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❊❧❡❝tr✐❝ ❉r✐✈❡s ❢♦r Pr♦♣✉❧s✐♦♥ ❙2st❡♠ ♦❢ ❚r❛♥s♣♦rt ❆✐r❝r❛❢t ✸ ✶✵✳✺✼✼✷✴✻✶✺✵✻ In a conventional propulsion system, shaft power is generated by burning fuel in a gas-turbine. A gas-turbine converts chemical energy into mechanical power through an aero-thermodynamical process. In an electrical propulsion system, shaft power is produced through a process that can be subdivided into the generation, the distribution and the conversion of electrical energy into mechanical power. For transport aircraft application, batteries and fuel cells are considered for the generation of electrical energy. Even if not explicitly shown in Figure 1, supercapacitors or flywheels could be also considered in a layout of a hybrid-electric propulsion system [6]. Another means of producing electrical power is through the utilization of a generator driven by a conventional gas-turbine. Known under the terminology of turboelectric, it is discussed in more detail in Section 2.1.1. The electric energy is monitored and distributed from the sources to the consumers by a Power Management and Distribution system (PMAD). The PMAD is typically composed of controllers, converters, inverters, cables, electrical buses and circuit breakers. The layout of the PMAD system is a rather complex task. Optimum layout of the PMAD system results from the analysis of system efficiency, mass, bill-of-material, reliability and maintenance under constraints of abnormal mode of operation. Another important aspect related to the electrical system is thermal regulation to provide for every operating condition an appropriate thermal environment to the electrical and power electronics components. The consideration of thermal management is essential in the early design phase of the integrated electric drive due to its highly-interlaced interactions with the propulsion and power systems. Presenting the development of a framework for concurrent sizing of the powertrain and the thermal management system, Freeman et al. [7] highlighted the design options and implications of thermal management. Three main options for thermal regulation were discussed [7] including air cooling, liquid cooling and cryogenic cooling system providing the advantages and drawbacks of each options in terms of system performance, integration implications, complexity and bill-of-material. The critical importance of adequate flow rate for heat transfer ensuring a proper thermal regulation of the electrical components was highlighted. Freeman et al. [7] predicted the revival of radiator technology due to the introduction of electric drive. The design considerations of radiators were described as well as their interactions with the propulsion system and the implications at aircraft level in terms of weight and parasitic drag. The potential synergistic use of the excess heat produced by the electrical components for anti-icing system, cabin Environmental Control System and galleys were also indicated [7]. The thermal management system needs to be integrated globally. The necessity of a transverse approach is argued by Liscouet-Hanke [8] in order to avoid developing localized dedicated engineered thermal management solutions for each of the electrical components. In order to drive the propulsor device, the electric energy is converted into shaft power by an electric motor (see Section 4.2). It can drive by itself the propulsor device or it can be mounted on the shaft of a combustion engine to support its operations. This latest arrangement known as a parallel system is discussed in Section 2.1.2. Due to the nature of the electric energy which can be easily partitioned, the field of distributed propulsion which aims to achieve highly coupled structural-aero-propulsive configurations, is often combined to hybrid-electric and universally-electric approaches (see Section 2.2.3).PDF Image | Electric Drives for Propulsion System of Transport Aircraft
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