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❊❧❡❝tr✐❝ ❉r✐✈❡s ❢♦r Pr♦♣✉❧s✐♦♥ ❙2st❡♠ ♦❢ ❚r❛♥s♣♦rt ❆✐r❝r❛❢t ✶✺ ✶✵✳✺✼✼✷✴✻✶✺✵✻ Figure 5. Relative change in block fuel and in block ESAR for a Hpuse of 50% in cruise [22] Figure 6. Relative change in MTOW for a Hpuse of 50% in cruise [22] this study was to capture a true potential resulting from the integration of hybrid-electric propulsion system compared to gas-turbine only aircraft. Another aspect investigated in this study is the volumetric constraint for the housing of the battery within the cargo of the fuselage. According to an assumed density of 1000 kg/m3 including the volume of the battery, of the thermal management and of the housing, the provision of a standard cargo volume per PAX for regional aircraft of 0.14 m3 is indicated by a triangle in the Figures 5 and 6. For instance, assuming a battery specific energy of 1000 Wh/kg, the concept is volumetrically constrained for design ranges above 1100 nm (2037 km). Possible evolution of the fuselage geometry, with minor-to-modest aerodynamic and mass penalties, towards double-bubble cross-section could be conceived to free up the design space from this volumetric limitation. 0 −5 −10 −15 −20 −25 −20 −15 −10 −5 0 5 Relative change in block ESAR [%] 2100 1900 e = 1.0kWh/kg battery e = 1.5kWh/kg battery Cargo vol./ PAX = 0.14m3 1700 Study Settings: Narrow−Body 180 PAX Hybrid Cruise Hp =50% use 500 700 900 e = 0.75kWh/kg battery 1500 1300 Design Range 1100 [nm] 90 80 70 60 50 40 30 20 10 0 500 700 900 1100 1300 1500 1700 1900 2100 42% 30% 20% 58% 40% 25% Study Settings: Narrow−Body 180 PAX Hybrid Cruise Hp =50% = 0.75kWh/kg e battery e = 1.0kWh/kg battery e = 1.5kWh/kg battery Cargo vol./ PAX = 0.14m3 use Design Range [nm] Relative change in MTOW [%] Relative change in block fuel [%]PDF Image | Electric Drives for Propulsion System of Transport Aircraft
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