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72 5 Integrated Performance of Hybrid-Electric Propulsion Systems a too small electric motor limits the potential use of the electric energy during cruise which results in lower fuel burn reduction benefit. The fuel burn potential reduction increases when increasing the installed electric motor power as more electrical energy is utilized during cruise. However, the increase in the maximal power of the electric motor installed becomes then limited by the 20% SOC constraint. The design axiom for minimum fuel-burn is consequently to select the electric motor which is utilized at its maximal power during cruise, as indicated by the power setting of 100% and which consumes the entire available electric energy of the batteries installed with respect to the 20% SOC constraint. For the hybrid-electric retrofit concept investigated, the optimal system sizing, indicated in the graphic with the notation βπ»π πΆπππ’ππ πβ, led to a total electrical motor power installed of 6MW and a total battery mass installed of 8400 kg. With this design, a fuel burn reduction of 13% is achieved compared to the reference aircraft along the 900 nm off-design mission stage length. Due to the concurrent utilization of the electric motor, the operations of the turboshaft are impacted during cruise. As mentioned previously the turboshafts are not resized in this hybridization scheme. The additional power provided by the electric motor leads the turboshaft to run into part-power during cruise. The thermal efficiency of the turboshaft is consequently impacted by the electric motor operation. Illustrated in Figure 5.3 with the second contour line, the degradation of the thermal efficiency of the turboshaft becomes larger with increasing electric motor power setting and with increasing installed electric motor power. An efficiency degradation of about 4 percent point is noticed along the 20% SOC constraint compared to the case without the electric motor. This degradation penalizes the fuel burn consumption. 0 β5 β10 β15 Reference Aircraft 1kWh/kg 1.5kWh/kg Study settings: Range = 900 nm SLSP = 38 MW total inst. (P/P ) max EM,cruise (P/P ) max EM,climb = 100 % = 0 % (P/P ) max EM,takeoff SOC = 20 % = 0 % 0.88 0.9 0.92 0.94 0.96 0.98 1 TOW/MTOW [β] Figure 5.4: Sensitivity study against battery specific energy [27] The fuel burn reduction potential indicated depends strongly on the ππ΅ππ‘ assumed in this Relative change in block fuel [%]PDF Image | Conceptual Design Methods Hybrid-Electric Transport Aircraft
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