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74 5 Integrated Performance of Hybrid-Electric Propulsion Systems while still utilizing the electric motor at 100% during cruise and respecting the 20% SOC constraint is to reduce the power of the electrical motor installed. The resulting design axioms for the hybrid-electric propulsion system utilized during climb and cruise are itemized in the following. β’ Due to the reduced electrical energy utilized during cruise, the absolute cruise fuel consumption is higher. As shown in Table 5.3, the cruise fuel consumption is 10% higher in cruise, even if the efficiency of the gas-turbine during cruise is slightly improved as it runs into better part load. This is shown in Figure 5.5 with about 1 percent point efficiency gain during cruise between π»π πΆπππ’ππ π and π»π πΆπππ’ππ π&πππππ. β’ Installing a lower electric motor power results in reducing the electrical system weight which enables the increase of the battery mass installed (if at the same time, the block fuel burn remains constant or is reduced), leading to more electric energy available on board of the aircraft. In this case the block fuel is reduced by -3% as indicated in Table 5.3. β’ The use of electrical energy during climb enables climb fuel burn reduction. Moreover, considering short off-design mission, the relative contribution of the climb in the block mission increases. Reducing fuel consumption during climb on short stage length has consequently a larger impact on the block fuel consumption. The fuel burn savings achieved during climb are -22% as represented in Table 5.3. As a result, the fuel burn saved during the climb overcomes the increase in fuel during cruise resulting finally in a reduction of block fuel consumption. The selection of the electric motor power for minimum fuel burn follows the aforementioned design axioms. With respect to the objective of minimizing the fuel consumption, the optimum system design point is found by installing a total electric motor power of 5100 kW which results in an π»π of 13% and a total battery mass of 8900 kg. A block fuel reduction up to 16% against the reference aircraft is achieved by operating the electric motor during climb and cruise. Segment Taxi-out Take-off Climb Cruise Descent Landing Taxi-in Block Fuel Change 0% 0% -22% 10% 0% 0% 0% -3% Table 5.3: Relative fuel consumption values between π»π πΆπππ’ππ π&πππππ and π»π πΆπππ’ππ π [27] In summary, the sizing of the hybrid-electric propulsion system is the outcome of an interplay between the maximum electric motor power, which determines mainly the weight of the associated electrical system, the control setting of the electric motor, the total mass of the battery required and the potential reduction in fuel consumption. The sizing is constrained by the SOC of the battery and due to the specificity of the retrofit by the MTOW. 5.3.3 Aircraft Mass Breakdown The hybrid retrofit aircraft utilizing the hybridization approach during climb and cruise is compared against the reference conventional aircraft for an off-design mission of 900 nm inPDF Image | Conceptual Design Methods Hybrid-Electric Transport Aircraft
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