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Pre-design of a commuter transport utilising Voltaic-Joule/Brayton motive power systems

Published online by Cambridge University Press:  21 December 2017

A. T. Isikveren ,
Y. Fefermann ,
C. Maury ,
C. Level ,
K. Zarati ,
J.-P. Salanne ,
C. Pornet  and
B. Thoraval
A. T. Isikveren*
Affiliation:
SAFRAN S.A., Magny-Les-Hameaux, France
Y. Fefermann
Affiliation:
SAFRAN S.A., Magny-Les-Hameaux, France
C. Maury
Affiliation:
SAFRAN S.A., Magny-Les-Hameaux, France
C. Level
Affiliation:
SAFRAN S.A., Magny-Les-Hameaux, France
K. Zarati
Affiliation:
SAFRAN S.A., Magny-Les-Hameaux, France
J.-P. Salanne
Affiliation:
SAFRAN S.A., Magny-Les-Hameaux, France
C. Pornet
Affiliation:
SAFRAN S.A., Magny-Les-Hameaux, France
B. Thoraval
Affiliation:
SAFRAN S.A., Magny-Les-Hameaux, France
*
askin.isikveren@safrangroup.com
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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.

Keywords

hybrid-electricpropulsionsystems architectureaircraft design
Type
Research Article
Information
The Aeronautical Journal , Volume 122 , Issue 1248 , February 2018 , pp. 205 - 237
Copyright
Copyright © Royal Aeronautical Society 2017 

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