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2.2 Electrical Propulsion System Components Figure 2.2: Partial parallel hybrid sys- tem 9 it reduces the system complexity and beneficially avoids the integration challenges of the electric motor within the gas-turbine environment. An evolution of this topology is a partial turboelectric system. Instead of having a complete independent electrical system, part of the electrical energy is produced by the gas-turbines through generators driven by mechanical power off-takes. The generators provide electrical energy to one or several electric fans. A schematic representation of this arrangement is illustrated in Figure 2.3. The additional provision of the electric power reduces the tech- nological level requirement imposed to the electro-chemical energy sources. It enables also the deployment of optimum energy management schemes considering charge sustaining and charge depleting strategies of the batteries [32, 33]. Charge sustaining strategy enables for instance to operate the gas-turbine close to its optimum efficiency by utilizing any excess power to drive the generator and to recharge the battery during the mission. 2.2 Electrical Propulsion System Components The pre-design evaluations of hybrid-electric propulsion system at aircraft level proposed in Chapter 5 are based on first-order linear models of the electrical components. These models rely on the following characteristics. • The gravimetric specific power, p, the amount of power delivered per unit of mass, is a relevant parameter for sizing as it determines the mass of the components according to the power requirement. • The volumetric specific power (or power density), 𝜌, the amount of power delivered per unit of volume, is a relevant parameter for integration as it defines the volume displacement required to install the component. Figure 2.3: Partial turboelectric sys- tem [15]PDF Image | Conceptual Design Methods Hybrid-Electric Transport Aircraft
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