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✶✽ ◆❡✇ ❆♣♣❧✐❝❛t✐♦♥s ♦❢ ❊❧❡❝tr✐❝ ❉r✐✈❡s 10 5 0 −5 2100 −10 −15 −20 −25 −30 −35 −40 −45 Cargo volume/PAX = 0.14m3 15 20 25 30 Hp [%] use Study settings: e = 1.5kWh/kg battery Electric fan cruise throttling 35 40 45 50 55 1300 1100 900 1900 Design Range [nm] 1700 1 500 0 10 20 30 40 50 Degree of hybridization for block energy He [%] block Figure 8. Relative change in block fuel versus block degree-of-hybridization for energy Heblock. Electric fan cruise throttling Figure 9. Relative change in block ESAR versus block degree-of-hybridization for energy Heblock. Geared-turbofan cruise throttling [23] Interestingly, for a given Heblock the benefit in terms of block fuel reduction achieved are about identical for both strategies (see Figure 7 and Figure 8). However, it is highlighted that for an identical Heblock the level of Hpuse is larger in the case of throttling the EF during cruise. It means basically that for achieving the same block energy split, a larger electric motor power needs to be installed. This trend is understandable as less electrical energy is consumed during cruise when the EF is throttled back, compared to the first strategy for an identical Hpuse. In order to achieve the same Heblock, a larger electric motor needs consequently to be installed to achieve the same block energy split for an identical block mission. This is the reason which explains the more “compact” carpet plots obtained when selecting the strategy of throttling the EF during cruise. Indeed, for the same variation of Hpuse less electrical energy is utilized during cruise resulting in lower value of Heblock. 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 10152025 30 35 40 Study settings: e = 1.5kWh/kg battery GTF cruise throttling Hp [%] use 45 50 21 00 55 900 1100 15 1700 1900 Design Range [nm] 1300 00 Relative change in block ESAR [%] Relative change in block fuel [%]PDF Image | Electric Drives for Propulsion System of Transport Aircraft
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