Study and optimization of hybrid propulsion system architecture for regional aircraft based on turbo-shaft engine with heat regeneration

Aeronautical and Space-Rocket Engineering


Аuthors

Mikhailov A. E.*, Mikhailova A. B.**, Muraeva M. A.***, Eremenko V. V.****, Goryukhin M. O.*****, Krasnoperov D. G.******

Ufa State Aviation Technical University, USATU, 12, K. Marx str., Ufa, 450008, Republic of Bashkortostan, Russia

*e-mail: mikhailov.ugatu@gmail.com
**e-mail: alexandra11112007@yandex.ru
***e-mail: marija_muraeva@rambler.ru
****e-mail: v1ad.eremenko@yandex.ru
*****e-mail: terrorable2@yandex.com
******e-mail: daniil.k1999@mail.ru

Abstract

As of today, ecological restrictions of regulatory bodies stimulate the development of more ecologically friendly propulsion units with the lower CO2 emission and generated noise levels in the near- and medium term prospect. Within this framework, electrified propulsion systems motorization and application of engines with heat recuperation are the critical technologies allowing fuel efficiency and cost effectiveness enhancing.

The article presents the results of various propulsion system architectures study for the DHC-8-100/200 regional airliner, namely a turbo-shaft engine, a turbo-shaft engine with heat recuperation and hybrid propulsion systems based on the turbo-shaft engine and the one based on the turbo-shaft engine with heat recuperation. The studies and optimization of the propulsion system architecture are being performed based on the characteristics analysis by the typical flight cycle at various target functions. Selection of cycle optimal parameters of the propulsion units with different degrees of heat regeneration (θrec) and hybridization (βhyb) at various flight ranges was performed to improve fuel efficiency. In case of the flights of up to 500 km range the optimal architecture form the propulsion unit total weight viewpoint is the hybrid propulsion unit of parallel structure based on the turbo-shaft engine with heat recuperation. The fuel weight herewith, required for the flight, is being reduced by 25% compared to the initial model.

At the same time, at the maximum flight range chosen (1500 km), the recuperated turbo-shaft engine architecture achieves a gain in total propulsion system weight compared with hybrid propulsion system based on recuperated turboshaft with relatively the same fuel weight. With this, application of the hybrid propulsion system based on recuperated turbo-shaft engine at ranges greater than 1000 km does not bring any significant positive effect compared to other architectures. Thus, recommendations on the choice of the propulsion system architecture and turbo-shaft engine cycle parameters depending on the range of the regional aircraft were formed as the result of exploratory research.

Keywords:

hybrid propulsion system, turbo-shaft engine, heat recovery engine

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