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80 5 Integrated Performance of Hybrid-Electric Propulsion Systems operational strategy, the 𝐻𝑃𝑢𝑠𝑒 is fixed at a value of 50% during cruise. The other segments are performed conventionally using the two gas-turbines. 5.4.1 Hybrid-Electric Propulsion System Model The conventional powerplant system is equipped with a geared turbofan engine. The engine model was produced according to the methods described in Section 3.2.3.1. Four engines with design thrusts ranging from 15 kN to 35 kN were sized at TOC with maximum climb rating under the conditions ISA, FL 350 and 𝑀 0.78. The design deck implemented to capture the geometrical and weight sensitivity of the engines versus the design thrust and the design fan presssure ratio were represented in Figure 3.6 and Figure 3.7. The thrust characteristics of the geared turbofan were represented in Figure 3.8 for a design thrust of 21 kN and a design FPR of 1.41. The design yielded a 𝑇𝑆𝐹𝐶 of 13.24 g/kN/s for the engine with the highest thrust and 13.30 g/kN/s for the engine with the lowest thrust. The 𝑇𝑆𝐹𝐶 characteristics of the geared turbofan models were represented in Figure 3.9 for cruise condition at ISA+10°C, FL350 and 𝑀0.76 against the thrust setting for each design thrust. 5.4.2 Sizing and Integrated Performance Analysis By sizing the aircraft for interval design ranges between 900 nm and 2100 nm, the sizing effects of integrating the fuel-battery propulsion system are investigated in terms of potential block fuel reduction and change in vehicular efficiency. The influence of the battery technolo- gical level is assessed by varying the 𝑒𝐵𝑎𝑡 between 750 Wh/kg and 1500 Wh/kg. In each of the following figures, the relative change of the metrics is compared to an advanced conventional aircraft suitably projected to a YEIS 2035. The relative change in block fuel is illustrated in Figure 5.12. The use of the electrical system improves the overall propulsion system efficiency of around 30% during cruise thanks to the highly efficient electrical components. In addition, as part of the energy is provided electric- ally during cruise, a significant reduction in fuel consumption can be achieved against the advanced conventional aircraft. When assuming 𝑒𝐵𝑎𝑡 of 1500 Wh/kg, a block fuel reduction of 20% can be reached. However, it can be observed that these large potentials in block fuel reduction can be achieved at design ranges which reflect more of the regional market segment. Assuming a 𝑒𝐵𝑎𝑡 of 1500 Wh/kg, a global minimum at 1100 nm gives rise to a design space between 800 nm and 1800 nm where the block fuel reduction is higher than 15%. To understand this aspect, the Figure 5.13, which illustrates the change in MTOW, needs to be considered. It can be seen that the MTOW of the hybrid-electric aircraft is largely increased compared to the advanced gas-turbine only aircraft. It results from the utiliza- tion of batteries as an energy source, the additional system weight (according to the sizing of the electrical propulsion system components) and the sizing cascading effects. Even in the joint occurrence of reduction in fuel burn and increase in propulsion system efficiency, a large increase in MTOW compared to the advanced gas-turbine aircraft is observed. At a design range of 1100 nm, the MTOW of the hybrid-electric is 25% higher. The increasePDF Image | Conceptual Design Methods Hybrid-Electric Transport Aircraft
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