An analysis of circuit design for a perspective propulsion system for short and medium range aircrafts has been carried out. It has been shown that use of traditional schemes engines working at aviation kerosene TC-1 will not allow match the ICAO ecological requirements for an aircraft of 2025-2035. Transition to hydrogen or liquefied natural gas allows match ICAO requirements for CO2 emissions. However it will lead to an essential transportation value addition (due to hydrogen and liquefied natural gas production and storage infrastructure). Application of the combined propulsion systems using both kerosene and cryogenic fuel will allow increase fuel efficiency and reduce CO2 emission by 16% for hydrogen and by 2.5–4.5% for methane. In such a case partial transition to hydrogen fuel will allow match ICAO requirements at the current freight charge.
aircraft engine, hybrid propulsion system, hydrogen, alternative fuel, ecological requirements.
1. Введение
В настоящее время в пассажирской и транспортной авиации основной силовой установкой является двухконтурный турбореактивный двигатель со смешением потоков наружного и внутреннего контуров или без смешения. По этому пути идут как российские (ПС-90А2, ПД-14) и китайские (WS-20) производители, так и различные международные консорциумы (CFM56, V2500, SaM146).
Однако для перспективных самолетов гражданской авиации к 2025–2035 гг. прогнозируемый Международной организацией гражданской авиации (ИКАО, ICAO — International Civil Aviation Organization) уровень целевых показателей предполагает снижение расхода топлива на 60–70%, уменьшение на 50% уровня эмиссии по СО2 и на 75–80% — по NOx, снижение уровня шума в 2 раза и т.д. [1].
Если для снижения уровня шума можно использовать подходы, предложенные в [2], то с эмиссией вредных выбросов сложнее. Известно, что для обеспечения выполнения требований Рамочной конвенции ООН об изменении климата [3] уменьшение удельного расхода топлива, а также уровня эмиссии СО2 на пассажиро-километр на 50% может быть достигнуто лишь при одновременном улучшении аэродинамических характеристик самолёта (вклад в долях~20 %), эффективности двигателя (~40 %) и совершенствовании системы управления воздушным движением (~10 %) [4].
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