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Aerospace 2018, 5, 123 14 of 21 an energy significantly higher from the electric system and, consequently, an excessive weight of the batteries on board that makes this configuration not acceptable in the current aircraft arrangement. Aerospace 2018, 5, x FOR PEER REVIEW 100 HeEngine_3 = (Energy di f f erence Engine1 and Engine_3)til1 cruise phase × 100 (Energy Engine_3)mission +(Energy di f f erence Engine1 and Engine_3)til1 cruise phase Figure 18.. Speciiffiic fuell consumption vs power delivered at cruise altitude (5516 m) of Engine_3. Table 5. Emissions results with Engine_3. 14 of 21 (6) Table 5. Emissions results with Engine_3. Δ3 (%) CO C2 O 2 NO NxOx Cruise −28.46 −28.46 −24.59 −24.59 −27.79 −27.79 Fuel Consumption Cruise Fuel Consumption Descent Landing −24.59 −24.59 −27.79 −27.79 Take-Off, Climbing Cruise ∆3 (%) −28−.8248.84 Descent Landing Descent Landing Mission Mission Take-Off, Climbing −40−.7420.72 −40.02 Cruise −40.02 Cruise Descent Landing −34.03 −34.03 −39.42 −39.42 Descent Landing Mission Mission Take-Off, Climbing −28−.8248.84 −28.46 Cruise −28.46 Descent Landing Mission Mission 5. Sizing of the Battery Energy Storage System 5. Sizing of the Battery Energy Storage System The typical electrical power-train of a hybrid propulsion system is depicted in Figure 19. The typical electrical power-train of a hybrid propulsion system is depicted in Figure 19. According to the topic of the paper, the figure shows the parallel hybrid configuration. The electrical According to the topic of the paper, the figure shows the parallel hybrid configuration. The electrical drive is composed by the following parts: drive is composed by the following parts: (1) High power density propulsion motor: due to the high power density and high efficiency, permanent magnet motors are the most suitable motors for the application; in order to increase the reliability, this motor can be realized in multiphase configurations [26]. The use of pitch control for the management of the propulsion power, gives the possibility to keep the angular speed practically constant and obtain a high value of efficiency; (2) DC–DC and DC–AC converters: the power converter chain is constituted by the DC–AC converters (typically a voltage source inverter) connected to the terminals of the electric motors [27]. Figure 19. Electrical scheme of the hybrid propulsion system. The optimal management of the storage systems needs the use of a DC–DC, which can be (1) High power density propulsion motor: due to the high power density and high efficiency, permanent magnet motors are the most suitable motors for the application; in order to increase the reliability, this motor can be realized in multiphase configurations [26]. The use of pitch control for the management of the propulsion power, gives the possibility to keep the angular speed practically constant and obtain a high value of efficiency;PDF Image | Turboprop Hybrid Electric Propulsion System
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