Introductionx0000x0000DLRde 149 Chart The main goal of the presentation is to provide an overview on the possibilities to improve the performance of regional twin engine turboprop aircraft by using ID: 900107
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1 E2Flight Presentation: Concept Electric
E2Flight Presentation: Concept Electric FlightEnergy Efficient Hybrid Propulsion Concept for Twin Turboprop AircraftGeorgi AtanasovDLR Institute of System Architectures in AeronauticsHamburg��DLR.de • Chart ��� Symposium E2Flight Presentati�on Georgi Atanasov� 28.03.19 Introduction��DLR.de • Chart The main goal of the presentation is to provide an overview on the possibilities to improve the performance of regional twin engine turboprop aircraft by using hybrid propulsion.The initial discussion covers the basic hybrid con
2 cepts:Parallel HybridArchitectureSeriesH
cepts:Parallel HybridArchitectureSeriesHybridArchitectureThe general benefits and drawbacks of each are discussed and an estimate of the potential aircraftlevel effect on fuel efficiency is given.Further follows a discussion on a merged hybrid concept:Combined Hybrid Architecturewhich incorporates the philosophy of the two basic hybrid concepts to push the limit of the achievable fuel efficiency potential even further.��� Symposium E2Flight Presentati�on Georgi Atanasov� 28.03.19 Propulsion Architectures for a Twin Turboprop��DLR.de • Chart P
3 arallel hybrid propulsion:Propeller driv
arallel hybrid propulsion:Propeller driven by gas turbine and motor + battery.eMotor/GeneratorGas TurbinePropellerBattery PC&DPower Control and DistributionGearbox Mechanical Shaft Electric Power LineConventional twin turboprop: Propeller driven by gas turbine.No power crossfeed.Series hybrid propulsion:Propeller driven by emotorGas turbine generates powerBattery for power boostLegend: Improved propulsion design performance Operation & Integration Flexibility Weight & complexity increase Weight & complexity increase PC&D PC&D ��� Symposium E2Flight Presentati�on Georgi
4 Atanasov� 28.03.19 Design Effici
Atanasov� 28.03.19 Design Efficiency Improvement with Hybrid Propulsion��DLR.de • Chart Offdesign electric power benefits:10% block fuel potential for 500nm missions (due to taxi & descent).Less noise and emissions near airports.Relaxed engine takeoff rating.Regional Aircraft Mission Profile: 500nm�.80;�.80;�.80; Symposium E2Flight Presentati�.80;on Georgi Atanasov�.80; 28.03.19 Power Output Time Fuel (Energy) Flow Time takeoffclimbcruisedescentapproach & landingtaxitaxiElectric Takeoff Boost Electric Idle Segments Hybrid A/C TurbopropEnergy Saving Pote
5 ntial ~10% Series Chain Operation Flexib
ntial ~10% Series Chain Operation Flexibility��DLR.de • Chart Decoupled RPM optimization for improved performance & more flexible energy managementDecoupled Power & ThrustMitigated One Engine Inoperative Case. Half power but no prop lossHalf thrust & prop windmillingbut full power available Optimal RPMOptimal RPMOperational flexibility dueto mechanical decoupling PC&D PC&D PC&D ��� Symposium E2Flight Presentati�on Georgi Atanasov� 28.03.19 Integration & Configuration Flexibility��DLR.de • Chart One main gas turbine for cr
6 uise:Improved thermal efficiency due to
uise:Improved thermal efficiency due to scaling effects Solution support楮g慳 turb楮e In case the main failsfor takeoff/climb boost PC&D PC&D PC&D Design specifics:Main Gas Turbine designed for efficiencySupporting Gas Turbine designed for min. weight / cycle cost Challenge:A bigger battery needed due to diversion in case the gas turbine fails.Not a viable tradeoff��� Symposium E2Flight Presentati�on Georgi Atanasov� 28.03.19 One Main Gas Turbine vs Two Gas Turbines ��DLR.de • Chart Configuration Tradeoff Benefit: ~10% eff. improvemen
7 t Penalty:Added mass of the supporting g
t Penalty:Added mass of the supporting gas turbine PC&D PC&D A trend for gas turbines in the regional aircraft class and below observed in previous studies: Gas TurbinelEfficiencyGas Turbine Power ~10% relative efficiency steps for each 2x power P2 = 2 P3 = 2P4 = 2 x P3��� Symposium E2Flight Presentati�on Georgi Atanasov� 28.03.19 Performance Comparison Estimate��DLR.de • Chart Reference: Twin Turboprop Power Units (GT + Gearbox)~5% from MTOM Reference A/C +12% Block FuelMass of Hybrid Series +7% Block FuelElectric Losses PC&D HybridSeries
8 PC&D HybridSeries1 Main Gas Turbine 10%
PC&D HybridSeries1 Main Gas Turbine 10% Block FuelEfficiency of 1 big gas turbine +3% Block FuelMass of Supporting Gas Turbine 10% Block FuelHybrid OffDesign Optimization PC&D HybridParallel +3% Block FuelMass of Hybrid Parallel 7% BF 4% Block FuelOperation FlexibilityComponent SizingRPM Optimization HybridParallel and HybridSeries generally struggle to achieve doubledigit block fuel improvement. 2% BF ��� Symposium E2Flight Presentati�on Georgi Atanasov� 28.03.19 The shownestimatesarebasedon knowledgefrominternal projects +5% BF Hybrid Combined Architecture Con
9 cept��DLR.de • Char
cept��DLR.de • Chart GeneratorMotor One gas turbine in cruise driving two propellers 50% power transferred in parallel 50% power transferred in series Direct ACLine:No power convertorsPropeller RPM synchronized Motor & Generatorsized for 50% PCRUISE25% of PTAKEOFF Supporting gas turbine:takeoff/climb powerIn case the main fails Clutch. Coupled for:Takeoff / ClimbMain gas turbine failure PC&D Battery for idle power segments. Clutch Only decoupled for:IdleMain turbine failure ��� Symposium E2Flight Presentati�on Georgi Atanasov� 28.03.19 Hybri
10 dSplit Architecture Operation�&#x
dSplit Architecture Operation��DLR.de • Chart Design Point (Cruise)Takeoff / ClimbIdle Taxi / Descent PC&D Main gas turbine drives both propellers.Supporting gas turbine turned off & decoupled by clutch.Battery turned off.Main gas provides power to both propellers.Supporting gas turbine provides power to one propeller (in parallel).Battery turned off.Both gas turbines turned off & decoupled.Battery powers both propellers. PC&D PC&D PC&D Worst Case Failure Gearbox is jammed both propeller and main gas turbine cannot be used.Supporting gas turbine powers operating propeller mecha
11 nically (as in conventional turboprop).B
nically (as in conventional turboprop).Battery turned off. ��� Symposium E2Flight Presentati�on Georgi Atanasov� 28.03.19 HybridSplit Architecture Performance��DLR.de • Chart Reference: Twin Turboprop 10% Block FuelHybrid OffDesign Optimisation +5% Block FuelMass of Hybrid Combined 10% Block FuelEfficiency of 1 big gas turbine +2% Block FuelElectric losses due to 50% series power in cruise. 12% BF PC&D Hybrid Combined +1% Block FuelDrag from bigger nacelles Integrated Hybrid Combined Reference A/C Over 10% block fuel saving possible with hyb
12 rid combined architecture.Power Units ~
rid combined architecture.Power Units ~ 5% MTOM ��� Symposium E2Flight Presentati�on Georgi Atanasov� 28.03.19 The shown estimates are based on knowledge from internal projects. Conclusions��DLR.de • Chart It was shown that by making use of the advantages of both parallel and series hybrid concepts, the combined hybrid architectureis potentially able to achieve a doubledigit block fuel benefitMain technological bricks of the hybrid combined concept:Offdesign operation optimization.One main gas turbine instead of two in cruise.Constraints of t
13 he hybrid combined concept:Regional and
he hybrid combined concept:Regional and commuter class aircraft.Twin engine operation.Increased benefits on shorter missions. -20%-15%-10%-5%10%Block Fuel vs Twin Turboprop PotentialHybrid ParallelHybrid SeriesHybrid Series1 Main Gas TurbineHybrid Combined��� Symposium E2Flight Presentati�on Georgi Atanasov� 28.03.19 ��DLR.de • Chart Thankforattention�� &#x/MCI; 10;&#x 000;&#x/MCI; 10;&#x 000;&#x/MCI; 10;&#x 000; Symposium E2Flight Presentati&#x/MCI; 10;&#x 000;on Georgi Atanasov&#x/MCI; 10;&#x 000; 28.03.