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Energies 2018, 11, 217 21 of 26 This equation is modified to be independent of the number of engines installed. Furthermore, Propfe et al. [23] clarify that maintenance costs for the propulsion system do not differ between a conventional and a hybrid electric system for an electric vehicle. Although the electric motors require less checks and repairs, additional expenses to maintain two different systems outweigh this advantage. Only for a full electric drive train a maintenance cost advantage of nine percent is obtained. In this DOC model the engine maintenance costs are multiplied with factor 0.91 for a HP = 1. General technology costs for an airline to maintain their aircraft fleet are also considered. These include all fixed costs and depend on the wing span (b) and the fuselage length (l) of the aircraft fleet: DOCTec = 5000 (b × l)0,75 (A9) Appendix A.5. Capital Depreciation costs are calculated to consider the initial investment for the aircraft in a DOC model. An annuity rate is determined for the investments made depending on the depreciation rate (DP), the interest rate (IR) and the residual value factor (fRV): 1−f 1 DP a=IR RV 1+IR (A10) It will be distinguished between two annuity factors—one for the aircraft and one for the battery. The total capital costs are the sum of the costs for the aircraft (DOCCap,AC) and the battery (DOCCap,Bat). Airlines take a depreciation rate of 20 years for the aircraft including the propulsion system. Thus, a residual value of 10% of the initial costs is considered [66,67]. The overall yearly capital costs for the aircraft without the batteries are determined by summing up all investments and multiplying these with the annuity factor and the insurance rate (fIns) = 0.5%: 1− 1 DP 1+IR DOCCap,AC =(pAFWAF(1+kS,AF)+pGTPGT,max(1+kS,GT)+pEMPEM,max(1+kS,EM) (A11) +p PEM,max + PEM,max (1 + k PMAD ηEM ηPMAD ηEM ηP2MAD S,PMAD )) ∗ (a AC + f ) ins The price for the gas turbines is 551.50 EUR/kW, which is derived from the USD 920,000 sales price of one PW127 M engine with a maximum power output of 2177 kW [68]. The airframe costs are calculated with the total list price of the ATR 72, as USD 23 Mio. [69], subtracting the engine costs. This equals EUR 1595.30 per kg of the airframe. The cost aspects of the electric components are determined. Since commercialization of such high-power components is not reached, there are no sources for a reliable pricing structure. The costs are compared to the exemplary HTS projects, in which high power components were realized. Two reference values are available in the literature: a 7.5 MW HTS motor for a boat costs 46.67 EUR/kW [70] using a currency exchange rate from US Dollar (USD) to Euro (EUR) of 0.87 and a 12 MW HTS wind energy generator and its cryocooling system cost 210.25 EUR/kW [71]. Here, a higher price than the average value of these two references is taken into account due to higher certification costs in the aviation industry. Costs of 150 EUR/kW are assumed for a high-power electric motor. The costs for the power electronics are derived from the motor costs, because of lack of information. The cost ratio between power electronics and electric motors is examined for exemplary applications in an electric vehicle and a wind energy plant. Kochhan et al. [72] investigate the costs of an electric car and use a cost ratio of 0.3. In wind energy plants the power electronics have a higher share of total costs and the cost ratio is 0.713 [73]. In this paper, an average cost ratio of 0.5 is taken. This leads to power electronics costs of 75 EUR/kW. Other costs for the cables and further electric components are not considered, because it is assumed that they outweigh the cost reductions that are achieved by downsizing the fuel tank system for a HEA.PDF Image | Design of Operation Strategies for Hybrid Electric Aircraft
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