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Mission Analysis and Aircraft Sizing of a Hybrid-Electric Regional Aircraft

机译：混合电动支线飞机的任务分析和飞机尺寸

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The purpose of this study was to explore advanced airframe and propulsion technologies for a small regional transport aircraft concept (～50 passengers), with the goal of creating a conceptual design that delivers significant cost and performance advantages over current aircraft in that class. In turn, this could encourage airlines to open up new markets, reestablish service at smaller airports, and increase mobility and connectivity for all passengers. To meet these study goals, hybrid-electric propulsion was analyzed as the primary enabling technology. An advanced regional aircraft is analyzed with four levels of electrification, 0% electric with 100% conventional, 25% electric with 75% conventional, 50% electric with 50% conventional, and 75% electric with 25% conventional for comparison purposes. Engine models were developed to represent projected future turboprop engine performance with advanced technology and estimate the engine weights and flowpath dimensions. A low-order multi-disciplinary optimization (MDO) environment was created that could capture the unique features of parallel hybrid-electric aircraft. It is determined that for a parallel hybrid, turboprop-like 48 passenger vehicle with a 600 nm design range: The battery specific energy must be greater than 500 Wh/kg for the total energy to be less than for conventional propulsion. The economics of the parallel hybrid vehicles are less attractive than the conventional advanced turboprop at a battery specific energy of 500 Wh/kg, due to higher empty weight, higher gross weight, and higher energy cost (assuming $0.11 per kWh electricity and $3.33 per gallon of fuel). With the baseline electricity and fuel cost assumptions, a 600 nm design range 75% electric vehicle needs a battery specific energy of at least approximately 600 kWh/kg to result in operating fuel/energy cost parity with an advanced conventional propulsion vehicle. The sizing results for hybrid electric vehicles are highly sensitive to the design range, with shorter range vehicles comparing much more favorably to conventional propulsion. Unconventional propulsion-airframe integration and more extensive airframe optimization may also lead to more favorable hybrid electric vehicles.
机译：这项研究的目的是为小型支线运输飞机概念（约50名乘客）探索先进的机身和推进技术，目的是创建一种概念设计，与目前同类飞机相比，具有显着的成本和性能优势。反过来，这可能会鼓励航空公司开拓新市场，在较小的机场重新建立服务，并提高所有乘客的机动性和连通性。为了实现这些研究目标，混合动力推进被分析为主要的使能技术。为了进行比较，对一架先进的支线飞机进行了四个级别的电气化分析，分别为0％电动和100％常规，25％电动和75％常规，50％电动和50％常规，以及75％电动和25％常规。开发了发动机模型，以代表具有先进技术的预计未来涡轮螺旋桨发动机性能，并估计发动机重量和流路尺寸。创建了一个低阶多学科优化（MDO）环境，该环境可以捕获并行混合电动飞机的独特功能。已确定对于设计范围为600 nm的并联混合动力，类似涡轮螺旋桨发动机的48型乘用车：电池的比能量必须大于500 Wh / kg，总能量才能小于常规推进力。并联混合动力汽车的经济性在电池单位能量为500 Wh / kg时比传统的先进涡轮螺旋桨飞机更具吸引力，原因是空重更高，毛重更高，能源成本更高（假设每千瓦时电费为0.11美元，每加仑电为3.33美元）燃料）。在基线电力和燃料成本假设的基础上，600 nm设计范围的75％电动汽车需要至少约600 kWh / kg的电池单位能量，才能与先进的传统推进器汽车保持相同的燃料/能源成本。混合动力电动汽车的定型结果对设计范围高度敏感，而短程汽车则比常规推进更有利。非常规的推进-机体集成和更广泛的机体优化也可能导致更有利的混合动力电动汽车。

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