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5.3 Parallel Hybrid Retrofit Aircraft 73 study at 1500 Wh/kg at cell-level. A sensitivity study related to the ππ΅ππ‘ is presented in Figure 5.4. In this study, the total battery mass installed is a design variable and the electric motor installed is used at 100% of its maximal power installed during cruise. In Figure 5.4, the aircraft concepts are sized according to a 20% SOC constraint. The block fuel reduction is measured against the reference aircraft performing an off-design mission of 900 nm. As indicated by Figure 5.4, the block fuel reduction is the highest when the MTOW condition is reached. This confirms the previous assumption made that the highest fuel burn reduction is achieved when maximizing the available electric energy on board of the aircraft as in Figure 5.3 drawn at MTOW constraint. Figure 5.4 shows that by decreasing the ππ΅ππ‘ from 1500 Wh/kg to 1000 Wh/kg, the potential fuel saving is reduced by around 50%. In the above analysis, the electric motor was used during cruise only while the takeoff and the climb segments were still performed with the conventional gas-turbine only. The benefits of utilizing the electric motor during climb and cruise is now examined in Figure 5.5. 0 β5 β10 β15 β20 β25 8000 8200 8400 8600 8800 9000 9200 Study settings: TOW = MTOW Range = 900 nm P = 38 MW SLSP,total inst. ebattery = 1.5 kWh/kg (P/P ) = 100 % max EM,cruise (P/P ) = 0 % max EM,takeoff Contour (1) = SOC [%] Contour (2) = Thermal Efficiency [%] 5.5 6.0 6.5 0 P [MW] 3.0 max EM,total inst. 3.5 HYC cruise (2) 20 40 HYC cruise&climb (P/P max EM,climb ) 4.5 (1) 60 [%] 80 5.0 4.0 100 Total installed battery mass [kg] Figure 5.5: Design chart hybrid-electric propulsion system in climb and cruise [27] In this assessment, the electric motor is used at 100% of its maximum power during cruise while the electric motor power is varied during climb from 0% to 100%. The optimum electric motor installation in view of minimizing the fuel consumption is investigated by varying the maximal electric motor power installed ππΈπ,πππ₯. The analysis of Figure 5.5 shows that the impact of using the electrical motor during the climb results to an additional -3% point at the optimum case denoted by the abbreviation βπ»π πΆπππ’ππ π&πππππβ. With respect to the SOC constraint, the electrical energy available is consumed completely along the 20% SOC line. As investigated previously in Figure 5.3, if no electric power is used during climb, the optimal design point is found with the installation of a 6000 kW total electric motor power which translates in an π»π of 16% and a battery system mass of 8400 kg. Limited by the MTOW constraint, the only way to use additional electrical energy during the climb, Relative change in block fuel [%] 20 51 52 53 50 20PDF Image | Conceptual Design Methods Hybrid-Electric Transport Aircraft
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