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5.5 Partial Parallel Hybrid Clean-Sheet Design 101 Figure 5.25 illustrates the change in MTOW versus the change in π»πΈπππππ for the electric fans cruise throttling strategy. The increasing change in MTOW with growing design ranges and raising level of π»ππ’π π is clearly noticeable. For identical π»πΈπππππ, similar values in MTOW change are observable when comparing the different energy management strategies. At an π»ππ’π π of 30% and a design range of 1300 nm, a 24% MTOW change is observed compared to the 28% quoted for the hybrid-electric aircraft benchmarked in Section 5.5.2.6. For the same level of π»πΈπππππ of 21% reached with an π»ππ’π π of 35%, an identical change in MTOW is observed. In view of the outcomes, the operational strategy of throttling the electric fans during cruise is interesting when designing hybrid-electric aircraft concepts for large values of π»ππ’π π. The geared turbofan throttling strategy remains suitable for low-to-moderate values of π»ππ’π π as the shape of the πππΉπΆ bucket enables variation in thrust while the efficiency of the geared turbofan remains close to optimum. 5.5.4 Optimum Flight Technique The influence of π»ππ’π π on flight technique optimality together with the implications to op- erational procedures are investigated in the context of the hybrid-electric quad-fan concept according to the geared turbofan cruise throttling strategy. The assessment of the optimum flight techniques of the hybrid-electric quad-fan aircraft concept was published in [31]. The ESAR change is analysed versus the altitude-speed sensitivity for an aircraft sized at a design range of 1300 nm, a typical TOC gross-weight scenario of 98% MTOW. The ESAR sensitivity of the hybrid-electric quad-fan aircraft is evaluated against increasing value of π»ππ’π π. The altitude-speed sensitivity of the reference aircraft is illustrated in Figure 5.26. As the reference aircraft is kerosene based only, using SAR or COSAR would lead to the identification of the same flight techniques optimum as when utilizing ESAR. The sensitivity in terms of ESAR for the hybrid-electric aircraft is illustrated in Figure 5.27, Figure 5.28 and Figure 5.29 for a π»ππ’π π of 25%, 30% and 40% respectively. The analysis of the speed and altitude evolution for maximum ESAR indicates that the optimum flight technique tends towards lower speed and lower altitude with increasing π»π π’π π compared to the reference aircraft. At an π»π π’π π of 25%, the maximum ESAR is found to be π0.70/FL345. At an π»ππ’π π of 30% the optimum is at π0.69/FL335. At an π»ππ’π π of 40% the ESAR optimum occurs at π0.67/FL310. A similar trend was already identified when comparing the flight technique optimality of an universally-electric aircraft concept [10] against a projected gas-turbine only aircraft [104]. The change in altitude-speed optimality depends on the evolution of the overall propulsion system efficiency and of the aerodynamic efficiency characteristics with speed and altitude. For increasing π»ππ’π π, the flight technique optimality of the hybrid-electric aircraft is driven more importantly by the characteristics of the electric fans as they produce a larger pro- portion of the thrust. The change in electrical propulsion system efficiency depends only on the change of the propulsor efficiency of the ducted-fans with altitude-speed variation. The electrical components are assumed to be suitably thermally managed resulting in a constant efficiency with altitude and speed. Except for the battery, the additional assumption was made that the efficiency of the components remains independent of the operating condition.PDF Image | Conceptual Design Methods Hybrid-Electric Transport Aircraft
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