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3.2 Methods for Sizing and Performance of Hybrid-Electric Aircraft 27 mission. π»π and π»πΈ will be used to draw design charts while investigating the design space of hybrid- electric aircraft concepts as illustrated in Chapter 5. Different cases can be considered to exemplify the value bounds of these parameters. A conventional kerosene-based gas-turbine propulsion system is characterized by an π»π and an π»πΈ equal to zero. A pure serial hybrid- electric architecture where only electric power is provided at the propulsive devices but the energy storage is solely kerosene based is described by an π»π equals to 1 and π»πΈ equals to 0. Finally an universally electric aircraft where the energy storage is batteries only is denoted byanπ»π of1andanπ»πΈ of1. 3.2.2 Methods for System Integration at Aircraft Level The approach selected for the integration at aircraft level of the component and system is based on the utilization of multidimensional tables which represent the main physical charac- teristics of the model. A multidimensional table consists of a matrix of dimensions l Γ c. The dimension c is given by the sum of the number of inputs n and the number outputs m. The outputs are computed through full-factorization of the inputs values. The l dimension of the matrix is obtained by multiplying the vector length by the n input. These multidimensional tables are typically generated by engineering expert modules outside of the aircraft design environment and often given the moniker βmapβ or βdeckβ. The inputs and outputs are selec- ted such that the characteristics and physical behaviours of the system are properly modelled and interfaced at aircraft level. Within the aircraft environment the values of the output parameters are calculated using interpolation techniques. The determination of the input vector dimensions and the use of appropriate interpolation methods to capture the sensitiv- ity of the system at aircraft level rely on engineering judgement. This interfacing technique was selected as it is already part of the legacy aircraft programs notably to determine the propulsion system characteristics. This technique has to be seen as a solution to interface the systems. It does not have any implications in the way the process for sizing of hybrid-electric aircraft is established. Other techniques can be entertained, such as, using co-simulation by linking the expert modules directly to the aircraft sizing and environment. Another avenue is the implementation of dynamic-link libraries which represents an executable of the expert modules interfaced within the aircraft platform. The selection of the interfacing methods depends upon the integration flexibility of the aircraft environment to enable the couplings as well as the extent of computational effort. 3.2.3 Methods for Propulsion Components Integration The components and the topological combinations considered in the layout of hybrid-electric propulsion systems for transport aircraft application were established in Section 2.1. The quality of the assessment at aircraft level relies on the capability of capturing the component physical behaviour and scaling sensitivity. The objective of this section is consequently to de- scribe the methods to interface the components characteristics at aircraft level. As illustrated in Figure 1.1, modelling of component characteristics is performed in external engineeringPDF Image | Conceptual Design Methods Hybrid-Electric Transport Aircraft
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