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Figure 18. Specific fuel consumption vs power delivered at cruise altitude (5516 m) of Engine_3. Table 5. Emissions results with Engine_3. Δ3 (%) Aerospace 2018, 5, 123 Take-Off, Climbing CO2 Cruise Descent Landing Mission −28.84 15 of 21 −28.46 made with a typical boost converter, or with the use of a dual active bridge with a rectifier. In the Take-Off, Climbing −40.72 latter case, the use of a medium-high frequency stage permits the reduction of the weight and the achievement of a high ratioNbOextween the output and input voltage. Descent Landing −34.03 (3) Storage system: in a hybrid power-train, the storage system could be based on battery, Mission −39.42 Cruise −40.02 supercapacitors, or flywheel systems. The supercapacitors are widely used when the power Take-Off, Climbing −28.84 profile has a large number of peak power, buCtruthiseir use is −li2m8.i4t6ed by the low energy density. Fuel Consumption Flywheels are characterized by a large lifeDteimscenwt Litahnrdeinspgect t−o24th.5e9other type of storage systems Mission −27.79 here considered, but the use in electric vehicles is difficult due to safety problems. Therefore, now, a storage system based on Li-ion batteries is the most suitable solution for aircraft hybrid 5. Sizing of the Battery Energy Storage System propulsion. The battery storage systems used on-board of the aircraft must be optimized to reduce the total weight. Usually, the optimal design of a battery storage system required respecting some The typical electrical power-train of a hybrid propulsion system is depicted in Figure 19. equality and inequality constraints, which depend on the battery cell characteristics and on the According to the topic of the paper, the figure shows the parallel hybrid configuration. The electrical drive is composed by the following parts: type of power converters utilized. −24.59 −27.79 FigFuigruer1e91.9E.leEcltercictrailcasclhscehmeemoefothfethheyhbyribdripdrpoprouplsuilosniosnysytesmte.m. 5.1. Optimal Design of Battery Storage Systems (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 In this paper, an optimal design of the battery storage systems, which can be adapted in each one the reliability, this motor can be realized in multiphase configurations [26]. The use of pitch of the previous analyzed cases (Engine_2, Engine2_SFCmin, Engine_3), is proposed. The design is control for the management of the propulsion power, gives the possibility to keep the angular based on the solution of a single-objective optimization problem, described by the following equations: speed practically constant and obtain a high value of efficiency; minf(x) = minmassbattnp,ns,DDC,max, (7) subject to the following constraints: max(Ibatt,s) ≤ Imax,disch VDC,link ≤ DDC,max Vout,batt δnpns ≥ Eele,req SOCt ≥20% The constraints referred to are the maximum discharge current of the battery cell, to the DC-link voltage adopted, and to the total electrical energy required in the flight. The first parameter is strictly related to the lifetime of the cells and, in order to maximize the life duration of the battery pack, must be satisfied in all conditions. The VDC,link influences the design of electric motors and their performances. According to the aeronautical standard [28], the maximum allowable DC voltage is 270 V, which cannot be sufficient when a high power is required. In the paper, the investigations shown in the following sections are carried out assuming the possibility to use both the 270 V and the 540 V voltage levels on the DC-link [29,30]. As previous mentioned, the storage system is connected to the DC-link using a DC–DC converter: the use of this converter allows the stabilization on the DC-link also during the performance of electric power-train, when the discharge of currents determines the reduction of output voltage of the battery pack. Obviously, the duty cycle of the boost converter is not fixed, and depends by the instant of calculation: this determines that the optimization problems, (4) and (5), must be fin . (8)PDF Image | Turboprop Hybrid Electric Propulsion System
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