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3.2 Methods for Sizing and Performance of Hybrid-Electric Aircraft 43 ππΈπππ is added as a second output parameter. This table which contains the πΉπΉ and ππΈπππ as outputs enables to determine the energy consumption of the aircraft and is consequently renamed the energy table. The energy management strategies are inherently contained in the energy table. In contrast to the use of a single fuel flow table covering the overall operating flight envelope, the methods are extended to enable the creation of an energy table for each of the mission segments. This implementation enables different operational settings of the hybrid-electric propulsion system according to the flight phases. As a result, energy tables are created for takeoff, climb and cruise. For takeoff and climb, the tables are calculated with the operational settings utilized for the computation of the thrust table ratings MTO and MCL. Moreover if different energy management strategies are envisaged for the reserves and contingency, energy tables for the loiter and the diversion can be created. A consequence of this implementation approach is the fact that the management of the energy can be optimized only with respect to each mission segment. High-level optimizers can be used to control the parametrization of the energy table calculation and to determine the energy management by segment. However this method precludes point-to-point optimization during a mission. A more generalized approach for energy management optimization is proposed by [12]. The flight performance module, which will be detailed in Section 3.2.5, selects the thrust table and the energy table with respect to the segment of the mission flown. ππΈπππ is computed in the performance analysis module to determine the electrical power profile required at the EEPD and to determine the energy consumed by integration of the power over time. It is important to emphasize that ππΈπππ represents the power output which needs to be delivered by the EEPD. This electrical power does not take into account yet the efficiency of the elec- trical energy source device itself. The reason is that the efficiency evolution of the electrical energy source device is not known at this stage as it is for instance in the case of battery a function of the power required and the SOC. It depends consequently of the integrated mission computation. The efficiency of the electrical energy source device is computed along the mission profile by the performance analysis module according to the battery model (see Section 3.2.5 and Section 3.2.7). In the following, the computation of the πΉπΉ and the ππΈπππ is exemplified for a parallel, serial and partial parallel hybrid topology respectively. 3.2.4.3.1 Parallel Hybrid System According to the energy management strategies elaborated for the different segments of the mission, the energy table is calculated with re- spect to the power settings ππΏπΆπΈ, ππΏπΈπ and ππΏπΈπΈππ·. For a given flight state (π₯πΌππ΄, π΄ππ‘, π) the thrust is determined according to the propulsive device fan speed ππππ,ππ· as detailed in Section 3.2.3.2. During cruise, the resulting required shaft power, ππhπππ‘, is obtained from the propulsive device performance map as shown in Figure 3.2. Recalling Equation 3.11, if the power of the EEPD considering the electrical power off-take is not limiting, the shaft power required at the combustion engine is determined according to the electric motor power as expressed in Equation 3.17. ππΆπΈ = ππhπππ‘ β ππΏπΈπ Β· ππΈπ,πππ₯ (3.17)PDF Image | Conceptual Design Methods Hybrid-Electric Transport Aircraft
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