NASA Tests A Hybrid Plane That Works Like A Toyota Prius
The
team decided, to make use of the batteries while takeoff and landing
since they take place in congested areas and the internal combustion
engine (ICE) would be in charge during the rest of the flight. The ICE
would be charging the batteries for the landing part too. The test plane
was chosen to be ATR 42-600 which is a twin turbo propeller commercial
aircraft that can carry 48 persons. The team wanted to see if converting
this model would result in a feasible hybrid solution to the problem.
Two methodologies were employed; series and parallel. In a series
system; ICE works to charge the batteries and powers an electric
generator which in turn runs the motor. However, for the parallel
system; the propeller is capable of being powered by either the ICE
and/or electric motor. Their final conclusion was that the parallel
system was more efficient for their design and project.
The batteries are a crucial part of this system and they had to consider a number of factors including the power to weight ratio and life of battery. The modeling they did in FLOPS gave them specifics for the battery they needed. Accordingly they needed energy enough to provide them with a thrust of more than 6,000 lbs at a speed of 368 km/hr. This came down to be 1500 kW per engine. Their final choice of battery was a Lithium polymer battery which ended in a total weight of batteries equaling less than 13,000 lbs.
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The final conclusion from the team tells us that in the coming years using this modification approach for an aircraft designed to work ICE would be much more fuel efficient for distances of up to 300 miles and holds a promise for the environment. However, retrofitting the current technology won’t prove to be very fruitful. But they are confident that using the current technology to design an aircraft specifically for the hybrid propulsion system would do the trick. Research is in progress and we wish them good luck. This sure is a work of wonderful engineering.
The batteries are a crucial part of this system and they had to consider a number of factors including the power to weight ratio and life of battery. The modeling they did in FLOPS gave them specifics for the battery they needed. Accordingly they needed energy enough to provide them with a thrust of more than 6,000 lbs at a speed of 368 km/hr. This came down to be 1500 kW per engine. Their final choice of battery was a Lithium polymer battery which ended in a total weight of batteries equaling less than 13,000 lbs.
The final conclusion from the team tells us that in the coming years using this modification approach for an aircraft designed to work ICE would be much more fuel efficient for distances of up to 300 miles and holds a promise for the environment. However, retrofitting the current technology won’t prove to be very fruitful. But they are confident that using the current technology to design an aircraft specifically for the hybrid propulsion system would do the trick. Research is in progress and we wish them good luck. This sure is a work of wonderful engineering.
EnjOy..:)
Bugs Of Techn0l0gy
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