Conceptual Design and Energy Storage Positioning Aspects for a Hybrid-Electric Light Aircraft

Gkoutzamanis, Vasilis G.; Kavvalos, Mavroudis; Srinivas, A.; Mavroudi, Doukaini; Korbetis, George; Kyprianidis, Konstantinos; Kalfas, Anestis I.

doi:10.1115/1.4050870

Cited by 13 publications

(10 citation statements)

References 15 publications

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“…The Top-Level Aircraft Requirements for the series/parallel turbofan configuration are extracted from the work of Gkoutzamanis et al, [8]. The turbofan aircraft has a service ceiling of 35.000 ft and cruises at 410 KTAS (0.7 M), whereas the parallel hybrid turboprop, operates at 10.000 ft and cruises at 195 KTAS (0.3 M).…”

Section: Methodology 21 Top-level Aircraft Requirementsmentioning

confidence: 99%

The impact of propulsive architecture on the design of a 19-passenger hybrid-electric aircraft

Nasoulis

Protopapadakis

Gkoutzamanis

et al. 2022

IOP Conf. Ser.: Mater. Sci. Eng.

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The electrification of aircraft is an on-going endeavor, currently examined intensively in the general aviation class. However, for the commuter class, the proper selection of the hybrid-electric propulsive architecture is instrumental, to fully exploit the electrification benefit. Within this work, a comparison of two 19-seater aircraft with different hybrid-electric propulsive components is made, using an in-house aircraft conceptual design tool. The first aircraft is based on a twin-turboprop parallel-hybrid configuration that cruises at low Mach number speeds and altitude. On the other hand, the second aircraft variant is based on a tri-fan series/parallel-hybrid configuration with an aft Boundary Layer Ingestion system that operates at both higher altitude and Mach numbers. A design space exploration is performed where different degrees of hybridization and batteries specific energy are considered, to define the technological requirements for each architecture. The evaluation of the propulsive architectures is based on block fuel reduction, overall mission duration, direct operating costs and total environmental impact. The results aim to quantify the benefits of each configuration and determine the one with the closest entry into service. Finally, it is observed that the overall environmental impact reduces by 26 % and 17 % for the turboprop and turbofan variants respectively.

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Section: Methodology 21 Top-level Aircraft Requirementsmentioning

confidence: 99%

The impact of propulsive architecture on the design of a 19-passenger hybrid-electric aircraft

Nasoulis

Protopapadakis

Gkoutzamanis

et al. 2022

IOP Conf. Ser.: Mater. Sci. Eng.

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“…Considering the state of the art of electrical components, three different EIS dates are explored and presented in Table 2. A different battery type is considered for each EIS date, based on their current TRL [9], namely Solid State LI-ion batteries, Li-Sulfur and Li-Air, for 2027, 2030 and 2040, respectively. Each battery technology promises a different gravimetric specific energy at cell level that ranges from 350 − 1, 050Wh/kg.…”

Section: Aircraft Powertrain Requirementsmentioning

confidence: 99%

“…In order to achieve motors with high specific power, research indicates that a higher number of pole counts, moderate shear stress and higher rotational speed are some of the advancements required, as specific power has a declining trend with power increase [21][22][23]. A more detailed analysis and review of the state-of-the-art, TRL and scalability challenges on electric propulsion components can be found in [9,11,24]. Finally, the gas turbine used in the reference aircraft shows similar efficiency and fuel consumption to PT6A-67D turboprop engine [25], whereas the gas turbines used in the hybrid-electric configurations are based on the reference, assuming a specific fuel consumption (SFC) reduction ranging from 8% to 27% for the various EIS dates.…”

Section: Aircraft Powertrain Requirementsmentioning

confidence: 99%

Environmental and techno-economic evaluation for hybrid-electric propulsion architectures

et al. 2023

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Hybrid-electric propulsion is a promising alternative to sustainable aviation and is mainly considered for the commuter and regional aircraft class. However, the development of hybrid-electric propulsion variants is affected by the technology readiness level of electric components. The components’ technology will determine the electrification benefit, compared to a conventional aircraft, and will suggest which is the most beneficial variant and which has a closer entry into service date. Within this work, three different dates are explored, namely 2027, 2030 and 2040, to size three Parallel and three Series hybrid-electric architecture variants using an in-house aircraft sizing tool. All variants are compared to a conventional configuration sized using technological assumptions of 2014, with the main comparison metrics being the aircraft block fuel, energy consumption, direct operating cost and holistic environmental impact. On one hand, the Parallel configurations have reduced maximum take-off mass and mission energy consumption compared to the Series, however, the latter show a greater potential for block fuel reduction and require less onboard energy for the same mission. The annual operating cost evaluation indicates that the Parallel hybrid variant of 2030 has greater operational costs than the respective Series variant; however, it has reduced capital costs compared to the latter, making it more economical to operate considering both costs. Additionally, in the case of an energy recession, both hybrid variants of 2030 show a further cost reduction, with the Series having a total reduction of 10.4% excluding capital costs, compared to the reference aircraft. Moreover, the life cycle assessment shows that the Series variants have a lower environmental impact, both compared to the reference aircraft and the Parallel variants. The former could be up to 59.7% less detrimental to the environment than the reference aircraft, whereas the latter up to 23.9%, with the integration of renewable sources for electricity production. Finally, by the year 2040, the Series variant shows outstanding performance in all comparison metrics, compared to the Parallel and the reference aircraft.

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“…The SoA of energy storage is reviewed in the work of Gkoutzamanis et al [20]. However, energy storage is not the sole driver in hybrid-electric aircraft design.…”

Section: State Of the Art And Challenges In Electrical Machinesmentioning

confidence: 99%

“…As a result, less energy dense batteries are required if the efficiency of other components is also improved. Since battery specific energy ≥ 1,000 Wh/kg is still at experimental level [20], the whole powertrain system has to be improved, in order to have realistic expectations from aircraft electrification, with reference to 2014's technology.…”

Section: Benefits Of Electrificationmentioning

confidence: 99%

Multidisciplinary conceptual design for a hybrid-electric commuter aircraft

2022

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The electrification of the commuter aircraft is instrumental in the development of novel propulsion systems. The scope of this work aims to explore the design space of a parallel hybrid-electric configuration with an entry into service date of 2030 and beyond and determine the impact of other disciplines on conceptual design, such as components positioning, aircraft stability and structural integrity. Three levels of conceptual sizing are applied and linked with a parametric aircraft geometry tool, to generate the aircraft’s geometry and position the components. Subsequently, the structural optimisation of the wing box is performed, providing the centre of gravity of the components placed inside the wing, that minimise the induced stresses. Furthermore, the stability and trim analysis follow, with the former being highly affected by the positioning of components. Results are compared to a similar aircraft with entry into service technology of 2014 and it is indicated that in terms of block fuel reduction the total electrification benefit increases with the increase of degree of hybridisation, if aircraft mass is kept constant. On the other hand, if battery specific energy is kept constant, similar block fuel reduction is possible with lower hybridisation degrees. The potential for improvement in terms of carbon dioxide emissions and block fuel reduction ranges from 15.73% to 21.44% compared to the conventional aircraft, for levels of battery specific energy of 0.92 and 1.14 kWh/kg respectively. Finally, the component positioning evaluation indicates a maximum weight limitation of 240 kg for the addition of an aft boundary layer ingestion fan to a tube and wing aircraft configuration, without compromising the aircraft static stability.

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Conceptual Design and Energy Storage Positioning Aspects for a Hybrid-Electric Light Aircraft

Cited by 13 publications

References 15 publications

The impact of propulsive architecture on the design of a 19-passenger hybrid-electric aircraft

The impact of propulsive architecture on the design of a 19-passenger hybrid-electric aircraft

Environmental and techno-economic evaluation for hybrid-electric propulsion architectures

Multidisciplinary conceptual design for a hybrid-electric commuter aircraft

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