Abstract
In this article, we propose the parameters of a battery that would be suitable for the conceptual design of a small training aircraft. The mass design of the battery is based on the requirements for real training flights performed by students in pilot training. Such a serial hybrid propulsion aircraft could be used in our UNIZA aviation, training and education center for pilot training. Due to socio-political pressures in reducing emissions generated by vehicles, there has also been massive research in the aviation industry in the field of hybrid and electric aircraft propulsion. In the introduction, the article deals with the energy sources used in aircraft propulsion. In hybrid propulsion, a combination of aviation fuel and electricity is used as the energy source. The required total energy must choose a suitable combination of these two energy sources. The biggest drawback of batteries that can be used in hybrid systems is their low energy density. Low energy density means that larger and heavier batteries need to be used to achieve the required performance, which is their main disadvantage. Therefore, it is necessary to find a suitable compromise between the hybrid’s percentage, i.e., the ratio between conventional and electric drive. We applied the hybrid aircraft system’s calculations to the real training flights to determine the necessary parameters of the hybrid aircraft suitable for pilot training. This calculation will help in obtaining an idea of the basic parameters of the hybrid drive and the battery parameters, which are necessary for particular applications in the training aircraft. The performed calculations of the hybrid configuration and, especially, the determination of the battery of the hybrid propulsion parameters provide the basic information necessary for the design of the hybrid system of a small training aircraft. These outputs can be used to determine the parameters of batteries that would be used in hybrid systems. A limiting factor to consider with hybrid aircrafts is that the aircraft must be charged on the ground before the flight, which poses interesting logistical and infrastructure problems at the airport.
Highlights
Introduction published maps and institutional affilWith the constant growth of air transport, fuel consumption is growing
A parallel propulsion hybrid system usesaviation a combustion operating with an elecThe motor, most commonly used hybrid propulsion systems are and series systems tric while a series hybrid system consists of aparallel co-operating internal combustion
A and parallel hybrid motor systemarranged uses a combustion engine an electric in series. engine operating in parallel with an electric motor, while a series hybrid system consists of a co-operating internal combustion engine and Hybrid an electric motor arranged in series
Summary
Jet A-1 kerosene is the most widespread aviation fuel intended for turbine-type jet engines. NiCd-based battery, the specific energy is even lower in values from 0.04 to 0.06 kWh/kg. Individual cells typically operate in the range of 2.5 V to 4.2 V, which is approximately three times the NiCd or NiMH cells, requiring fewer cells for a battery with the same voltage. The disadvantages of these cells are the requirements for accurate charging (if the charging and discharging values are not observed, the cell may be destroyed), the. Unless there is some unexpected rapid development of the batteries, it is improbable that the Li-ion battery will reach a specific energy value close to aviation fuel [17,18]
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