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Conceptual Design Methods Hybrid-Electric Transport Aircraft

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Conceptual Design Methods Hybrid-Electric Transport Aircraft ( conceptual-design-methods-hybrid-electric-transport-aircraft )

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2.1 Hybrid-Electric Propulsion System Topology 7 The role of distributing the electrical power is realized by the power management and dis- tribution (PMAD) which conveys and monitors the electrical energy from the energy sources to the consumers (see Section 2.2.2). The PMAD is typically composed of controllers, con- verters, rectifiers, inverters, cables, electrical buses and circuit breakers. Optimum layout of the PMAD system results from the analysis of level of working voltage, system efficiency, mass, bill-of-material, reliability and maintenance under constraints of abnormal mode of operation. Another important aspect related to the electrical system layout is the integra- tion of the thermal control and regulation system to provide for every operating condition an appropriate thermal environment to the electrical and power electronics components. It is essential to consider thermal management in the early design phase of the integrated electric drive as it has strong implications to the design of the propulsion and power systems [18, 19]. Finally, the useful electrical power needs to be converted into shaft power in order to drive the propulsive device. In electrical system architectures, this role is adopted by an electric motor (see Section 2.2.1). It can drive by itself the propulsor device directly or through a gear-box. As illustrated in Figure 2.1 it can also be mounted to the shaft of a combustion engine to support its operations. Due to the nature of the electric energy which can be easily partitioned, the field of distributed propulsion aiming at improving structural-aero-propulsive integration, is often considered with hybrid-electric and universally-electric approaches (see Section 2.3.2). 2.1.1 Serial Hybrid System In a serial hybrid, only the electric motor is combined to the shaft of the propulsive device [20]. The different power chains are combined together to an electric power node. The main power chains considered in a serial propulsion system for transport aircraft are represented in the region entitled “Generation of electrical power” in Figure 2.1. The most common serial arrangement is known as full turboelectric [6, 21–23]. In a pure turboelectric system, the electric power is produced by a generator driven by a combustion engine commonly a gas- turbine. The main advantage claimed is the improvement of the propulsion system efficiency. As the generation of power and the consumption of power are decoupled in a turboelectric system, the gas-turbine operation is now independent of the operational constraints of the propulsor [21, 24]. Enhancement in propulsion system efficiency results from the separate optimization of the gas-turbine core efficiency and the propulsor efficiency. However the transmission efficiency is penalized due to the accounting of the efficiency of the additional electric components composing the propulsion system architecture. Because of the greater bill-of-material related to the additional electrical components in the propulsion chain, the weight of the system is expected to increase compared to a conventional propulsion system [21]. An improvement in overall aircraft efficiency can only be achieved if the increase in propulsion system efficiency and the enhancement in aero-structural-propulsive integration through the integration of turboelectric propulsion systems compensate the afore- mentioned negative effects. In a serial system, fuel-cells and batteries are considered as means for generating electrical energy. Serial arrangements combining combustion engines, batteries and fuel-cells are also

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