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❊❧❡❝tr✐❝ ❉r✐✈❡s ❢♦r Pr♦♣✉❧s✐♦♥ ❙2st❡♠ ♦❢ ❚r❛♥s♣♦rt ❆✐r❝r❛❢t ✶✼ ✶✵✳✺✼✼✷✴✻✶✺✵✻ Figure 7. Relative change in block fuel versus block degree-of-hybridization for energy Heblock. Geared-turbofan cruise throttling [23] indicates that the cross-section of the narrow-fuselage might limit the design space. With respect to a cargo volumetric constraint of 0.14 m3 per PAX, a standard volume allocation for regional aircraft, it was found that assuming a gravimetric specific energy of 1500 Wh/kg at cell-level, a block fuel reduction of 15% could be achieved at a design range of 1300 nm (2408 km) and an Hpuse of 30% while the vehicular efficiency is degraded by 6%. To gain insights into the sensitivity with regards to battery technology, integrated performance was investigated for a battery specific energy of 1000 Wh/kg [23]. As indicated in Section 4.3, sizing effects are considerably amplified for lower battery specific energies due to the higher battery mass required for a given energy demand. It results in a diminution of the potential block fuel reduction and a stronger degradation of the vehicular efficiency. The increase in energy demand with growing design range leads to more pronounced degradation of the integrated performance at greater stage lengths. Assuming a gravimetric specific energy of 1000 Wh/kg, no significant block fuel reduction was achieved for design range above 1300 nm (2408 km), whereas, correspondingly for a specific energy of 1500 Wh/kg it is above a design range of 1900 nm (3519 km). In the outlook proposed in [23], the analysis of a different operational strategy of the hybrid-electric propulsion system was highlighted. The strategy which consists of throttling the EFs during cruise while the GTFs are operated closed to their peak efficiency is investigated in this section. The comparison of the implication of the different strategies is based on the degree-of-hybridization for block energy Heblock. As this integrated metric includes the overall efficiency chain of the propulsion system and characterizes the integrated block value of the energy split, it is of particular relevance in order to compare the two different operational strategies during cruise. The integrated performance is compared to the identical advanced twin-engine narrow-body aircraft. The potential block fuel reduction, the change in vehicular efficiency and the change in aircraft weight are indicated in Figures 8, 10 and 12 respectively. 10 5 0 −5 −10 −15 −20 −25 −30 −35 −40 −45 0 10 20 30 40 50 Degree of hybridization for block energy He [%] block Cargo volume/PAX = 0.14m3 2100 Design Range [nm] 10 15 20 1900 25 30 35 Hpuse [%] 40 1700 45 1 500 Study settings: e = 1.5kWh/kg battery GTF cruise throttling 50 1300 1100 900 55 Relative change in block fuel [%]PDF Image | Electric Drives for Propulsion System of Transport Aircraft
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