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5.5 Partial Parallel Hybrid Clean-Sheet Design 91 ance calculation is evaluated in Figure 5.18 at the beginning of the cruise segment. 100 90 80 70 60 50 40 30 20 10 0 −10 −20 Change in L/D Change in gross−weight Change in propulsion system efficiency Change in ESAR Study Settings: Point performance: start cruise ISA+10°C, FL 350, Mach 0.76 Design range1300 n.mi e = 1.5kWh/kg battery 0 10 20 30 40 50 60 Degree of hybridization for power, Hp [%] USE Figure 5.18: Point performance analysis at cruise start (ISA+10°C, FL 350, M 0.76) for a design range of 1300 nm. Geared-turbofan cruise throttling [31]. The change in propulsion system efficiency, in aerodynamic efficiency and in aircraft weight, which determine the change in vehicular efficiency are represented. The change in propulsion system efficiency with growing 𝐻𝑃𝑢𝑠𝑒, resulting from the increasing use of the highly efficient electrical system, produces a change above 30% for 𝐻𝑃𝑢𝑠𝑒 larger than 40%. At very low 𝐻𝑃𝑢𝑠𝑒, the change in aerodynamic efficiency measured by the change in lift-to-drag ratio is about neutral compared to the twin-engine aircraft. The reduction in geared-turbofan size and the benefit resulting from Reynolds number effect due to the increasing size of the air- craft compensate the additional wetted area coming from the installation of the electrical fans. Sized for a constant wing-loading, as the wing area is increased for a given fuselage- wetted area, the hybrid-electric aircraft becomes aerodynamically more efficient [13]. This explains the aerodynamic improvement at larger 𝐻𝑃𝑢𝑠𝑒. These benefits resulting from the integration of the hybrid-electric propulsion system at aircraft level are however counteracted by the large increase in aircraft weight. The installation of the additional electrical system and the batteries result in change in aircraft weight above 40% for high value of 𝐻𝑃𝑢𝑠𝑒. As a consequence of this intermingling between the system, structural and aerodynamic efficiency, the cruise point ESAR remains about neutral up to an 𝐻𝑃𝑢𝑠𝑒 of 25%. Above this value, the non-linearity in weight change negates the potential benefits of the hybrid-electric propulsion system, reaching degradation above 5% for 𝐻𝑃𝑢𝑠𝑒 higher than 40%. It is worthwhile to note that ESAR represented in Figure 5.18 is the outcome of a point calculation in contrast to the block ESAR presented in Figure 5.16 which is an integrated value. Relative change [%]PDF Image | Conceptual Design Methods Hybrid-Electric Transport Aircraft
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