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diff --git a/conclusion.tex b/conclusion.tex index 4b981fb..92c44b1 100644 --- a/conclusion.tex +++ b/conclusion.tex @@ -4,4 +4,49 @@ \vspace*{-16pt}% Insert needed vertical retraction \chapter[CONCLUSION, RECOMMENDATIONS, AND FUTURE WORK]{CONCLUSION, RECOMMENDATIONS, AND FUTURE WORK} \endgroup - +\section{Configuration One} +The experimental characterization of the +electromechanical performance of the partial-hybrid turbo-electric +aircraft ground test vehicle was accomplished. The peak power +generated was about 4-kW, which was used to power the right-wing +motor along with 13-kW of power from the battery. The total engine +output was around 150-kW. The electrical power generated was +significantly more than the 0.72-kW generated by the original +engine alternator. Based on the performance metrics of the engine, +the maximum power output and the speed of the turboprop were kept +well within the nominal range.\\ +The interdependent time response of the combined machine was +interesting. The turbine engine was operating at 150-kW of shaft +power whenever the generator was fully engaged at 4-kW. The +battery met the required load, but the turboprop was slowed down by +the generator and took almost 5-s to return to the nominal RPM +value. The slow response of the turbine to such a minor adjustment in +power was unexpected. The power split between the generator and +the battery during the transition from low to medium throttle was +also of particular interest. The current flow from the generator +changed only slightly with the difference being made up by the +battery. The reason for the slight change was an impact on +the rotational speed of the generator and its effect on output voltage. +The slowdown from the near-constant turboprop shaft speed led to a +3-V decrease in the output of the generator. Because the output +voltage of the generator was so close to the battery voltage, this +decrease in voltage significantly impacted the current output and +prevented it from meeting the electrical system demand. Once the +turboprop rotational speed returned to normal, the generator was +able to produce more current.\\ +Additionally, a failure mode caused by a short in the left ESC was +identified. The bus voltage dropped considerably from 106-V to +somewhere near 40-V. The current output of the ESC reached at +least 550-A and drew a minimum of 46-kW of power from the +battery. The power system was able to temporarily accommodate the +failure, but it highlighted that the power system needed to be able to +accommodate a power failure that pulled all available electrical +power in the system.\\ +Finally, a qualitative analysis of the acoustic signature of the +aircraft testbed showed there was little difference between the +OASPL of the aircraft with and without the electric propeller +operating. This demonstrates that the dominant noise source is likely +the turboprop engine or acoustic interactions related to the turboprop +engine. A cowling with acoustic dampening material could +potentially change this outcome, especially since the engine in this +configuration is not enclosed. |