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and-wing design with 2030s technology (SUGAR High); a hybrid-wing-body (HWB) configuration with turbofans and 2030s technology (SUGAR Ray); and a version of SUGAR High with parallel hybrid electric propulsion (Sugar Volt, Figure 4). In Phase 1 of the study, SUGAR Volt was the only concept capable of meeting NASA’s N+3 fuel burn goal of -70% (compared to the SUGAR Free baseline). The Volt used 28% less fuel than the conventionally-powered SUGAR High [77]. In Phase 2, hybrid electric propulsion was extended to the conventional tube-and-wing and HWB configurations, and similar fuel burn improvements were found (25%–46% better than conventional propulsion for the HWB; 33%–55% better for the tube-and-wing) [17]. Figure 4: Boeing SUGAR Volt concept (NASA/Boeing image) A higher-fidelity model of the SUGAR Volt, including a refined hybrid electric/turbofan model from Georgia Tech, reduced the estimated hybrid electric fuel burn increment to between -10.9% and -21.7% depending on HP chosen. Higher HP was associated with higher total energy consumption but lower fuel burn in this trade study. The study included a detailed discussion of technology development risks, commercialization po- tential, and an agenda for future development of parallel hybrid technology [17]. The second major series of industry studies on hybrid electric commercial transports was conducted by Empirical Systems Aerospace (ESAero). Two concepts were studied: a single-aisle commercial airplane (ECO-150) [78, 79, 80] and dual-use military/civilian transport [81]. Both concepts use a series turboelectric architecture, with 16 electric fans embedded in the wing. This configuration provides some blown lift and is claimed to be structurally efficient [67, 82]. The ECO-150 concept initially showed very large fuel burn reductions versus a current single-aisle benchmark (-44% conventional, -59% superconducting) [61]. A higher-fidelity assessment in 2016 (designated ECO-150R) showed no fuel burn improvement but acknowledged that the airplane could be resized for better fuel burn [67]. Due to the large change in assessed fuel burn at the latest iteration, it does not seem that this study is fully converged yet. 15PDF Image | Electric, hybrid, and turboelectric fixed-wing aircraft
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