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 Oggetto del messaggio: Propulsione ibrida
 Messaggio Inviato: 29/07/2015, 22:14 
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Airbus inizia a progettare un aereo ibrido da 100 posti. Motori diesel produrrebbero 6MW di potenza da inviare ad una fila di generatori di spinta elettrici (mai sentito questo modo di dire ma ora non mi viene in mente altro).
Quali sarebbero i principali vantaggi legati a questo tipo di propulsione?

Da FlightGlobal:

Cita:
In less than two decades, Airbus’s concept for the VoltAir E-Fan could spawn a new family of 100-seat regional airliners with a hybrid-electric propulsion system anchored by diesel engines sending 6MW of power to a row of electric thrusters.

The potential 100-seat aircraft is still early in the design phase, but Airbus already appears to be leaning toward a familiar configuration.

“We’re starting to work on the design of what we call the EPU,” says Ken McKenzie, deputy chairman and senior vice-president of strategy and corporate services for US-based Airbus Group Inc. “We’re actually preferring a hybrid engine.”

McKenzie links the Airbus design to the NASA N3-X concept that emerged about five years ago, revealing a blended-wing body with gas turbine engines generating electricity for a row of electric thrusters buried in the boundary layer flow along the trailing edge of the fuselage.

“That’s a similar idea,” he says. “It may not be a gas turbine in our case. It may be diesel.”

A particular concern that arose about the N3-X was the amount of shielding required to protect passengers from the spillage produced by the semiconductors, which would transfer the power generated by the engine to the thrusters. McKenzie says that issue will have to be addressed in the Airbus design as well.

Airbus has previously discussed the hybrid-electric 100-seater as a 10-year goal, but McKenzie sets that timetable back by almost a decade further.

“I think more realistically it’s a 2032 time window for a commercially viable aircraft,” he says.

The concept leverages Airbus’s plans to introduce an electrically-powered, two-seat trainer in 2017 called the E-Fan 2.0 and a four-seat, hybrid-electric 4.0 model afterward. The company on 10 July flew an E-Fan demonstrator 40nm (74km) across the English Channel to showcase its electric propulsion concept.

The hybrid-electric system for the E-Fan 4.0 is expected to provide critical information for Airbus engineers working on the 100-seater. The propulsion for the four-seater will have an unusual configuration, with a single engine driving two electric fans, McKenzie says. If the concept resembles the propulsion configuration for the 100-seater, it raises intriguing questions, such as how Airbus would compensate for excess yaw if one of the fans stops working.

“You have one motor, but you have two thrust-producing devices,” he says. “The asymmetric thrust has to be almost zero, so if you lose one it can still fly on the other. One of the concepts we had was if you lose one the other one stops too.”

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 Oggetto del messaggio: Re: Propulsione ibrida
 Messaggio Inviato: 01/08/2015, 21:16 
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Mi sto facendo un'idea del peso di un motore diesel da 6 MW... Se riusciamo a stare entro 0,8 kg/kW è un lusso... + il peso degli "spingitori" elettrici.
Un aereo da 6 MW installati decolla a trenta ton. non mi torna qualcosa.

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 Oggetto del messaggio: Re: Propulsione ibrida
 Messaggio Inviato: 02/08/2015, 0:27 
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Girando in rete vedo che ci sono diversi progetti per la propulsione ibrida. Come si accenna nell'articolo sopra Airbus stesso pensava ad una turbina per generare elettricita' da mandare ai "propulsori" (forse e' la parola giusta), rispetto al piu' recente motore diesel.

Un articolo di circa due anni fa di Ainonline:

Cita:
On September 12, Europe’s EADS unexpectedly assigned a schedule and a market segment to its “E-Thrust” hybrid propulsion concept, which was revealed at the Paris Air Show this year with Rolls-Royce. The “E-Airbus,” under its new moniker, is to enter into service in 2030 as a regional aircraft, probably a 70- to 100-seater. The announcement came during a conference organized by the French government in Paris about its industrial policy.

According to EADS chief technology officer Jean Botti, who introduced the project, the E-Airbus will have six electric fans. One gas power unit (in short, a gas turbine connected to a generator) will provide the electric power for the six fans and for the recharging of the energy storage. During part of the descent phase, the fans will windmill and produce electricity.

The serial hybrid architecture offers the possibility to improve overall efficiency by allowing the separate optimization of the thermal efficiency of the gas power unit (producing electrical power) and the propulsive efficiency of the fans (producing thrust). The hybrid concept makes it possible to downsize the gas power unit and to optimize it for cruise. The electric energy storage will provide the additional power required for takeoff.

The bypass ratio (or its equivalent number for such a distributed propulsion system) is expected to be greater than 20. Among the hoped-for enabling technologies are lithium-air batteries as well as superconducting cables, generators and motors. A dedicated fan, driven by the gas turbine, will re-energize the wake, thus reducing drag.

Botti referred to Europe’s Flightpath 2050 goals of a 75-percent reduction in CO2 emissions, 90 percent in NOx emissions and 65 percent in noise, compared to 2000 levels, without clarifying where the E-Airbus would position itself in 2030.

As a stepping stone to a larger aircraft, EADS is developing the E-Fan technology demonstrator of an electric two-seat GA training aircraft. Another unexpected announcement was that EADS is planning to build a factory in Bordeaux to manufacture “hundreds” of E-Fans, Botti said.

Separately, the European group has a continuing partnership with Siemens and Diamond Aircraft on serial hybrid propulsion. In June the three companies flew a DA36 E-Star 2 motor-glider, the propeller of which was driven by an electric motor. The batteries were recharged in flight via a small Wankel-type rotary engine.

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