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다양한 Evtol 유형별 호버 효율, 회전판 하중 및 필요 배터리 비에너지 분석 Analyses of Hover Lift Efficiency, Disc Loading and Required Battery Specific Energy for Various Evtol Types

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다양한 Evtol 유형별 호버 효율, 회전판 하중 및 필요 배터리 비에너지 분석 Analyses of Hover Lift Efficiency, Disc Loading and Required Battery Specific Energy for Various Evtol Types 항공 우주 해상 J. Adv. Navig. Technol. 25(3): 203-210, Jun. 2021 다양한 eVTOL 유형별 호버 효율, 회전판 하중 및 필요 배터리 비에너지 분석 Analyses of Hover Lift Efficiency, Disc Loading and Required Battery Specific Energy for Various eVTOL Types 김 동 희1 · 장 한 용2 · 황 호 연3* 1세종대학교 물리천문학과, 항공우주공학과 2세종대학교 항공우주공학과 3*세종대학교 항공우주공학과, 지능형드론 융합전공학과 Dong-Hee Kim1 · Han-Yong Jang2 · Ho-Yon Hwang3* 1Department of Physics and Astronomy, and Department of Aerospace Engineering, Sejong University, Seoul, 05006, Korea 2Department of Aerospace Engineering, Sejong University, Seoul, 05006, Korea 3*Department of Aerospace Engineering, and Department of Convergence Engineering for Intelligent Drone, Sejong University, Seoul, 05006, Korea [요 약] 전 세계의 많은 대도시는 도시화에 따른 지상 및 지하 교통망이 포화되고 있다. 또한 지구온난화 방지를 위한 탄소배출 규제가 더욱 엄격해지고 있으며 이러한 문제의 해결책으로 복잡한 도심에서도 운행 가능한 eVTOL이 차세대 친환경 교통수단으로 각광 받고 있다. 본 연구에서는 eVTOL을 멀티콥터형, 양력+순항형, 추력편향형으로 분류하여 각 유형별 eVTOL들의 호버 효율과 회전 판 하중을 계산하였으며 공력해석 프로그램인 OpenVSP, Fluent와 JavaProp을 이용하여 각국의 감항당국 및 우버 사에서 발표한 보 고서를 바탕으로 가까운 미래에 실현될 eVTOL의 원활한 운행에 필요한 배터리 비에너지를 계산하고 분석하였다. [Abstract] In many metropolitan cities around the world, ground and underground transportation networks are saturated due to urbanization. In addition, regulations on carbon emissions to prevent global warming are becoming stricter, and eVTOL, which will be operating in complex cities, is gaining popularity as the next generation of eco-friendly transportation. In this study, the hover lift efficiency and disc loading of eVTOLs for each type were calculated by classifying eVTOLs into following types: multicopter, lift+cruise, and vectored thrust. In addition, using the aerodynamic analysis programs OpenVSP, Fluent and Javaprop, the specific battery energy required for the smooth operation of eVTOL, which will be realized in the near future, was calculated and analyzed base on reports published by Uber and airworthiness authorities of each country. Key word : Aircraft hovering, Aircraft power, Battery specific energy, eVTOL, UAM, Urban air mobility. https://doi.org/10.12673/jant.2021.25.3.203 Received 1 June; Revised 9 June 2021 Accepted (Publication) 25 June (30 June 2021) This is an Open Access article distributed under the terms of the Creative Commons Attribution *Corresponding Author: Ho-Yon Hwang Non-CommercialLicense(http://creativecommons .org/licenses/by-nc/3.0/) which permits unrestricted non-commercial use, distribution, and reproduction in any medium, provided the Tel: +82-2-3408-3773 original work is properly cited. E-mail: [email protected] Copyright ⓒ 2021 The Korea Navigation Institute 203 www.koni.or.kr pISSN: 1226-9026 eISSN: 2288-842X J. Adv. Navig. Technol. 25(3): 203-210, Jun. 2021 Ⅰ. 서 론 전 세계 각국의 급격한 산업화에 따른 화석 연료 사용 1-2 eVTOL 유형 으로 탄소배출이 기하급수적으로 증가하여 지구온난화가 인류의 큰 문제로 다가오고 있다. 세계 각국은 이를 해결 eVTOL유형은 아직 규격화되지 않아 여러 방법으로 하기 위하여 전기차 장려와 함께 내연기관의 종말을 선 분류할 수 있다. 본 연구에서는 추력편향(vectored thrust) 언하는 등 여러 노력을 하고 있다[1]. 또한 현재 전 세계 이 없고 수직이착륙과 순항에 쓰이는 추력기(thruster)가 는 인구의 도시화가 가속화되는 중이며, 2050년에 이르러 분리되어 있는 양력 + 순항(lift + cruise) 방식과 고정익 서는 지구 인구 98억 명 중 68%인 약 66.6억 명이 도시 없이 회전익으로 구성된 멀티콥터(multicopter) 방식, 틸트 지역에 거주할 것으로 예상된다[2]. 이에 따라 도심 지역 로터(tiltrotor), 틸트날개(tiltwing)로 구성된 추력편향 방식 의 지상, 지하 교통망은 포화 상태에 도달하여 수요를 감 으로 분류하였다. 이 때 수직이착륙에만 쓰이는 추력기가 당하지 못할 것이고, 이러한 이유들로 최근 육상 교통수 있더라도 추력편향을 하는 추력기가 있다면 추력편향 방 단이 아닌 새로운 3차원 교통수단인 eVTOL (electric 식으로 분류하였다. vertical takeoff and landing)이 각광받고 있다. 1-1 eVTOL 개발 동향 Ⅱ. eVTOL 선정 및 제원 UAM (urban air mobility) 시장은 최근 몇 년간 급격 본 연구에서 분석할 eVTOL은 유인 여객용을 목적으 한 성장세를 보여 현재 전 세계적으로 100개가 넘는 로 하며, 이미 시제기가 나왔거나 어느 정도 청사진이 공 UAM기업이 있으며(그림 1)[3], 개발되었거나 개발 예정 개되어 MTOW (maximum take off weight)와 순항속도, 인 UAM 프로젝트가 300개를 넘어섰다[4]. 이 중 95개의 순항거리 등 분석에 필요한 최소한의 정보가 있는 기체 프로젝트가 여객용 eVTOL 개발에 중점을 두고 있다(그 로 선정하였다. 조건에 부합하는 eVTOL로 멀티콥터형 5 림 2). 또한 UAM 시장의 선두주자가 되기 위하여 미연 개, 양력 + 순항형 4개, 추력편향형 6개 총 15개의 기체 방항공청(FAA; federal aviation administration)은 14 CFR 를 선정하여 표 1에 정리하였다. 여기서 EASA가 제정한 Part 23의 세부 규정 중 eVTOL에 관한 규정을 개정하고 SC-VTOL-01 Issue 1에 따르면 소형급 VTOL 항공기의 [5], 유럽연합항공안전청(EASA; european aviation safety MTOW는 3,175 kg이하이며 총 승객 좌석 수는 9석 이하 agency)은 SC-VTOL에 관한 규정을 제정하는 등[6] 각국 여야 하는데[6], 표 1의 기체들은 이 조건을 모두 만족함 의 감항당국들은 발 빠르게 움직이고 있다. 을 확인할 수 있다. 표 1. 선정된 eVTOL 목록 Table 1. Selected eVTOL list. Name Company Category MTOW (kg) Passengers Ehang 184 Ehang Multicopter 360[4] 1 Ehang 216 Ehang Multicopter 650[7] 2 CityAirbus Airbus Multicopter 2,200[8] 5 Volocopter 2X Volocopter Multicopter 450[4] 2 Volocity Volocopter Multicopter 900[4] 2 그림 1. 글로벌 UAM 레이더[3] Aurora Boeing Lift + Cruise 800[4] 2 Fig. 1. The global urban air mobility radar[3]. TF-2A Terrafugia Lift + Cruise 1,200[4] 3 Wisk (Kitty Cora Lift + Cruise 1,224[9] 2 Hawk) Beta ALIA Lift + Cruise 2,722[10] 6 Technologies Acubed Vahana Vectored Thrust 815[4] 2 Airbus Nexus 4EX Bell Vectored Thrust 3,175[4] 5 S4 Joby Vectored Thrust 2,177[4] 5 Lilium Jet Lilium Vectored Thrust 3,175[11] 7 S-A1 Hyundai Vectored Thrust 3,125[4] 5 그림 2. 글로벌 전기 추진 레이더[3] Maker Archer Vectored Thrust 1,508[12] 2 Fig. 2. The global electric propulsion radar[3]. https://doi.org/10.12673/jant.2021.25.3.203 204 다양한 eVTOL 유형별 호버 효율, 회전판 하중 및 필요 배터리 비에너지 분석 하여 들어오는 공기의 질량유량, 는 정상상태에 도달 한 공기의 속력, 는 디스크를 지나는 공기의 속력, 는 호버링 시 추력, 는 호버링 시 총 디스크 면적, 는 호버링 시 대기밀도이다. 이 때 는 대기온도 288 K, 해수면을 기준으로 하였다. 식 (1), (2), (3)을 조합하여 를 다음과 같이 나타낼 수 있다. (4) ∙ 2) 덕티드 팬 그림 3. VTOL 항공기들의 회전판 하중과 호버 효율간의 관계[13] 덕티드 팬의 경우 덕트에 의하여 호버링 시 유동 면적 Fig. 3. Correlation between disc loading and hover lift efficiency for various VTOL aircraft[13]. 이 제한되며 와 가 같아진다. 따라서 덕티드 팬의 호버링 파워는 다음과 같이 구할 수 있다[11]. Ⅲ. 호버 효율 및 회전판 하중 해석 (5) 회전판 하중(disc loading)은 전체 로터 디스크 면적에 ∙ (6) 대한 MTOW의 비율이다. 회전판 하중이 클수록 로터의 속도를 유지하는데 더 많은 전력이 필요하다 일반적으로 . 회전판 하중과 호버 효율은 반비례 한다. 회전판 하중을 ∙ (7) 줄이기 위하여 프로펠러 직경을 키운다면 호버 효율은 좋아지겠지만 돌풍에 더 민감해지거나 블레이드 익단 속 도 및 소음 제어에 제약이 생길 수 있으며 순항 속도에 여기서 는 호버링 시 총 디스크 면적, 는 호버링 도 영향을 미칠 수 있다. 또한 우버(uber) 사에서 발표한 시 노즐 출구비, 는 노즐 출구비가 1일 때의 총 디스 에어택시 크기의 상한선인 FAA의 상용항공운송 목적의 크 면적이다. 가변노즐 덕트의 경우 호버링 시 디스크 면 헬리포트 TLOF (touchdown and lift off) 규격[14]을 벗 적을 넓히기 위하여 출구비가 1보다 커지고, 순항 시에는 어날 수도 있다. 일반적인 VTOL 항공기의 호버 효율과 1보다 작아진다[11]. 회전판 하중 사이의 관계를 그림 3에 나타내었다. 3) 동축 반전 오픈 로터 3-1 호버링 파워 동축 반전 오픈 로터의 호버링 파워는 다음과 같이 계 산할 수 있다[16]. 호버 효율은 호버링 파워를 이용하여 구할 수 있다. 의 호버링 파워 계산은 크게 단일 오픈 로터인 경우 VTOL (8) 와, 덕티드 팬이 부착된 경우, 동축 반전 오픈 로터인 경우 로 나뉘며 다음과 같이 계산할 수 있다. 여기서 는 유도 동력 계수이다. 1) 단일 오픈 로터[15] 를 계산하는 방법은 여러 방법이 있지만, 본 연구에 서는 분리된 두 로터와 토크 균형에 필요한 추력을 고려 (1) 하여 를 1.266으로 가정하였다[16]. ∙ (2) 3-2 호버 효율 및 회전판 하중 (3) 실제 호버링 파워를 구하기 위해서는 식 (4),(7),(8)에 호버링 총 효율 를 곱해주어야 한다. 이 때 오픈 로 여기서 는 호버링 파워, 는 호버링 시 디스크를 통 터의 경우 는 다음과 같다. 205 www.koni.or.kr J. Adv. Navig. Technol. 25(3): 203-210, Jun. 2021 × × × (9) 여기서 는 팬 효율, 은 모터 효율, 는 파워일렉트 로닉스 효율, 는 배터리 효율이다. 덕티드 팬의 경우 는 다음과 같다. × × × × (10) 여기서 는 덕트 효율이다. 의 경우 임무 수행 상태에 따라 0.7~0.9의 값을 갖 으며 는 0.9~0.95, 는 0.95~0.98, 는 0.8~0.98, 는 0.92~0.96의 값을 갖는다. 이 때 는 호버링 시 순항 상태와 비교하여 다소 낮은 효율을 보이며 마찬가지로 호버링 시 고출력이 필요하므로 , , 도 낮은 효 율을 보인다. 하지만 정지추력 보상이 있어 호버링에 유 리한 덕티드 팬의 경우 는 호버링 시 가장 높은 효율 을 보인다[11][17]. 식 (4), (7), (8), (9), (10)을 이용하여 표 1의 eVTOL들 의 호버링 파워 및 호버 효율, 회전판 하중을 계산하여 표 2에 나타내었다. 또한 호버 효율 및 회전판 하중을 그 림 4에 나타내었다. 이 때 덕티드 팬이 있는 경우 기체이 름 밑에 표기를 하여 구분하였다. 추력편향형 eVTOL의 경우 추력편향 방식을 틸트 로터와 틸트 윙으로 구분하 였으며 수직이착륙에만 쓰이는 로터가 있을 경우도 구분 하였다. 그림 4. eVTOL의 회전판 하중과 호버 효율간의 관계 Fig. 4. Correlation between disc loading and hover lift efficiency 표 2. eVTOL 호버링 파워 및 호버 효율, 회전판 하중 for various eVTOL. Table 2. eVTOL hovering power, efficiency and disc loading. Hovering power Hover lift efficiency Disc loading Name (kW) (kg/kW) (kg/m²) Ⅳ.
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