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3.2 Methods for Sizing and Performance of Hybrid-Electric Aircraft 33 1 0.9 0.8 0.7 0.6 0.5 0.4 0.3 0.2 0.55 0.5 0.45 0.4 0.35 0.3 0.25 Relative Torque [β] Thermal Efficiency Figure 3.15: Normalized power char- acteristics of a generic turbo-engine in ISA con- dition Figure 3.16: Efficiency contour char- acteristics of a generic turbo-engine at ISA, FL 350 and M 0.78 based on a generic model of a turboshaft. This model was implemented in the context of the integrated aircraft performance assessment of a parallel system in Section 5.3. The fuel consumption characteristics of the turbo-engine are directly coupled with the efficiency of the combustion engine (ππΆπΈ). As expressed in Equation 3.2, the fuel flow (πΉπΉ) is directly related to the ππΆπΈ via the shaft power of the combustion engine (ππΆπΈ) and the fuel heating value (πΉπ»π). πΉπΉ = ππΆπΈ (3.2) πΉπ»π Β·ππΆπΈ As illustrated in Figure 3.2, two performance maps were generated, the power map and the efficiency map. The performance modelling requires determining the maximum power available which can be produced at a given flight state (π₯πΌππ΄, π΄ππ‘, π). The maximum power of the combustion engine (ππΆπΈ,πππ₯) is a function of the intrinsic power lapse characteristic of the engine according to π₯πΌππ΄, π΄ππ‘ and π. For purpose of sizing, a rubberised engine modelling approach can be followed by normalizing ππΆπΈ,πππ₯ with a reference power typically chosen as the sea-level maximum static power (πππΏπ) as discussed in Section 3.1.3. The normalised power map of the implemented turboshaft model is represented in Figure 3.15 at ISA condition versus the altitude and the Mach number. By normalizing the map, the assumption is made that within a given power range, the power lapse characteristics remain invariant with the engine size. When sizing the engine (varying πππΏπ), different levels of power can be achieved in order to match the power requirement of the propulsive device to produce the required thrust. The thermal efficiency characteristics of the implemented turboshaft model are illustrated against the relative torque and the relative power turbine spool speed. In view of interfacing the fuel consumption characteristics at aircraft level, the ππΆπΈ is mapped as a function of the flight state π₯πΌππ΄, π΄ππ‘, π, the relative corrected speed of the combustion engine (ππππ,πΆπΈ) 0.1 0.75 0.8 0.85 0.9 0.95 1 1.05 Relative Power Turbine Spool Speed [β]PDF Image | Conceptual Design Methods Hybrid-Electric Transport Aircraft
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