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❊❧❡❝tr✐❝ ❉r✐✈❡s ❢♦r Pr♦♣✉❧s✐♦♥ ❙2st❡♠ ♦❢ ❚r❛♥s♣♦rt ❆✐r❝r❛❢t ✶✶ ✶✵✳✺✼✼✷✴✻✶✺✵✻ 4. Insights regarding integrated hybrid-electric transport aircraft By reviewing concepts out of the cloud illustrated in Figure 3, insights regarding the integrated prospects of hybrid-electric transport aircraft are presented in this section. The development of algebraic parameters and figure-of-merits to enable the assessment of aircraft utilizing electric drive for the propulsion system are introduced first. The integration implications of the hybrid-electric propulsion system on aircraft overall sizing and performance are then detailed based on three investigated hybrid-electric narrow-body transport aircraft concepts. 4.1. Algebraic descriptors and figure-of-merits The algebraic description of a hybrid-electric propulsion requires the establishment of two parametric descriptors [63, 64]: the Degree of Hybridization for Power (Hp) and the Degree of Hybridization for Energy (He). The parameter Hp describes the amount of electrical power relative to the overall total power. Commonly, the installed power or the useful power (power measured at the propulsor) is quoted. In the analyzes provided in the following, Hp referring to the useful power is denoted with Hpuse. The parameter He is the ratio of electric energy consumed over the total energy and it characterizes the so-called energy split. The quantity He is evaluated along a specified segment or mission. The parameter Heblock refers, for instance, to the block mission. The need for the dual set of parametric descriptors is elucidated by Isikveren et al. [63] considering the following examples: • Conventional kerosene based gas turbine propulsion system are described by a Hp and a He equal to zero. • Pure serial hybrid-electric architecture where only electrical power is provided at the propulsive devices but the energy storage is solely kerosene based. In this case Hp equals 1 and He equals 0. • Universally-electric aircraft where the energy storage is batteries only which is characterized by an Hp of 1 and an He of 1. In addition to the algebraic descriptors characterizing the type of propulsion system, the establishment of figure-of-merits for the assessment of the vehicular efficiency is essential. Related to their instantaneous form, they are used for flight technique optimization to determine optimum altitude-speed technique as a function of the aircraft gross-weight, the aerodynamic efficiency and the overall propulsion system efficiency. The integrated form of the metrics along a given mission enables comparing the efficiency of different vehicles to complete an identical transport task. The traditional figure-of-merit used for vehicular efficiency assessment of fuel-based aircraft is the Specific Air Range (SAR). It characterizes the distance traveled per unit of fuel consumed. Optimizing an aircraft for maximum SAR results in minimizing its fuel consumption. This metric is however limited to aircraft using an energy type characterized by a mass flow. A generalization of the SAR was introduced by Seitz et al. [65] with the Energy Specific Air Range (ESAR) which determines the distance traveled per energy consumed. Maximizing ESAR results in minimizing the energy consumption of the aircraft. Optimizing for instance a universally-electric aircraft with respect to ESAR results in minimizing its electrical energy consumption. To enable the optimization of hybrid-energy transport aircraft for minimum energy cost, the COst SpecificPDF Image | Electric Drives for Propulsion System of Transport Aircraft
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