight stages: The calculation formula for the power generation of the low-pressure shaft generator at different flight stages is: ,in Indicates the power generation of the low-pressure shaft generator at different flight stages, Indicates the shaft speed of the low-pressure shaft generator at different flight stages, represents the resistance torque exerted by the generator on the low-pressure shaft at different flight stages, represents the low-pressure shaft generator efficiency at different flight phases; Determine whether power distribution is required: If the difference between the power generation of the high-pressure shaft generator and the power generation of the low-pressure shaft generator is greater than the power demand set in step S01, the judgment result is that power distribution is required; if the difference between the power generation of the high-pressure shaft generator and the power generation of the low-pressure shaft generator is less than or equal to the power demand set in step S01, the judgment result is that power distribution is not required.

[0020] In this embodiment, it should be specifically explained that in step S04, a power generation allocation model is established for the flight stage for which power generation allocation is determined to be required in step S03, and the specific contents of the power generation allocation operation for the flight stage are as follows: Step S1: Calculate the power factor of the flight phase that requires power distribution. The calculation formula is: ,in Indicates the power factor of the flight phase where power generation allocation is required, Indicates the maximum power provided by a single generator in each flight phase, Indicates the power generation of the high-voltage shaft generator at different flight stages, Indicates the power generation of the low-pressure shaft generator in different flight phases; Step S2: Establish a power distribution model to calculate the power generation power of the high-voltage shaft generator after the flight phase that requires power distribution. The calculation formula is: ,in Indicates the power generation power of the high-voltage shaft generator after allocation during the flight phase in which power generation power allocation is required. Indicates the power factor of the flight phase where power generation allocation is required, Indicates the power generation of the high-voltage shaft generator at different flight stages, Indicates the power generation of the low-pressure shaft generator in different flight phases; Step S3: Establish a power distribution model to calculate the power generation of the low-pressure shaft generator after the flight phase that requires power distribution. The calculation formula is: ,in Indicates the power generation capacity of the low-pressure shaft generator after allocation during the flight phase in which power generation capacity allocation is required. Indicates the power factor of the flight phase where power generation allocation is required, Indicates the power generation of the high-voltage shaft generator at different flight stages, Indicates the power generation of the low-pressure shaft generator in different flight phases.

[0021] In this embodiment, it should be specifically explained that in step S06, the energy consumption parameters are collected to establish an energy demand prediction model, and the specific contents of energy demand prediction for each flight stage after allocation are as follows: Step S1: Continuously sample each flight phase at different times using sensors, and establish an energy demand prediction model based on the energy consumption parameters at the kth moment; The continuously sampled data includes the inductor current value at the kth moment, the time interval of continuous sampling, the energy storage inductance value of the generator, the output voltage value of the capacitor port at the kth moment, the voltage value of the generator itself at the kth moment, and the capacitor energy conversion efficiency; Step S2: Predict the inductor current, the calculation formula is: ,in represents the predicted inductor current value at the k+1th moment, represents the inductor current value at the kth moment, t represents the time interval of continuous sampling, L represents the energy storage inductance value of the generator, represents the output voltage value of the capacitor port at the kth moment, Indicates the voltage value of the generator itself at the kth moment; Step S3: predict the output voltage value of the capacitor port, and the calculation formula is: ,in represents the predicted voltage value of the capacitor port output at the k+1th moment, C represents the ideal capacitance value, represents the predicted inductor current value at the k+1th moment, t represents the time interval between continuous sampling, Indicates the output voltage value of the capacitor port at the kth moment; Step S4: predict the energy demand for each flight phase after allocation, and the calculation formula is: ,in represents the predicted value of capacitor power at the k+1th moment, represents a constant, represents the capacitor energy conversion efficiency, represents the predicted inductor current value at the k+1th moment, Indicates the predicted voltage value of the capacitor port output at the k+1th moment.

[0022] In this embodiment, it should be specifically explained that in step S07, the capacitor power prediction value predicted in step S06 is compared with the energy management target in step S01. If the capacitor power prediction value predicted in step S06 is greater than the energy management target in step S01, it is determined that dynamic energy adjustment is required. If the capacitor power prediction value predicted in step S06 is less than or equal to the energy management target in step S01, it is determined that dynamic energy adjustment is not required.

[0023] In this embodiment, it should be specifically explained that in step S08, the energy management strategy is dynamically adjusted according to the judgment result in step S07, a targeted energy management strategy adjustment plan is formulated, the flight path is optimized, and the data changes in different flight stages are monitored in real time. When an abnormal change trend in the data is identified, a warning message is sent to the human-computer interaction end, and a reasonable threshold range is set according to the performance parameters and historical data of the aircraft. When the real-time data exceeds these thresholds, it is regarded as an abnormality. When an abnormal change trend in the data is identified, the system automatically generates a warning message, which includes the specific content of the abnormality, the time of occurrence, the severity and the recommended response measures.

[0024] The difference between the present embodiment and the prior art lies in that the present embodiment is provided with step S01: dividing different flight stages according to flight conditions, step S02: collecting power demand data of different flight stages, step S03: judging power distribution for different flight stages, step S04: establishing a power distribution model, step S05: completing power distribution, step S06: predicting energy demand for each flight stage after distribution, step S07: dynamically adjusting and judging energy demand, step S08: real-time monitoring of different flight stages, and dynamically adjusting energy management strategies. By calculating the power generation power of the high-pressure shaft generator and the power generation power of the low-pressure shaft generator in different flight stages, it is judged whether power distribution is required for each flight stage, and energy demand is predicted for each flight stage after distribution, so that the engine can maintain a high efficiency in each flight stage. Reasonable power distribution enables the engine and the motor to always work at the optimal operating point, thereby improving the energy utilization efficiency of the entire system, and by predicting the energy demand for each flight stage, adjusting the system state in advance, reducing the risks caused by uncertain factors.

[0025] Finally: The above description is only a preferred embodiment of the present invention and is not intended to limit the present invention. Any modifications, equivalent substitutions, improvements, etc. made within the spirit and principles of the present invention should be included in the protection scope of the present invention.

[0026] The above is only a specific implementation of the present application, but the protection scope of the present application is not limited thereto. Any person skilled in the art who is familiar with the present technical field can easily think of changes or substitutions within the technical scope disclosed in the present application, which should be included in the protection scope of the present application. Therefore, the protection scope of the present application should be based on the protection scope of the claims.

Claims

1. An energy management method for an aviation hybrid electric propulsion system, characterized in that: The following steps are involved: Step S01: Dividing different flight stages according to flight conditions: Dividing the target flight process into different stages according to flight conditions, and setting corresponding power requirements and energy management targets for each stage; Step S02: Collecting power demand data at different flight stages: setting data collection frequency and collection points for different flight stages divided in step S01, and collecting power demand data at different flight stages through sensor equipment; Step S03: Determine the power distribution for different flight phases: calculate the power generation of the high-pressure shaft generator and the power generation of the low-pressure shaft generator in different flight phases, and determine whether power distribution is required based on the power demand set in step S01; Step S04: Establishing a power generation allocation model: establishing a power generation allocation model for the flight phase determined in step S03 to require power generation allocation, and performing power generation allocation operations on the flight phase; Step S05: completing the distribution of generated power: based on the power distribution operation for the flight phase in step S04, completing the distribution of generated power; Step S06: predicting the energy demand for each flight phase after allocation: collecting energy consumption parameters to establish an energy demand prediction model, and predicting the energy demand for each flight phase after allocation; Step S07: Determine whether to dynamically adjust energy demand: compare the prediction result in step S06 with the energy management target in step S01 to determine whether dynamic adjustment is required; Step S08: Real-time monitoring of different flight phases and dynamic adjustment of energy management strategy: Dynamically adjust the energy management strategy according to the judgment result in step S07, and monitor the data changes of different flight phases in real time.

2. The energy management method of an aviation hybrid electric propulsion system according to claim 1, characterized in that: In the step S01, corresponding power requirements and energy management targets are set for each stage, the power requirement represents a difference threshold between the power generated by the high-pressure shaft generator and the power generated by the low-pressure shaft generator, and the energy management target represents a capacitor power requirement threshold.

3. The energy management method of an aviation hybrid electric propulsion system according to claim 1, characterized in that: In step S02, power demand data of different flight stages are collected through sensor equipment, and the power demand data include the shaft speed of the high-pressure shaft generator in different flight stages, the resistance torque applied by the generator to the high-pressure shaft in different flight stages, the efficiency of the high-pressure shaft generator in different flight stages, the shaft speed of the low-pressure shaft generator in different flight stages, the resistance torque applied by the generator to the low-pressure shaft in different flight stages, and the efficiency of the low-pressure shaft generator in different flight stages.

4. The energy management method of an aviation hybrid electric propulsion system according to claim 1, characterized in that: In step S03, the power generation of the high-pressure shaft generator and the power generation of the low-pressure shaft generator in different flight phases are calculated, and the specific contents of judging whether power generation distribution is required according to the power demand set in step S01 are as follows: Calculate the power generation of the high-voltage shaft generator at different flight stages: The calculation formula for the power generation of the high-voltage shaft generator at different flight stages is: ,in Indicates the power generation of the high-voltage shaft generator at different flight stages, Indicates the shaft speed of the high-voltage shaft generator at different flight stages, It represents the resistance torque exerted by the generator on the high-voltage shaft at different flight stages, represents the efficiency of the high-voltage shaft generator at different flight phases; Calculate the power generation of the low-pressure shaft generator at different flight stages: The calculation formula for the power generation of the low-pressure shaft generator at different flight stages is: ,in Indicates the power generation of the low-pressure shaft generator at different flight stages, Indicates the shaft speed of the low-pressure shaft generator at different flight stages, It represents the resistance torque exerted by the generator on the low-pressure shaft at different flight stages, represents the low-pressure shaft generator efficiency at different flight phases; Determine whether power distribution is required: If the difference between the power generation of the high-pressure shaft generator and the power generation of the low-pressure shaft generator is greater than the power demand set in step S01, the judgment result is that power distribution is required; if the difference between the power generation of the high-pressure shaft generator and the power generation of the low-pressure shaft generator is less than or equal to the power demand set in step S01, the judgment result is that power distribution is not required.

5. The energy management method of an aviation hybrid electric propulsion system according to claim 1, characterized in that: In step S04, a power generation allocation model is established for the flight phase determined in step S03 to require power generation allocation, and the specific contents of the power generation allocation operation for the flight phase are as follows: Step S1: Calculate the power factor of the flight phase that requires power distribution. The calculation formula is: ,in Indicates the power factor of the flight phase where power generation allocation is required, Indicates the maximum power provided by a single generator in each flight phase; Step S2: Establish a power distribution model to calculate the power generation power of the high-voltage shaft generator after the flight phase that requires power distribution. The calculation formula is: ,in Indicates the power generation power of the high-voltage shaft generator after allocation in the flight phase where power generation power allocation is required; Step S3: Establish a power distribution model to calculate the power generation of the low-pressure shaft generator after the flight phase that requires power distribution. The calculation formula is: ,in Indicates the power generation capacity of the low-pressure shaft generator after allocation during the flight phase that requires power generation capacity allocation.

6. The energy management method of an aviation hybrid electric propulsion system according to claim 1, characterized in that: In step S06, energy consumption parameters are collected to establish an energy demand prediction model, and the specific contents of energy demand prediction for each flight stage after allocation are as follows: Step S1: Continuously sample each flight phase at different times using sensors, and establish an energy demand prediction model based on the energy consumption parameters at the kth moment; Step S2: Predict the inductor current, the calculation formula is: ,in represents the predicted inductor current value at the k+1th moment, represents the inductor current value at the kth moment, t represents the time interval of continuous sampling, L represents the energy storage inductance value of the generator, represents the output voltage value of the capacitor port at the kth moment, Indicates the voltage value of the generator itself at the kth moment; Step S3: predict the output voltage value of the capacitor port, and the calculation formula is: ,in represents the predicted voltage value of the capacitor port output at the k+1th moment, and C represents the ideal capacitance value; Step S4: predict the energy demand for each flight phase after allocation, and the calculation formula is: ,in represents the predicted value of capacitor power at the k+1th moment, represents a constant, Represents the energy conversion efficiency of capacitor.

7. The energy management method of an aviation hybrid electric propulsion system according to claim 1, characterized in that: In the step S07, the predicted capacitor power value predicted in step S06 is compared with the energy management target in step S01. If the predicted capacitor power value predicted in step S06 is greater than the energy management target in step S01, it is determined that dynamic energy adjustment is required. If the predicted capacitor power value predicted in step S06 is less than or equal to the energy management target in step S01, it is determined that dynamic energy adjustment is not required.

8. The energy management method of an aviation hybrid electric propulsion system according to claim 1, characterized in that: In step S08, the energy management strategy is dynamically adjusted according to the judgment result in step S07, a targeted energy management strategy adjustment plan is formulated, the flight path is optimized, and the data changes in different flight phases are monitored in real time. When an abnormal change trend in the data is identified, an early warning message is sent to the human-computer interaction terminal.

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