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Aerospace 2018, 5, 123 10 of 21 3.2. Emissions Due to imperfect combustion, high combustion temperatures, and fuel impurities, pollutant emissions are also found in the exhaust of aeroengines. In spite of being greenhouse gases and, therefore, contributing to global warming, CO2 is not considered a pollutant species, because it is the natural consequence of the complete combustion of the fuel. Therefore, the emission of this species depends only on fuel consumption (4). From the BSFC trend (Figure 12) high levels of CO2 emissions are expected during take-off, climbing, and approaching phase. The emission of NOx (NO and NO2), besides damaging our planet, is also an important health problem. The emission of high levels of NO, the main compound of the emissions of NOx, at ground level, damages plant life, originates acid rain, and also contributes to the production of photochemical smog. The production of nitrogen oxides increases with pressure, temperature, and residence time in the combustor. The temperature is the main thermodynamic parameter which influences the thermal NO formation, but owing to the design of conventional burners, it also offers the greatest possibility for control. In the conventional engine, fuel is initially burned at approximately stoichiometric conditions and, subsequently, diluted to the desired leaner condition. The high temperatures in the primary combustion zone result in the rapid production of NO during its residence time, and set the value of the final emission level. The advantages of this arrangement are that the hot stoichiometric primary zone provides good stability, ignition, and relight, while the addition of dilution air allows convenient cooling of the combustor liner, and limits the temperature of the gas flow entering the turbine. The low-NOx burners are consequently designed to avoid the hot stoichiometric and dilution zones, thereby reducing emissions, but at the expense of stability and cooling problems [25]. The NOx emission index (EI) (g/kg fuel) increases linearly with the NOx severity parameter. For conventional combustors, it holds that EI ~ 32 * SNOx, (1) while for dual annular combustors, as in our case, the NOx emission is approximately where EI ~ 23 * SNOx, (2) P3 0.4 (T3−826 K+6.29−100∗war) SNOx= 2965kPa e 194K 53.2 . (3) Otherwise, the carbon dioxide emission index EICO2 (usually expressed in (g/kWh)), is calculated starting by the fuel consumption, by means of the well-known expression EICO2 = mCO2 BSFC, (4) mfuel where BSFC is the brake-specific fuel consumption, and the mass ratio is obtained considering the combustion reaction of the kerosene (5) and the relatives molecular weights. 2C12H26 +37O2 ->24CO2 +26H2O (5) 4. Hybrid Configuration In this section, hybrid configuration is simulated to replace the baseline gas turbine (Engine1), with two smaller gas turbines in terms of weight and take-off power. Then, a comparison between emissions of CO2 and NOx is performed. The two smaller engines have similar features to the PT6A-67-F (named Engine_2) and PT6A-68 (Engine_3) (Table 3). The calculations have been made considering the same arrangement of aircraft.PDF Image | Turboprop Hybrid Electric Propulsion System
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