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5.3 Parallel Hybrid Retrofit Aircraft 71 15 10 5 0 −5 −10 −15 −20 −25 8 7 6 5 4P [MW] 0 100 (P/P ) max EM,cruise Study settings: TOW = MTOW Range = 900 nm P = 38 MW SLSP,total inst. e = 1.5 kWh/kg battery (P/P ) = 0 % max EM,climb 100 (1) 100 40 [%] max EM,total inst. 54 20 (P/Pmax)EM,takeoff = 0 % Contour (1) = SOC [%] Contour (2) = Thermal Efficiency [%] 60 80 (2) 100 HYC cruise 6500 7000 7500 8000 8500 9000 Total installed battery mass [kg] Figure 5.3: Design chart for hybrid-electric propulsion system in cruise [27] not used whereas 100% means that the maximal power of the electric motor installed is used during cruise. The first contour line represents the battery state-of-charge. According to battery technology, the battery must not be discharged below a certain SOC limit commonly set at 20%. This additional constraint in the sizing of hybrid-electric aircraft was highlighted in Section 3.2.7. The design chart is consequently constrained by the 20% SOC limitation. In order to maximize the electrical energy available on board the aircraft, the TOW at 900 nm stage length is set equal to MTOW. Consequently, the total battery mass installed is an outcome of the study. As the MTOW is fixed, the total battery mass results from the trade between the additional electrical system weight which is mainly a function of the maximal power of the electric motor installed and the fuel mass required. Due to the MTOW limitation, an increase in system weight is directly traded by a decrease in the battery mass which can be installed on board of the aircraft. Because of the resulting higher TOW compared to the reference aircraft, it is intuitive that the hybrid-electric retrofit aircraft requires more fuel than the reference aircraft if no electric energy is used as it can be observed at 0% power setting of the electric motor. As no electric energy is used, the battery SOC remains constant at 100%. The very slight change in fuel burn observed when increasing 𝑃𝐸𝑀,𝑚𝑎𝑥 is explained by the influence of the electrical system and battery installation on the centre-of-gravity of the aircraft affecting the lift-to-drag ratio of the aircraft according to the variation in trim drag. By increasing the power setting of the electric motor, more electrical energy is used during cruise, leading to an increase in the potential fuel burn reduction. For an installed electric motor power of 6 MW, it can be observed that the electric motor needs to be used above 40% to achieve a block fuel reduction compared to the reference aircraft. The sizing of the electric motor power is critical in the search for minimum block fuel consumption. Installing Relative change in block fuel [%] 80 80 80 40 60 60 52 54 52 20 50 40 50 20 54 60 48 80 60 40 46PDF Image | Conceptual Design Methods Hybrid-Electric Transport Aircraft
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