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✷✵ ◆❡✇ ❆♣♣❧✐❝❛t✐♦♥s ♦❢ ❊❧❡❝tr✐❝ ❉r✐✈❡s 130 120 110 100 90 80 70 60 50 40 30 20 10 0 0 10 20 30 40 50 Degree of hybridization for block energy He [%] block Study sett Cargo volume/PAX = 0.14m3 e = 1.5kWh/kg battery 15 ings: Electric fan cruise throttling 20 25 30 35 40 Hpuse 45 2100 1900 1700 Design Range [nm] 900 55 50 [%] 1500 1300 1100 Figure 12. Relative change in MTOW versus block degree-of-hybridization for energy Heblock. Electric fan cruise throttling design ranges with increasing levels of Hpuse is attributable to sizing cascade effects resulting from the higher electric energy requirement which leads to large increase in aircraft mass (see Figure 12). However, it must be noted that for a given Heblock the difference in delta block ESAR is small when comparing the different strategies. It is important to highlight at this point that in the current implemented electrical system model, the efficiency of the electrical components, with the exception of the battery, is assumed invariant with respect to the operational conditions and operating time. This assumption is made under the premise of an appropriate thermal management of the electric components and a thoughtful layout of the propulsion architecture. The efficiency of the electrical propulsion system chain in the model depends consequently only on the variation of the battery efficiency with respect to its discharge characteristic and upon the ducted-fan efficiency according to the flight state and the power setting. Moreover, in the current model the speciïnˇ A ̨c weight of the electrical components wereconsidered independent of any scale effect. With the availability of more detailed electrical system models, the dependance of the electrical components efficiency with respect to the altitude-temperature envelope and power load conditions as well as possible variations of the specific weight with scaling effects would be considered. The impact of the hybrid-electric propulsion on aircraft size according to the EF cruise throttling strategy is illustrated by the change in MTOW versus the change in Heblock in Figure 12. Similar trends in MTOW change between the different strategies with respect to increase in design range and growing Hpuse were identified. For an identical Heblock, similar values in relative change in MTOW were observed. In summary, a similar level of reduction in block fuel can be achieved when selecting the throttling of the EFs during cruise. This second operational strategy results in similar change in block fuel and block ESAR as well as in MTOW for an identical Heblock. However, to reach the same potential in block fuel reduction, a higher level of Hpuse (in other words a higher useful electric power relative to the total useful power) needs to be achieved. This translates into the installation of a larger electric motor power. This system implication is rooted in Relative change in MTOW [%]PDF Image | Electric Drives for Propulsion System of Transport Aircraft
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