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5.4 Parallel Hybrid Clean-Sheet Design 79 0.16 0.155 0.15 0.145 0.14 0.135 0.13 0.125 0.12 0.115 0.11 0.62 0.64 0.66 0.68 0.7 0.72 0.74 0.76 CI = −2 29 59 90 121 kWh/min 70 72 74 76 78 Study Settings: Retrofit Hybrid Aircraft MTOW = 78990 kg Altitude = 35000 ft Fuel Price = 6.0 USD/USG Electric Price = 0.16 USD/kWh MRC MCRC Econ. Mach Mach Number [−] Figure 5.11: Optimum speed sensitivity versus gross-weight according to SAR, COSAR and minimum cost at an altitude of 35000 ft [115] the most economical flight technique results in minimizing the energy cost in other words in maximizing COSAR. With increasing value of CI, 𝑐𝑇𝑖𝑚𝑒 becomes more preponderant. In order to minimize the cost, the optimum economical Mach number increases. The line with a CI of 121 kWh/min represents consequently the lowest block time condition. 5.4 Parallel Hybrid Clean-Sheet Design In view of assessing the sizing implications of fuel-battery propulsion systems on aircraft design and overall aircraft performance as well as of identifying suitable market segments for the application of hybrid-electric narrow-body transport aircraft, a clean-sheet design of a narrow-body transport aircraft employing a fuel-battery parallel propulsion system was investigated by Pornet et al. [126]. Similar to the hybrid-electric propulsion system employed in Section 5.3, the electric motor powered by batteries is mounted in parallel on the low- pressure shaft of the gas-turbine. In the context of the concept investigated, the electric motor is mounted only in one of the gas-turbines. It was found in Section 5.3 that the simultaneous operation of the electric motor has negative consequence on the operational behaviour of the gas-turbine. A noticeable effect was the reduction of the gas-turbine efficiency forced to operate in part-load as shown in Figure 5.3. Modifying the operating line of the turbo- components, surge margins need to be also thoroughly considered during the design of the gas-turbine. In order not to change the design axioms of contemporary gas-turbine and to avoid impairing its efficiency through the utilization of the electric motor, the operational scheme of the hybrid-electric propulsion system was to switch-off the gas-turbine during cruise while the electric motor drives by itself the propulsor. As a result of the sizing and COSAR [nm/USD] Gross Weight [t]PDF Image | Conceptual Design Methods Hybrid-Electric Transport Aircraft
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