Pre-design of a commuter transport utilising Voltaic-Joule/Brayton motive power systems. (21st December 2017)

• Record Type: Journal Article
• Authors: Isikveren, A. T.; Fefermann, Y.; Maury, C.; Level, C.; Zarati, K.; Salanne, J.-P.; Pornet, C.; Thoraval, B.
• Is Part Of: Aeronautical journal. Volume 122:Number 1248(2018)
• Page Start: 205
• Page End: 237
• Publication Date: 2017-12-21
• Subjects: hybrid-electric, -- propulsion, -- systems architecture, -- aircraft design; Aeronautics -- Periodicals; 629.1305
• DOI: 10.1017/aer.2017.126
• Languages: English
• ISSNs: 0001-9240

Abstract

ABSTRACT: This investigation surveyed the potential and established outcomes for future 19-passenger fixed-wing commuter transport aircraft concepts employing battery-based Voltaic-Joule/Brayton motive power systems with no additional electrical energy drawn from generators mechanically coupled to thermal engines. The morphological approach was that of a tri-prop (two on-wing podded turbo-props and one aft-fuselage mounted electric motor configured as a pusher-on-pylon installation). A Battery System-level Gravimetric Specific Energy (referred to as "battery energy density") of at least 500 Wh/kg yielded 39%, 25% and 10% block fuel reductions for 150-nm (Design Service Goal), 430-nm (85th percentile) and 700-nm (maximum range) stage lengths, respectively. All quoted comparisons are against a suitably projected turbo-prop only year-2030 aircraft. In contrast to the reference Beech 1900D, block fuel reductions of up to 44-49% were predicted, which could facilitate a significantly lower deficit in relation to the Advisory Council for Aviation Research and Innovation in Europe (ACARE) Strategic Research and Innovation Agenda (STRIA) 55% target for year 2030. This investigation also indicated that, in the future, suitably flexible hybrid-electric architectures could be fashioned allowing possibility for the aircraft to complete any required city-pair operations (within the legitimate payload-range working capacity) irrespective of exchangeable batteries being available at a given station. Finally, it was also established, assuming such a tri-prop morphology, Normal conducting machines delivering maximum shaft power output of 1.1 MW would be required.