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107 aircraft mass due to the additional electrical system and the utilization of batteries. Only at a design range of 1100 nm and assuming a battery technology of 1500 Wh/kg, a neutral energy outcome was reached. For higher design ranges or lower battery technology state, the vehicular efficiency was impaired due to the amplified sizing effects. Moreover, the volumetric constraint of the fuselage for the installation of the batteries was found to be a limitation in order to provide similar baggage volume standard in the cargo compartment to contemporary regional aircraft. Motivated by the analysis of the influence of increasing 𝐻𝑃 𝑢𝑠𝑒 on overall aircraft design, the integrated performance of a partial parallel hybrid-electric system was assessed. Benefiting from the capability offered by aircraft vehicle to distribute the thrust, a quad-fan arrangement composed of two geared-turbofans and two electric fans was investigated on a narrow-body transport aircraft. Because the electric propulsion system is completely decoupled from the conventional propulsion system, it allows for free variation of the degree-of-hybridization for power. A first operational strategy selected was to run the electric fan at its maximum thrust available during the mission while the geared-turbofan is throttle back during cruise. This strategy was found to be pertinent up to a degree-of-hybridization for power of around 45%. Above this value, the efficiency of the gas-turbine starts to be impaired because of stronger part-load operations. The performance assessment indicated that for increasing degree-of- hybridization for power, the block reduction potential increases however at the detriment of the vehicular efficiency. This is the result of the mass impact of the battery and the electrical system. The potential in block reduction decreases however for higher design ranges and lower battery technological state. Assuming a gravimetric specific energy of 1500 Wh/kg at cell-level and for design ranges below 1300 nm, block fuel reductions beyond 30% could be achieved at degree-of-hybridization for power of 50% while the block ESAR reduces to values between -5% and -15%. Between 1300 nm and 1700 nm, the reduction in block fuel achievable is between -20% and -30%. The degradation in block ESAR becomes, however, significant with values between -20% and -30%. For design ranges above 2100 nm, no potential block fuel reduction could be reached. In the context of this hybrid-electric quad-fans concept, a second operational scheme was analysed by throttling the electric motors during cruise while the geared-turbofans run close to their peak efficiency. The main implication of this different operational strategy is on the sizing of the electrical system. As a result of the throttling of the electric motors during cruise less electrical energy is utilized. Consequently in order to reach an identical degree- of-hybridization for energy (𝐻𝐸) as with the previous strategy, an higher 𝐻𝑃 needs to be achieved. This translates basically into the installation of a higher electrical motor power. At the same level of 𝐻𝐸, however, similar changes in terms of block fuel reduction, vehicular efficiency and MTOW were evaluated. The operational strategy of throttling the electric fans during cruise is interesting when designing hybrid-electric aircraft concepts for large values of 𝐻𝑃𝑢𝑠𝑒 as it avoids the efficiency degradation of the geared-turbofans. Beyond the sizing and integrated performance analysis, the flight techniques of the hybrid- electric quad-fans concept were analysed considering the geared-turbofan throttling strategy during cruise. Increasing 𝐻𝑃 𝑢𝑠𝑒 was found to have a tendency to reduce the optimum speed.PDF Image | Conceptual Design Methods Hybrid-Electric Transport Aircraft
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