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5.4 Parallel Hybrid Clean-Sheet Design 83 the cruise energy consumption is 10% less than the advanced gas-turbine aircraft at 1100 nm and 13% less at 900 nm, assuming a 𝑒𝐵𝑎𝑡 of 1500 Wh/kg. However, because take-off and climb (as well as the reserves, including diversion and hold) are still performed using the advanced gas-turbine only, the larger MTOW produces inferior performance in these segments which leads to a neutral block energy consumption. Assuming a value of 1000 Wh/kg, the cruise energy is about neutral at 1100 nm and 8% less at 900 nm, whereas the hybrid concept consumes 9% and 5% more block energy respectively. At a 𝑒𝐵𝑎𝑡 of 750 Wh/kg, the cruise energy is about neutral at 900 nm, but noticeably degraded at 1100 nm. At 1100 nm design range and assuming a 𝑒𝐵𝑎𝑡 of 1500 Wh/kg, the 𝐻𝐸 is 35% during cruise whereas it is 20% when considering the block mission. It is interesting to note that even if the 𝐻𝑃𝑢𝑠𝑒 is 50%, the 𝐻𝐸 cruise is less than 50% due to the lower efficiency chain of the conventional propulsion system compared to the electrical system. Specific energy [Wh/kg] Design range [nm] Relative change in block Fuel [%] Relative change in MTOW [%] Relative change in block ESAR [%] Relative change in block energy [%] Relative change in cruise energy [%] 750 900 1100 -8 -3 42 58 -11 -17 12 21 -1 10 1000 1500 900 1100 -14 -13 30 40 -4 -9 5 9 -8 -1 900 1100 -19 -20 20 25 2 0 -2 0 -13 -10 Table 5.5: Relative change in energy compared to the advanced conventional aircraft [126] The analysis of potential block fuel reduction and change in vehicular efficiency indicate that the regional market segment turns out to be the most suited market for the application of fuel-battery hybrid-electric aircraft. As the regional-type market represents up to 38% (for year 2002) of the cumulative global commercial air transport fuel consumption [127], hybrid system technology could lead to reduction in in-flight emissions if the battery cell technology reaches at least a state of 1000 Wh/kg. When considering environmental impact, it is worth highlighting that by virtue of the fuel burn reduction achieved during cruise by utilizing the hybrid-electric concept, the harmful emissions at high altitudes are strongly reduced. However, these prospects would be more contrasted when analyzing the life-cycle CO2 emissions because the electrical energy production and the life-cycle emissions resulting from the production and the recycling of the electrical components need to be considered. The integration of hybrid-electric propulsion at aircraft level disrupts conventional aircraft design paradigm. First of all, fuel burn reduction can be achieved while the MTOW of the aircraft is increased and secondly a reduction in fuel burn does not mean automatically an improvement in vehicular efficiency. The design points represented in Figure 5.12, Figure 5.13 and Figure 5.14 might be volumet- rically constrained. As the fuselage geometry was kept fixed in this investigation, the cargo volume represents a constraint for the storage of the batteries and for the conventional cargo. The volumetric constraint is indicated for a typical regional cargo volume of 0.14 m3/PAX. In view of improving the volume allocation for housing the batteries, evolution of the fuselagePDF Image | Conceptual Design Methods Hybrid-Electric Transport Aircraft
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