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/ 加速可持续：以下一代推进技术重新定义飞行 Throttle Up Sustainability: Redefining Flight with Next-Gen Propulsion /
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弗兰克·哈塞尔巴赫简介 Summary of Frank Haselbach
Frank Haselbach is a distinguished leader in the aerospace industry, currently serving as the Senior Vice President of Propulsion Engineering at Airbus. With extensive experience in aeroengine design, operational management, strategic planning, and product technology, he plays a pivotal role in advancing Airbus's propulsion systems. His strong technical knowledge combined with leadership skills enables him to oversee the development and implementation of innovative propulsion technologies, ensuring efficiency and sustainability in aviation.
弗兰克·哈塞尔巴赫是航空航天行业的杰出领导者，目前担任空客公司的推进工程高级副总裁。凭借在航空发动机设计、运营管理、战略规划和产品技术方面的丰富经验，他在推动空客推进系统的发展中发挥着关键作用。他扎实的技术知识与领导能力相结合，使他能够监督创新推进技术的开发和实施，确保航空领域的效率和可持续性。
Frank Haselbach holds an education from the University of Oxford and maintains an active professional presence on LinkedIn, where he connects with other aerospace professionals and shares industry insights. His background and role at Airbus underscore his significant contributions to the field of propulsion engineering. By engaging in continuous research and development and fostering the next generation of aerospace engineers, Haselbach is instrumental in driving advancements toward more sustainable and efficient aviation technologies.
弗兰克·哈塞尔巴赫毕业于牛津大学，并在领英上保持着活跃的专业形象，与其他航空航天专业人士建立联系并分享行业见解。他在空客的背景和职位突显了他对推进工程领域的重要贡献。通过持续的研究与开发以及培养下一代航空航天工程师，哈塞尔巴赫在推动更可持续和高效的航空技术进步方面发挥着关键作用。
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Frank Haselbach emphasized that while technologies like the GTF1100 are advancing, incremental improvements are insufficient for the future of aviation. He highlighted the need for radical shifts in propulsion architectures to achieve significant advancements. The open fan design was discussed as a promising approach, although it presents challenges such as noise reduction and fan blade shielding. Haselbach pointed out that propulsion technology will dominate the next decade, with a focus on developing lighter, shorter intakes and higher bypass ratios. These innovations, however, introduce insulation and weight challenges that must be addressed to enhance overall aircraft performance.
弗兰克·哈塞尔巴赫强调，尽管像 GTF1100 这样的技术在不断进步，但渐进式的改进对于航空未来来说是不足够的。他指出，为了实现重大进展，需要在推进架构上进行根本性的转变。开放风扇设计被认为是一种有前景的方法，尽管它带来了如降噪和风扇叶片屏蔽等挑战。哈塞尔巴赫指出，推进技术将在未来十年中占据主导地位，重点开发更轻、更短的进气口和更高的涵道比。然而，这些创新引入了隔热和重量方面的挑战，必须加以解决以提升整体飞机性能。
2.1
推进系统的混合化 Hybridization of Propulsion Systems
Haselbach discussed the hybridization of propulsion systems as a means to optimize energy management across different flight phases, including take-off, cruise, and descent. By integrating traditional jet engines with electrical generators and motors, hybrid propulsion systems can deliver better performance under off-design conditions. This integration enhances energy efficiency during various stages of flight, such as taxiing and battery charging, ultimately contributing to more sustainable and efficient aviation operations.
哈塞尔巴赫讨论了推进系统的混合化，作为优化不同飞行阶段（包括起飞、巡航和下降）能量管理的方法。通过将传统喷气发动机与电动发电机和电动机集成，混合推进系统能够在非设计条件下提供更好的性能。这种集成在飞行的各个阶段（如滑行和电池充电）提高了能量效率，最终将促进更可持续和高效的航空运营。
2.2
可持续航空燃料（SAF）Sustainable Aviation Fuel (SAF)
Sustainable Aviation Fuel (SAF) was highlighted as a critical component in reducing aviation's carbon footprint. SAF can be derived from sources such as municipal waste and captured CO₂, potentially reducing CO₂ emissions by up to 80% over its lifecycle. Haselbach emphasized the importance of ongoing research into SAF production, certification, and distribution to facilitate broader adoption within the aviation industry. However, he also noted challenges related to fuel gauging, compatibility with existing materials, and refining processes that must be overcome to fully integrate SAF into commercial aviation.
可持续航空燃料（SAF）被强调为减少航空碳足迹的关键组成部分。SAF 可以从城市废弃物和捕获的 CO₂等资源中提取，生命周期内有可能将 CO₂排放量减少高达 80%。哈塞尔巴赫强调了对 SAF 生产、认证和分配的持续研究的重要性，以促进其在航空业的更广泛采用。然而，他也指出了与燃料计量、与现有材料的兼容性以及炼制过程相关的挑战，必须克服这些挑战才能将 SAF 完全整合到商业航空中。
2.3
新能源载体 New Energy Carriers
Hydrogen was identified by Haselbach as the most promising new energy carrier for aviation, despite its storage challenges due to low energy density. He explained that while hydrogen offers significant environmental benefits, its low energy density necessitates advanced storage solutions to be viable for large-scale aviation applications. Currently, electric motors and fuel cells are not yet feasible for large-scale aviation, making hydrogen a crucial area of focus for future propulsion developments.
哈塞尔巴赫指出，尽管氢气由于低能量密度带来了储存挑战，但它是航空业最有前景的新能源载体。他解释说，虽然氢气具有显著的环境效益，但其低能量密度需要先进的储存解决方案才能在大规模航空应用中实现可行性。目前，电动机和燃料电池尚未适用于大规模航空，使氢气成为未来推进技术发展的关键关注领域。
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Haselbach stressed the importance of continued research and development (R&D) in advancing aviation propulsion technologies. He highlighted the necessity of engaging the younger generation to ensure ongoing innovation and to address the complex challenges facing aviation propulsion. By fostering a new generation of engineers and researchers, the aviation industry can sustain its progress towards more efficient and sustainable propulsion systems.
哈塞尔巴赫强调了持续进行研究与开发（R&D）以推进航空推进技术的重要性。他指出，吸引年轻一代的参与对于确保持续的创新以及解决航空推进面临的复杂挑战至关重要。通过培养新一代工程师和研究人员，航空业能够保持在更高效和可持续的推进系统方面的进展。
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Global cooperation was deemed essential by Haselbach for advancing aviation technology and achieving sustainability goals. He mentioned the importance of collaboration with international organizations such as ISABE and ICAS to drive innovations that reduce aviation's environmental footprint, including contrail management. Haselbach asserted that the future of aviation depends on significant innovations in engine and wing designs, enabling longer, non-stop flights with lower environmental impacts. Such global efforts are crucial for fostering sustainable aviation practices worldwide.
哈塞尔巴赫认为，全球合作对于推进航空技术和实现可持续发展目标至关重要。他提到了与国际组织如 ISABE 和 ICAS 合作的重要性，以推动减少航空环境足迹的创新，包括管理凝结尾迹。哈塞尔巴赫断言，航空的未来依赖于发动机和机翼设计的重大创新，从而实现更长的非停飞行并降低环境影响。这些全球性的努力对于在全球范围内促进可持续的航空实践至关重要。
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Frank Haselbach's keynote speech underscored the critical directions in aviation propulsion, emphasizing sustainability, energy efficiency, and the integration of hybrid technologies. He highlighted the necessity of radical advancements and global cooperation to overcome existing challenges and drive the aviation industry towards a more sustainable future. Engaging the younger generation and continuing robust research and development efforts are essential to achieve these goals. The speech illustrated that while significant progress is being made, sustained investment and international collaboration are pivotal for realizing the full potential of innovative propulsion technologies in aviation.
弗兰克·哈塞尔巴赫的主旨演讲强调了航空推进的关键方向，突出了可持续性、能源效率以及混合技术的整合。他指出，为了克服现有的挑战并推动航空业走向更加可持续的未来，需要进行根本性的进步和全球合作。吸引年轻一代并持续进行强有力的研究与开发工作对于实现这些目标至关重要。演讲表明，尽管正在取得显著进展，但持续的投资和国际合作对于充分发挥创新推进技术在航空中的潜力至关重要。
/ 美国 NASA 国家航空航天局商业可行的氢动力飞机项目 NASA's Project on Commercially Viable Hydrogen-Powered Aircraft /
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NASA's project aims to significantly reduce greenhouse gas emissions by developing medium-range hydrogen-powered aircraft capable of carrying between 100 to 200 passengers over distances ranging from 1,000 to 5,000 kilometers. To achieve zero-emission air travel, the project integrates advanced technologies such as fuel cells, hydrogen-burning engines, cryogenic hydrogen storage systems, and sophisticated thermal management systems.
美国国家航空航天局（NASA）项目的目标是通过开发中程氢动力飞机，显著减少温室气体排放。这些飞机能够搭载 100 至 200 名乘客，飞行距离在 1,000 至 5,000 公里之间。为了实现零排放的航空旅行，该项目整合了先进技术，包括燃料电池、氢燃烧发动机、低温液氢储存系统以及复杂的热管理系统。
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Currently, approximately two-thirds of aviation CO₂ emissions originate from shortand medium-range aircraft that carry fewer than 250 passengers. These aircraft make up about 70% of the global fleet, highlighting a substantial opportunity for emission reductions through the adoption of hydrogen-powered technologies.
目前，航空领域约三分之二的二氧化碳排放来自搭载少于 250 名乘客的短程和中程飞机。这些飞机占全球机队的约 70%，采用氢动力技术有很大潜力能够减少碳排放。
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NASA has evaluated several aircraft configurations for hydrogen propulsion. The Hybrid Wing-Body (HWB) design with internal liquid hydrogen (LH₂) tanks offers superior aerodynamics and minimizes drag penalties. However, this configuration necessitates frequent tank inspections and may encounter stability issues, estimated to cause a 5% trim penalty. Access to the internal tanks is facilitated through a door or ramp located in the tail of the aircraft.
NASA 评估了几种用于氢动力推进的飞机配置。带有内部液氢（LH₂）储罐的混合翼体（HWB）设计提供了优越的空气动力学性能，并最小化了阻力惩罚。然而，这种配置需要频繁检查储罐，且可能会遇到稳定性问题，预计会导致约 5% 的配平损失 （配平是指调整飞机的姿态以保持平衡飞行状态。"Trim penalty" 指的是由于配平操作而导致的性能损失或额外能耗。例如当飞机需要大幅度配平来保持平飞时，可能会增加阻力，从而产生配平惩罚。某些配平操作可能会影响飞机的燃油效率，这种效率损失也被称为配平损失）。进入内部氢储罐需要通过飞机尾部的舱门。
Alternatively, tube-and-wing designs with external LH₂ tanks provide easier maintenance access and enhanced crash survivability. These external tanks also offer mission flexibility through modularity, allowing tanks to be swapped for different missions. The downside of this design is reduced aerodynamic efficiency and increased drag. Additionally, NASA explored variations of the HWB concept, including different engine placements on the fuselage or wings and both internal and external tank configurations, all aimed at reducing drag and fuel requirements.
另外，带有外部液氢储罐的管翼设计提供了更便捷的维护通道和更高的碰撞生存能力。这些外部储罐通过模块化设计提供了任务灵活性，允许根据不同任务更换储罐。这种设计的缺点是降低了空气动力学效率并增加了阻力。此外，NASA 还探索了 HWB 概念的变体，包括发动机在机身或机翼上的不同布置以及内部和外部储罐配置，所有这些都旨在减少阻力和燃料需求。
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性能与重量分析 Performance and Weight Analysis
The project outlines specific mission requirements for both basic and economic scenarios. For a basic mission, the aircraft is expected to cover a range of 3,500 nautical miles (nmi) at a cruise speed of Mach 0.8 and an altitude of 43,000 feet, accommodating 154 passengers with a payload of 30,800 pounds. In contrast, an economic mission optimization targets a shorter range of 900 nmi at a slightly reduced cruise speed of Mach 0.78, maintaining the same altitude but increasing the maximum payload to 52,000 pounds.
该项目为基本和经济两种情景制定了具体的任务要求。对于基本任务，预计飞机能够在马赫 0.8 的巡航速度和 43,000 英尺的高度下，飞行 3,500 海里（nmi），搭载 154 名乘客，载重 30,800 磅。相比之下，经济任务优化目标是在稍低的马赫 0.78 巡航速度下，保持相同高度但将最大载重增加到 52,000 磅，飞行距离缩短至 900 海里。
In terms of weight, hydrogen-powered aircraft have an empty weight that is 5-17% higher than their jet fuel counterparts due to the larger volume required for LH₂ fuel systems. However, the overall gross weight of the aircraft is lower because hydrogen fuel has a reduced weight fraction compared to traditional jet fuel, enhancing overall efficiency. Among the configurations studied, HWB designs were identified as the most effective in minimizing fuel requirements, despite their additional complexities.
在重量方面，由于液氢燃料系统需要更大的容积，氢动力飞机的空重要比喷气燃料飞机高出 5-17%。然而，由于氢燃料的重量比例低于传统喷气燃料，飞机的总毛重较低，从而提高了整体效率。在研究的各种配置中，尽管 HWB 设计复杂性较高，仍是最为有效能够满足燃料需求最小化的设计。
8.2
挑战 Challenges
Several technical challenges must be addressed to realize hydrogen-powered aviation. Firstly, cryogenic fuel storage and handling are critical, as LH₂ must be maintained at extremely low temperatures of -253°C (-423.67°F). The volume required for LH₂ storage is four times that of equivalent kerosene fuel, and its density is significantly lower (71 kg/m³ compared to 807 kg/m³ for Jet A fuel).
要实现氢动力航空，需要解决若干技术挑战。首先，低温燃料的储存和处理至关重要，因为液氢必须保持在极低的温度 -253°C（-423.67°F）。液氢储存所需的体积是等效煤油燃料的四倍，其密度显著较低（71 kg/m³ 对比 Jet A 燃料的 807 kg/m³）。
Thermal management systems present another major challenge, particularly in handling the approximately 10 megawatts (MW) of heat rejection required from fuel cells under maximum power conditions. Efficient and safe hydrogen combustion in turbines and the electrochemical reactions in fuel cells must also be meticulously managed.
热管理系统是另一个重大挑战，尤其是在处理燃料电池在最大功率条件下大约 10 兆瓦（MW）的热量排放时。此外，还必须仔细管理涡轮中的高效且安全的氢燃烧以及燃料电池中的电化学反应。
Safety and certification are paramount, with FAA regulations necessitating robust hydrogen leakage detection, containment, and utilization strategies. Ensuring crash survivability to protect passengers in the event of an accident is also essential. Additionally, the development of lightweight and durable materials for cryogenic systems is crucial to withstand thousands of flight hours and numerous pressure cycles.
安全性和认证至关重要，FAA 法规要求有强大的氢泄漏检测、封闭和利用策略。确保在事故发生时保护乘客的碰撞生存能力也是必不可少的。此外，开发用于低温系统的轻质且耐用的材料对于承受数千小时的飞行和众多压力循环至关重要。
8.3
正在进行和未来的工作 Ongoing and Future Work
NASA's ongoing research focuses on optimizing tank configurations and developing composite materials to create lighter and more reliable cryogenic hydrogen systems. Efforts are also directed toward refining fuel cell propulsion systems, particularly high-temperature PEM fuel cells operating between 150-350°C, which promise improved efficiency, smaller radiators, and a simplified balance of plant, thereby increasing power density and overall efficiency.
NASA 正在进行的研究重点是优化储罐配置并开发复合材料，以创建更轻便和更可靠的低温氢系统。研究还致力于完善燃料电池推进系统，特别是运行温度在 150-350°C 之间的高温质子交换膜（PEM）燃料电池，这些燃料电池有望提高效率、减小散热器尺寸并简化辅助设备，从而提高功率密度和整体效率。
Thermal management remains a key area of development, with the creation of system-level design tools tailored for fuel cell-powered aircraft and the exploration of both traditional and advanced thermal techniques. Additionally, NASA is investigating advanced aircraft architectures that seamlessly integrate LH₂ storage, heat rejection, and fuel cell hardware.
热管理仍然是一个关键的开发领域，NASA 正在为燃料电池动力飞机创建系统级设计工具，并探索传统和先进的热技术。此外，NASA 还在研究能够无缝集成液氢储存、热量排放和燃料电池硬件的先进飞机架构。
Collaboration with the FAA continues to define certification and safety standards necessary for integrating large cryogenic tanks into commercial airframes, ensuring that hydrogen-powered aircraft meet all regulatory requirements for safe operation.
与 FAA 的合作继续制定将大型低温储罐集成到商用机身中所需的认证和安全标准，确保氢动力飞机符合所有安全运营的法规要求。
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Hydrogen-based aviation represents a promising pathway toward achieving zero-emission air travel. However, significant technological gaps must be bridged, including advancements in fuel cell technologies, improvements in thermal management systems, and refinements in aircraft architecture to accommodate hydrogen's unique properties. Achieving commercial viability for hydrogen-powered aircraft by the 2050s will require sustained long-term investments. Moreover, the technologies developed through this project hold potential applications beyond aviation, benefiting other transportation sectors and contributing to a broader shift toward sustainable energy solutions.
基于氢的航空代表了实现零排放航空旅行的有希望的途径。然而，必须弥合显著的技术差距，包括燃料电池技术的进步、热管理系统的改进以及飞机架构的优化以适应氢气的独特特性。到 2050 年代实现氢动力飞机的商业可行性将需要持续的长期投资。此外，通过该项目开发的技术在航空之外还有潜在应用，有利于其他交通领域并推动向可持续能源解决方案的更广泛转变。
/ 嗖嗖前行，耕耘成长之园。Festina Lente, Crescat Gradatim /
