Green Freighter Systems

Slingerland, Ronald; Zandstra, Sijmen; Scholz, Dieter; Seeckt, Kolja

doi:10.2514/6.2008-146

Cited by 9 publications

(3 citation statements)

References 3 publications

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“…It is very suitable for passenger transport because the multibubble offers more usable space, while for cargo transport the option of an aerodynamic shell with pressurized cargo containers seems to be very interesting [4]. For this paper, only the BWB for passenger transport is considered.…”

Section: B Multibubble Blended Wing Body As a Passenger Aircraftmentioning

confidence: 99%

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Configuration of the Multibubble Pressure Cabin in Blended Wing Body Aircraft

Voet

Geuskens

Ahmed

et al. 2012

Journal of Aircraft

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This paper outlines the interior configuration of the multibubble pressure cabin used in blended wing body (BWB) aircraft. This type of aircraft has the wings and fuselage blended together in one smooth shape, and this configuration has the potential to reduce energy consumption considerably compared with conventional aircraft. The multibubble was identified as a structurally efficient pressure cabin to transport passengers in this aircraft. The possibilities and limitations of the multibubble with respect to the interior were investigated, and the outcome of this research is presented in this paper. Solutions for interior configurations for the multibubble passenger cabin are presented and are expected to get the most out of the passenger's experience and acceptance, seating efficiency, and personalization and modularity for this new type of aircraft. In this study, solutions were sought for typical blended wing body issues, such as the limited amount of windows, evacuation routes, and efficient seat placement, while a comfortable passenger's travel scenario was aimed for. All solutions and considerations that are worked out for the BWB are explained by means of a worked out example for which the Boeing 777-200 served as the equivalent benchmark model.

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Section: B Multibubble Blended Wing Body As a Passenger Aircraftmentioning

confidence: 99%

“…This has led to new solutions and considerations. The research that is used as an inspiration for the work in this paper can be found in [1,2,[4][5][6][7][8].…”

Section: Introductionmentioning

confidence: 99%

Configuration of the Multibubble Pressure Cabin in Blended Wing Body Aircraft

Voet

Geuskens

Ahmed

et al. 2012

Journal of Aircraft

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“…The maximum specific power limits for the motor and power converter were chosen based on NASA 15-year goals. 9,26 Since PMAD was also modeled as a power converter, its technology level was set equal to that of power converter. Since it was expected that the battery would turn out to be the heaviest component among the PG&D subsystems, the maximum limit of battery specific energy was set to a rather aggressive value in order to study its effect on range.…”

Section: A Sensitivity Analysis At Subsystem Vehicle and Mission Levelsmentioning

confidence: 99%

Sizing, Integration and Performance Evaluation of Hybrid Electric Propulsion Subsystem Architectures

Cinar

Mavris

Emeneth

et al. 2017

55th AIAA Aerospace Sciences Meeting

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This paper presents a methodology for the sizing and synthesis of power generation and distribution (PG&D) subsystems. The PG&D subsystem models developed in a previous work done by the authors were applied within a parallel hybrid electric propulsion architecture using the Dornier 328 as the baseline aircraft. The hybridization took place only during the cruise segment. Analyses were performed in Pacelab SysArc, a system architecture design tool, to assess the impact of different hybrid electric propulsion architectures and changing PG&D subsystem characteristics at aircraft and mission levels. To this end, sensitivity analysis was conducted to reveal the sensitivity to the subsystem level characteristics. Moreover, six different architectures were compared in terms of their mission level performance. These architectures included the PG&D subsystems with current state of the art technology, NASA 15-year technology goals and a more advanced battery technology. Although neither the current state of the art PG&D subsystems nor NASA 15-year technology goals were advanced enough to match the design range requirement of the baseline aircraft, some of the competing architectures met the practical range target while enjoying substantial amount of fuel reductions. Finally, it was observed that in order to reach a break-even point in terms of the design mission range, a battery specific energy of 5 kWh/kg was necessary for a 50% level of hybridization during cruise. In this work the Dornier 328 was used as a testbed, however the methodology can be generalized for all parallel hybrid electric propulsion applications.

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