Comparison of Concepts: Classic Jet Propulsion, Turbo-Electric Propulsion and Turbo-Hydraulic Propulsion

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Comparison of Concepts: Classic Jet Propulsion, Turbo-Electric Propulsion and Turbo-Hydraulic Propulsion ( comparison-concepts-classic-jet-propulsion-turbo-electric-pr )

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𝑑=4.61∙ 𝑉 𝑄. (3.4) 23 In the Equation (3.1), 𝑃 stands for power output of the pump in kW. 𝑄 is measured in l/min and 𝑝 in bar. 𝑃 and 𝑝 are known while 𝜂 is assumed to be 0.9. By modifying the equa- tion to solve for Q, we obtain the following. 𝑄=𝑃 ∙600∙𝜂 (3.2) 𝑝 Using 𝑄 and rpm (𝑛), the displacement (𝑣) can be determined but rpm is unknown. There- fore, by inputting values from 1000 to 14000 for 𝑛 one can identify the ideal value by apply- ing the following equation. The ideal value can be identified by comparing all the parameters of the pump with an existing pump in the industry. 𝑣= 60 ∙1.66 ∙10 ∙𝑄 (3.3) 𝑛 The working of the pump is now defined. The next step is to size the pipe diameter of the pip- ing between the pump and motor. As mentioned previously, for simplicity, only pump, piping and motors are considered. The sizing of the pipe diameter is done according to Parker (2013). The Equation 3.4 can be used to find the minimum inner diameter (𝑑 ) of the pipe. It depends on 𝑄 and velocity of the flow (𝑉 ). According to Scholz (1998), the average fluid velocity for an Airbus aircraft is 10 to 12 m/s for pressure lines and 6-8 m/s for return lines. In order to determine the thickness of the pipe (t), the outer diameter (𝑑 ) must be a known value. 𝑝=𝑆∙(𝑑 −𝑑) (3.5) (𝑑 + 𝑑 ) 𝑝+1 𝑑=𝑑∙𝑆𝑝 (3.6) 1−𝑆

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