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92 5 Integrated Performance of Hybrid-Electric Propulsion Systems 5.5.2.3 Efficiency Change of the Geared-Turbofan Versus the Degree-of-Hybridization for Useful Power The change in geared-turbofan efficiency against increasing π»ππ’π π is evaluated in this para- graph as published by Pornet and Isikveren [31]. To analyze the influence of the electric fans running at maximal available thrust during cruise on the efficiency of the geared-turbofans, the thrust lapse of the geared-turbofan between the thrust required at TOC and the thrust required at start cruise condition (ISA+10Β°C, FL350, π0.76) is illustrated in Figure 5.19. 100 95 90 85 80 75 70 65 60 55 50 45 40 35 0 10 20 30 40 50 60 Degree of hybridization for power, HpUSE [%] GTF thrust lapse Cr uise/Topβofβclimb Conventional system efficiency start cruise Conventional system efficiency mid cruise Conventional system efficiency end cruise Study Settings: Point performance: topβofβclimb ISA+10Β°C, FL 350, Mach 0.76 Point performance: cruise ISA+10Β°C, FL 350, Mach 0.76 Design range1300 n.mi ebattery = 1.5kWh/kg Figure 5.19: Analysis of the geared-turbofan efficiency variation during cruise (ISA+10Β°C, FL 350, M 0.76) for a design range of 1300 nm. Geared-turbofan cruise throttling [31]. The efficiency of the conventional propulsion system is represented at start, mid-cruise and end-cruise conditions with respect to π»π π’π π. Recalling the π ππΉ πΆ bucket of the geared- turbofans spans between 70% to 100% of the maximum thrust (see Figure 3.9), it can be concluded that for π»ππ’π π values up to 45%, the geared-turbofan still operates well within the πππΉπΆ bucket. As a result the efficiency of the geared-turbofan even at mid-cruise and end-cruise remains almost unchanged. However, for π»π π’π π values above 45%, the thrust lapse increases as the thrust delivered by the electric fans during cruise increases. Consequently, the efficiency of the geared-turbofan is slightly impaired. In Figure 3.9, the πππΉπΆ of the geared-turbofan is reduced by roughly 4% at a thrust setting of 60% of maximum thrust. When computing the change in efficiency of the combustion-based system between, for in- stance, π»ππ’π π of 30% and 60%, a similar value of about -4% is obtained. Moreover, due to the fuel consumed during cruise and the resulting decrease in aircraft mass, the required thrust reduces from the start to the end of the cruise phase. As the result, the thrust lapse incrementally increases at mid-cruise and end-cruise leading to a more pronounced part-load operating geared-turbofan. However, this effect is counter-balanced by a corresponding re- Value in percent [%]PDF Image | Conceptual Design Methods Hybrid-Electric Transport Aircraft
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