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❊❧❡❝tr✐❝ ❉r✐✈❡s ❢♦r Pr♦♣✉❧s✐♦♥ ❙2st❡♠ ♦❢ ❚r❛♥s♣♦rt ❆✐r❝r❛❢t ✺ ✶✵✳✺✼✼✷✴✻✶✺✵✻ weight penalty might consequently outweigh potential benefits. The unique utilization of fuel cells for providing the power requirement for the propulsion of transport aircraft remains consequently challenging [15]. A serial system whose electrical energy providers are batteries solely was dubbed as universally-electric architecture [4]. The clear advantage of utilizing battery in a propulsion system is the efficiency. With values remaining above 90% during a complete mission profile [16] significant improvement in overall propulsion system efficiency can be achieved compared to a conventional system. However, the gravimetric specific energy (the amount of energy content per unit mass) of advanced batteries is expected to remain relatively low, with a factor of about 8 compared to fossil fuel based on a complete system exergy analysis [17]. Consequently, the weight of the battery and its detrimental sizing cascading impacts on the overall aircraft penalizes the efficiency benefit. As a result of all these considerations, serial arrangement combining for instance a turboelectric system with battery and/or fuel cell system are considered [14] to draw the advantages of each of the system and to create system synergies in order to achieve greater system performance to the detriment of a higher system complexity. This is notably the approach undertaken by Airbus with the E-Thrust concept [18], which combines a turboelectric system with batteries. Innovative, synergistic integrated serial systems need to be further investigated at aircraft level in order to assess the full potential of hybrid-electric serial propulsion system. 2.1.2. Parallel system A parallel system is characterized by mechanical nodes that connect the different systems. The most common parallel approach is the installation of an electric motor on the low-pressure shaft of a gas-turbine in order to support the operations of the gas-turbine or even drive by itself the propulsor device during segments of the mission [19–22]. Because of the benefit of utilizing battery on the overall propulsion system efficiency, the electric motor is commonly powered by batteries but the utilization of fuel cells is also conceivable. However, it was found that driving simultaneously the shaft of the gas-turbine by an electric motor influences dramatically the operation of the gas-turbine. The simultaneous operation of the electric motor forced notably the gas-turbine to operate into part-load impairing its efficiency. Moreover, due to the modification of the operating line of the gas-turbine components, the margin to surge might also become critical. Practical engineering solutions need to be envisioned for the integration of the electric motor in the environment of the gas-turbine. Parallel integration of an electric motor on the low-pressure shaft could consequently disrupt contemporary design axioms of gas-turbines. 2.1.3. Distributed parallel system In view of these challenges and motivated by the search for more synergistic integration, an innovative approach to a parallel hybrid-electric propulsion system was proposed by Pornet and Isikveren [23] taking advantage of distributed propulsion technology (see Section 2.2.3). Instead of coupling the electric motor to the shaft of the gas-turbine, the electric motor is coupled directly to the shaft of the propulsor and the combination electric motor and propulsive device (called electric-fan) is integrated on the aircraft as an additional bill-of-material item to the conventional combustion based engines. Concrete aircraft concepts would be a tri-fan aircraft with two fans conventionally powered by gas-turbinesPDF Image | Electric Drives for Propulsion System of Transport Aircraft
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