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82 5 Integrated Performance of Hybrid-Electric Propulsion Systems of the hybrid-electric propulsion system is strongly counteracted by the increase in aircraft weight particularly for lower battery specific energy and for increasing design range. When assuming a ππ΅ππ‘ of 1000 Wh/kg, the fuel burn is reduced to -13% at 1100 nm and the MTOW is increased by 40% while with a ππ΅ππ‘ of 750 Wh/kg the relative changes are -3% and +58% respectively. In summary, with the use of the electric energy as an additional source of energy and through the achievement of higher propulsion system efficiency, large fuel burn reduction can be achieved. However because of the additional weight of the batteries and of the electrical system components, the MTOW of the aircraft is largely increased. Consequently, the overall energy consumption of the aircraft, which means in this case the consumption of the fuel energy and of the electrical energy might be impaired compared to the advanced conventional aircraft. 5 0 β5 β10 β11% β15 β20 β25 β30 800 1000 1200 1400 1600 1800 2000 2200 2400 2% β4% 0% β9% β17% 0.75kWh/kg 1.0kWh/kg e= battery e= battery e = 1.5kWh/kg battery Cargo vol./ PAX = 0.14m3 Study Settings: EIS 2035 NarrowβBody 180 PAX Hybrid Cruise Design Range [nm] Figure 5.14: Relative change in ESAR for a π»π π’π π of 50% during cruise [126] Figure 5.14 illustrates this important design implication where the relative change in block ESAR is represented on the vertical axis. For most ranges investigated the vehicular efficiency of the hybrid-electric aircraft is degraded compared to the advanced conventional aircraft. In other words, the hybrid-electric aircraft consumes more energy than the advanced gas-turbine aircraft for most of the stage lengths investigated. Only when assuming a ππ΅ππ‘ of 1500 Wh/kg, neutral energy outcomes can be achieved up to 1100 nm. At 1100 nm, the ESAR is 9% lower with a ππ΅ππ‘ of 1000 Wh/kg and 17% less with a ππ΅ππ‘ of 750 Wh/kg. The consideration of the overall energy consumption is important as the electrical energy might not be produced only through renewable energy sources and the production will have an impact on the carbon life cycle assessment. As the electric motor is used during cruise only, it is interesting to analyze in detail the block energy and the cruise energy consumed as illustrated in Table 5.5. When focusing on the cruise energy consumed, even with the increase in aircraft gross-weight, Relative change in block ESAR [%]PDF Image | Conceptual Design Methods Hybrid-Electric Transport Aircraft
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