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✶✹ ◆❡✇ ❆♣♣❧✐❝❛t✐♦♥s ♦❢ ❊❧❡❝tr✐❝ ❉r✐✈❡s The other segments of the mission are performed conventionally using the two gas-turbines. By comparing the integrating performance of the hybrid-electric transport aircraft sized for interval design ranges between 500 nm (926 km) and 2100 nm (3889 km) against a suitably projected conventional twin-engine narrow-body aircraft, the prospects in terms of block fuel reduction, change in aircraft size and in vehicular efficiency were investigated for different range applications. In addition, the effect of the battery technology level was assessed for gravimetric specific energy at cell-level varying between 750 Wh/kg and 1500 Wh/kg. The analysis of the relative change in block fuel versus the relative change in block ESAR is illustrated in Figure 5. When assuming a battery gravimetric specific energy of 1500 Wh/kg, the highest potential block fuel burn reduction of 20% was achieved at a design range of 1100 nm (2037 km). Block fuel reduction is achieved due to the utilization of the electrical energy and because of the increase in overall propulsion system efficiency resulting from the use of the highly efficient electrical system. An improvement in overall propulsion system efficiency of 30% during cruise was evaluated. At 1100 nm (2037 km), around a neutral change in vehicular efficiency was reached compared to an advanced gas-turbine only reference aircraft. It was observed that for increasing design ranges the potential inblock fuel reduction decreases, however, the vehicular efïnˇ A ̨ciency is signiïnˇ A ̨cantly diminished. In other words, the hybrid-electric transport aircraft requires more energy than the reference aircraft for the same transport task. This trend is explained by the increasing electrical energy demand during cruise, which results in increasing the total battery mass required. The resulting sizing cascade effects, leading to a large increase in MTOW as indicated in Figure 6, are the main cause of the block ESAR reduction. At 1100 nm (2037 km), the MTOW of the hybrid-electric aircraft is increased by 25% compared to an advanced gas-turbine only aircraft. While remaining energy neutral, the block fuel potential reduces for lower design ranges. It is explained by the fact that less electrical energy is used during the reduced portion of the cruise and consequently less block fuel reduction can be achieved. Because of the less pronounced sizing effects and the improvement in overall propulsive efficiency, the total energy consumption remains about neutral. When evaluating hybrid-electric aircraft, it is important to focus not only on fuel burn reduction but to consider also the overall energy consumption. The consumption of electrical energy will affect the operating cost of the hybrid aircraft with respect to the fluctuation of the electric energy price and moreover as the electrical energy might certainly not be produced only through renewable energy sources, its production will impact any carbon life cycle assessments that are undertaken. Identical trends were observed for lower battery technology levels. However, a lower battery gravimetric specific energy results, for the same amount of energy required, in higher battery mass requirement, which considerably amplifies the sizing cascading effects. It leads consequently in a diminution of the potential fuel burn reduction and in a stronger degradation of the vehicular efficiency. Moreover, the design range at which the largest fuel consumption reduction occurs is reduced to 750 nm (1389 km) and to 900 nm (1667 km) at a specific energy of 750 Wh/kg and 1000 Wh/kg respectively. At these points the block fuel reduction is 9% and 14% and the change in block ESAR is -7% and -4% respectively. In these regards, the potential segment application for this concept turns out to be the regional market. In the context of this investigated concept, a battery technology level of at least 1000 Wh/kg should be reached to enable significant emissions reduction. The integration of annexed technologies including for instance aerodynamic tailoring technology and flexible, adaptive structures [3] and the consideration of novel aircraft morphologies could lead to improvement in vehicular efficiency. However, the purpose ofPDF Image | Electric Drives for Propulsion System of Transport Aircraft
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