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✶✻ ◆❡✇ ❆♣♣❧✐❝❛t✐♦♥s ♦❢ ❊❧❡❝tr✐❝ ❉r✐✈❡s The analysis of this clean sheet design reveals shifts in aircraft design paradigm due to the nature of the hybrid-electric propulsion system as fuel burn reduction can be achieved while the MTOW of the aircraft is increased and moreover fuel burn reduction does not mean automatically an improvement in vehicular efficiency. While this investigation was aimed to get first insights into the sizing impact of hybrid-electric propulsion system at aircraft level, the full benefit of hybrid-electric technology will be reached through holistic integration of the propulsion system at aircraft level. As defended by Moore and Fredericks [54], the full potential of hybrid-electric aircraft will be demonstrated only once the synergistic benefits from the integration of the hybrid-electric propulsion system at aircraft level are fully understood. In this regard, an innovative hybrid-electric approach is proposed in the next section with the assessment of a distributed hybrid-electric clean sheet design. 4.4. Distributed hybrid-electric clean sheet design Motivated by the search for higher synergies in the integration of the hybrid-electric propulsion system at aircraft level and by the interest of investigating the influence of increasing Hp on overall aircraft sizing, integrated performance and flight technique optimality, a hybrid-electric narrow-body transport aircraft employing a quad-fan arrangement was investigated by Pornet and Isikveren [23]. Featuring two conventional Geared-TurboFans (GTF) and two Electric Fans (EF), this rudimentary form of distributed propulsion offers numerous advantages compared to previously investigated hybrid-electric architecture and potentials for further evolution as enumerated in Section 2.1. Due to the greater mean time between failure of electric motor compared to gas-turbine, the electric fans are positioned on the outboard to reduce the one engine inoperative implications on performance and sizing. The sizing strategy of the hybrid-electric propulsion system was analyzed as a function of Hpuse [23]. The operational strategy selected was to operate the EFs at maximum thrust during the mission segments. Operational phases covering taxi-in/out, descent, landing and hold are performed only with the GTFs. The GTFs are throttled back during cruise to adjust to the instantaneous thrust requirement. This operation was assessed to be suitable up to an Hpuse of 45%. Above this value, the efficiency of the gas-turbine in cruise is impaired because of part-load operation resulting from the GTF thrust throttling. By sizing the aircraft for interval design ranges between 900 nm (1667 km) and 2100 nm (3889 km) and for increasing Hpuse, the prospects were investigated in terms of potential fuel burn reduction (Figure 7), change in vehicular efficiency (Figure 9) and change in aircraft size (Figure 11). The integrated performance are contrasted against an advanced twin-engine transport aircraft. As indicated in Figure 7, by increasing Hpuse, a large reduction in block fuel can be achieved due to the greater utilization of electrical energy and the improvement in overall propulsion system efficiency. Due to the utilization of batteries and because of the electrical system weight, growing Hpuse leads to large increase in aircraft weight as illustrated in Figure 11. This effect comes at the detriment of the vehicular efficiency which reduces with increasing Hpuse as indicated in Figure 9. The amplification of the sizing cascading effects, linked to the higher electrical energy requirement, explains the degradation of the integrated performance at higher design ranges. From this analysis it can be concluded that the regional market segment is the most suited segment for the application of this hybrid-electric quad-fan transport aircraft with design range between 900 nm (1667 km) to 1300 nm (2408 km). The volumetric constraint for the housing of the investigated batteryPDF Image | Electric Drives for Propulsion System of Transport Aircraft
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