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5.5 Partial Parallel Hybrid Clean-Sheet Design 103 As the study is conducted on a point performance analysis, the efficiency of the battery is as- sumed constant at the point calculation. As a result, the change in overall propulsion system efficiency with speed-altitude becomes less pronounced when 𝐻𝑃 𝑢𝑠𝑒 increases. Consequently, ESAR optimality is mainly driven by the sensitivity of the aerodynamic polar characteristics of the aircraft governed by speed and altitude. These characteristics tend notably to slow the optimum speed of the aircraft and to lower the flight altitude as detailed in [31]. How- ever, when considering the long-range cruise flight technique determined by the 99% ESAR condition, only a slight reduction in terms of optimum speed is observed while the optimum altitude is not changed compared to the reference aircraft. Moreover, it can be observed that the Mach margin between maximum ESAR and 99% ESAR becomes greater with in- creasing 𝐻𝑃𝑢𝑠𝑒. The LERC altitude-speed technique of the hybrid-electric aircraft results in M0.72/FL350 for 𝐻𝑃𝑢𝑠𝑒 of 25%, M0.72/FL350 for 𝐻𝑃𝑢𝑠𝑒 of 30%, and, 𝑀0.71/FL350 for 𝐻𝑃 𝑢𝑠𝑒 of 40% compared to the LERC at M0.73/FL350 for the reference aircraft. In conclu- sion the flight technique optimization of hybrid-electric aircraft will not be strongly affected by the level of 𝐻𝑃𝑢𝑠𝑒. Commercial transport network routes will not be disrupted by the integration of hybrid-electric aircraft within current turbofan airliners fleet. 0.19 0.185 0.18 0.175 0.17 0.165 0.16 0.155 0.15 0.145 0.56 0.58 0.6 0.62 0.64 0.66 0.68 0.7 0.72 0.74 0.76 0.78 0.8 Mach Number [−] 51 52 53 54 55 56 57 58 Reference Aircraft Design range 1300 n.mi Study Settings: 59 60 Fuel Price = 6.0 USD/USG Altitude = 35000 ft MCRC LRC Figure 5.30: COSAR speed sensitivity of the reference aircraft versus gross-weight variation at 1300 nm, FL 350 and a specific fuel price of 6.00 USD/USG [31] To gain more insights into the implications of the hybrid-electric propulsion system on flight technique optimization, the speed sensitivities based on the COSAR metric are represented at FL350 versus a variation in gross-weight and in Mach number. Like in Section 5.3.4 the fuel price is set at a constant 6.00 USD/USG, whereas the electricity price is varied assuming 0.07 USD/kWh and 0.16 USD/kWh. In Figure 5.30, the variation of the optimum speeds MCRC and LRC of the reference aircraft are represented against variation in gross-weight and Mach number. The optimum speeds MRC, MCRC, MERC and LRC are indicated in Figure 5.31 for the assessment of the optimum flight techniques of the hybrid-electric air- COSAR [nm/USD] Gross Weight [t]PDF Image | Conceptual Design Methods Hybrid-Electric Transport Aircraft
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