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46 It is assumed that, the engine produces the required thrust for an aircraft to fly and produces additional shaft power to influence the supplementary systems. The objective is to utilize this additional power produced to fuel another electric/hydraulic motor which produces thrust. The amount of power extracted from the engine is limited due to the capability and efficiency of the engine. The ratio of take-off thrust, and cruise thrust can be defined as a thrust setting. By changing the thrust setting during cruise, also while powering the additional motors, one can identify the savings in fuel and notice the change in overall efficiency. The additional motors and their components increase the overall mass of the aircraft. The in- crease in mass may nullify the positive effects of this concept. Therefore, in order to preserve the positive effects of this concept, the mass of motor and components are kept to a minimum. During a flight cycle, cruise segment will only require significantly less thrust for over a long period of time. Accordingly, in this research, the additional motors are utilized only during the cruise segment. Figure 4.4 Operation cycle of partial TH/TE (adapted from Ang 2018) In the analysis of the Turbo-electric/hydraulic propulsion concept, the Pre-STO tool for pro- peller aircraft was edited to match the requirements of the aforementioned concept. However, for the analysis of partial Turbo-electric/hydraulic propulsion concept, the Pre-STO tool for turbofan engine equipped aircraft was utilized. In the Pre-STO tool, three additional modules were added to present the calculations of mass estimations of the propulsion concepts, aircraft and the estimation of the new SFC.PDF Image | Comparison of Concepts: Classic Jet Propulsion, Turbo-Electric Propulsion and Turbo-Hydraulic Propulsion
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