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20 3 Methods for Sizing and Performance of Hybrid-Electric Aircraft fuel consumption of the engine according to the flight state 𝛥𝐼𝑆𝐴, 𝐴𝑙𝑡, 𝑀 and the thrust (𝑇 ). A single fuel flow table covering the complete flight envelope is implemented and is used for each segment of a mission. The traditional method restricts consequently the powerplant integration to propulsion system based on fuel only. It is an example of a limitation that needs to be levered in order to assess hybrid-electric propulsion systems which rely on electricity as an additional energy source. The thrust and energy characteristics of hybrid-electric propul- sion system need consequently to be captured according to the properties of the conventional turbomachinery and the electrical components composing the propulsion chain. This is in the focus of the methods developed in Section 3.2.3. The thrust tables and the fuel flow table of conventional propulsion systems are generally created in expert modules using, for example, gas turbine simulation software, such as the Numerical Propulsion System Simulation (NPSS) [94], the GasTurb performance software (GasTurb) [95] and the PRopulsion Object Oriented SImulation Software (PROOSIS) [96], or, by using simplified analytical methods as summarized by Nita [97]. A rubberised engine model is generally implemented in conceptual design phase for purposes of sizing. In con- crete terms, this modelling approach assumes that the thrust lapse behaviour and the fuel flow characteristics remain unchanged with respect to the size of the engine in a given thrust or power range. 3.1.4 Weight and Balance Properties The weight and balance properties of an aircraft include the determination of its mass, centre of gravity and inertia. In conceptual design, the mass of aircraft components is typically es- timated using semi-empirical and empirical equations based on regression models built on historical data of existing aircraft as indicated in Figure 3.1. These methods are found in classical aircraft design text books [84, 86, 87, 98] and are very efficient to quickly invest- igate small to modest departure from the seed aircraft used to build the regression models. According to the estimated weight and with respect to the geometrical properties of the com- ponents and their spatial arrangement the centre of gravity and inertia of the aircraft can be determined. Weight modelling of electrical components for propulsion chain is not available in traditional aircraft environment. The mass of each electrical components composing the electric propul- sion system needs consequently to be calculated and interfaced at aircraft level. Methods for estimating the mass of the electrical components are detailed in Section 3.2.3. At aircraft level, the mass of the electrical components is mapped to the overall propulsion system mass using weight component build-up methods. The spatial allocation of the electrical compon- ents and systems affects the computation of the aircraft centre of gravity and inertia. 3.1.5 Aircraft Performance Analysis Knowledge of the aerodynamics, propulsion system and weight properties of the aircraft en- ables the resolution of flight mechanical equations for aircraft performance analysis. The “constraints analysis” consists of point performance computations to assess the fulfilmentPDF Image | Conceptual Design Methods Hybrid-Electric Transport Aircraft
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