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88 5 Integrated Performance of Hybrid-Electric Propulsion Systems 5.5.1.3 Electrical System Architecture The layout of the electrical propulsion system and the component technological level assumed are described in Section 5.2.1. The all-electric subsystem power architecture equipping this aircraft concept is identical to all the aircraft concepts presented in this chapter and is detailed in Section 5.2.2. 5.5.2 Geared Turbofan Cruise Throttling The operational strategy examined in this section is characterized by throttling the geared turbofans during cruise to adjust to the instantaneous thrust requirement while the electric fans provide their maximal available thrust. During the other segments of the mission where the electrical fans are employed, the maximal thrust available is delivered. The maximal thrust provided by the electric fans is a function of the sizing and thrust lapse characteristics of the ducted fan and of the maximum power of the electric motor installed. The difference in thrust requirement between TOC and cruise as well as the reduction in aircraft gross weight result in a necessity to throttle back the geared turbofans during cruise. The amount of thrust to be reduced is determined by the maximal thrust delivered by the electric fans, the sizing of the geared turbofans and the thrust required during cruise. Due to the throttling of the geared turbofans during cruise, the geared turbofan can be subjected to lower part load operating conditions. However, according to the sizing procedure of the geared turbofans and the electric fans at TOC as indicated in Section 3.2.6, the amount of thrust required by the geared turbofans during cruise remains mainly within the 𝑇𝑆𝐹𝐶 bucket of the geared turbofan presented in Figure 3.9. This efficiency change of the geared turbofan is discussed in Section 5.5.2.3. According to the selected operation of the electric fans, the increase in 𝐻𝑃 𝑢𝑠𝑒 is limited in this model to a value that would result in a shut-down of the geared turbofans during cruise due to fact that the electric fans would deliver the required thrust. In this assessment, a maximal 𝐻𝑃𝑢𝑠𝑒 value was set at 60% because above this 𝐻𝑃𝑢𝑠𝑒 threshold the design thrust of the geared turbofan would violate the validity of the implemented models. Moreover, it was judged that the selected geared turbofan architecture would not be relevant anymore. 5.5.2.1 Integrated Performance Change Versus the Degree-of-Hybridization for Energy The integrated performance change of the hybrid-electric aircraft concept according to a geared turbofan cruise throttling strategy was investigated by Pornet and Isikveren [31]. Sizing the aircraft for interval design ranges between 900 nm and 2100 nm and for increasing degree-of-hybridization for useful power 𝐻𝑃𝑢𝑠𝑒, the prospects were investigated in terms of potential fuel burn reduction (see Figure 5.15), change in vehicular efficiency (see Figure 5.16) and change in aircraft weight (see Figure 5.17). The relative change is measured against an under-wing podded twin-engine transport aircraft projected for YEIS 2035 sized for the respective design ranges. The design point selected for a benchmark analysis against thePDF Image | Conceptual Design Methods Hybrid-Electric Transport Aircraft
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