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28 3 Methods for Sizing and Performance of Hybrid-Electric Aircraft modules. They are referenced in the following sections for readers interested in knowing the details of the physics implemented in these models. 3.2.3.1 Methods for Turbofan Integration The layout of hybrid-electric propulsion systems relies on conventional powerplants. For com- mercial transport aircraft, the most commonly used powerplant system is the turbofan. The relevant design parameters as well as the design and off-design performance of turbofans can be determined by using gas-turbine performance programs. In this thesis, advanced geared turbofan models were produced using the commercial software GasTurb [95]. The geared turbofans were sized at top-of-climb (TOC) under the conditions ISA, flight level (FL) 350 and π 0.78 at a MCL rating. In the context of integrated aircraft assessment presented in Chapter 5, a projected year entry-into-service (YEIS) of 2035 was considered. Cycle tem- perature and compression levels, component efficiencies as well as duct pressure losses reflect consequently the technology settings for the YEIS 2035. For consideration of turbine cooling, component efficiency and size impact, typical design laws were applied [104, 105]. Zero power off-take and zero bleed were assumed for flow path sizing due to the implementation of an all-electric non-propulsive power systems as discussed in Section 5.2.2. Off-design simulation was based on GasTurb [95] standard component maps. With respect to π»ππ’π π, the turbofans are sized for varying levels of design thrust as illustrated in Figure A.1. Consequently, for more detailed modelling of the influence of the engine size on the thrust lapse and fuel flow characteristics, the sensitivity against the design thrust was considered. 35 30 25 20 15 1.15 1.2 4 3.5 3 2.5 2 1.5 Fan dia meter [m] 1.25 1.3 1.35 1.4 1.45 1.5 Design Fan Pressure Ratio [β] 5000 4500 4000 3500 3000 2500 2000 1500 15 Figure 3.7: A βdesign deckβ powerplant at aircraft level with respect to the design thrust of the turbofan (ππππ ,π πΉ ) and the design fan pressure ratio of the turbofan (πΉ π π πππ ,π πΉ ). The evolution of the fan dia- meteroftheturbofan(π·πΉππ,ππΉ)againstππππ ,ππΉ andπΉππ πππ ,ππΉ isdrawninthecontourplot Total Pr Nacelle Nacelle St ISA, Tota pulsion System W Reference Diamet Reference Length [ dy Settings: FL = 350, M 0.78, l Propulsion Syste eight [kg] er [m] m] FPR = 1.41 desTF m Weight (includin g Nacelle Weight) o u 20 25 Design Thrust [kN] 4.5 4 3.5 3 2.5 2 1.5 1 30 35 Figure 3.6: Fan diameter versus design thrust and design fan pres- sure ratio. Geared turbofan sized at ISA, FL 350, M 0.78. Propulsion system weight and geometry versus design thrust. Geared turbofan sizedfordesignFPR1.41at ISA, FL 350, M 0.78. was created to interface the main design parameters of the conventional Design Thrust [kN] Weight [kg] Length [m]PDF Image | Conceptual Design Methods Hybrid-Electric Transport Aircraft
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