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Aerospace 2018, 5, 123 18 of 21 np ns 270 V 11 44 54 64 21 79 60 58 28 Total Mass (kg) 2854 4279 5108 5125 5006 4781 2929 2985 2956 np Cell-1 141 Cell-2 104 Cell-3 233 Cell-4 176 Cell-5 21 Cell-6 34 Cell-7 496 Cell-8 336 Cell-9 354 ns Total Mass (kg) 540 V 17 2852 122 4279 54 5108 104 5125 137 5006 79 4781 123 2928 141 2985 121 2956 Table 9. Engine3_SFCmin. Cell-1 228 Cell-2 286 Cell-3 233 Cell-4 286 Cell-5 137 Cell-6 34 Cell-7 1017 Cell-8 817 Cell-9 1530 In both cases, Cell-1 gives the best results in terms of mass; similar results are always obtained using cells with a low value of discharge current and battery capacity. In all three cases, the final SOC is about 20% of the full charge, while the value of DCDC,max is always respected. As it is possible to note, the results in terms of mass for the two DC-link voltage levels are the same and, therefore, the benefits in the use of greater voltage levels is only inherent in the reduction of wire weight and of the rated current of electric motor and power converters. In order to consider the impact of the batteries’ mass on the flight, it is possible to define the number of non-revenue passengers (NNRP) as the ratio between the mass of the energy storage system and the average weight of a single passenger. Considering that only the best results obtained in the three cases (the mass of batteries must be doubled because the considered aircraft has two turboprops) and a standard mass for passengers plus baggage of 105 kg (88 kg and 17 kg respectively) [31], the NNRPs are reported in Table 10. Table 10. Number of non-revenue passengers due to the battery pack. Engine_2 Engine2_SFCmin Engine3_SFCmin NNRP 7 22 54 The results of Table 10 are obtained without any consideration of the variation of power-train mass: in fact, it is necessary to take into account the new mass of the turboprops (less than the original turboprops, as shown in Table 3), the mass of electric power-train, and the reduction of fuel mass. Assuming that the electric power-train mass is contained in the mass saved with the new turboprop, the reduction of fuel mass (data of Tables 4 and 5) determines the values of NNRP reported in Table 11. Table 11. Number of non-revenue passengers. Engine_2 Engine2_SFCmin Engine3_SFCmin NNRP 6 20 49 From an economic point of view, the obtained values show that the solution with “Engine_2” appears, at the moment, to be the only feasible solution. This solution is unfortunately limited by the slightly increase of emissions during the cruise, but assures an emission reduction during the take-off and the climbing phase, (when the aircraft is often in the city area). A future increase of battery energy density will determine a reduction of NNRP also for the other two cases, which are more convenient in terms of emissions reduction. 7. Conclusions The paper deals with the analysis of the hybridization of a regional turboprop aircraft. The hybridization of the power-train is carried out, substituting the original turboprop with other twoPDF Image | Turboprop Hybrid Electric Propulsion System
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