Design of Operation Strategies for Hybrid Electric Aircraft

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Design of Operation Strategies for Hybrid Electric Aircraft ( design-operation-strategies-hybrid-electric-aircraft )

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Energies 2018, 11, 217 13 of 26 Figure 5. OAD parameters in case of Battery 2 (0.65 kWh/kg, 1 kW/kg): MTOW in kg for (a) Hybrid electric aircrafts (HP from 0.1 to 0.9); (b) all degrees of hybridization (exemplary λBat); (c) Wing span in m. 4.1.3. Impact on Figures of Merit The battery weight and the MTOW affect the figures of merit. The fuel burn, which is directly proportional to the tank-to-wheel CO2 emissions and the cost competiveness are investigated in Figure 6a. The heat map represents the fuel burn and the contour lines show the DOC per flight. The fuel burn decreases with higher HP and higher strategy parameters, when the battery is sized to substitute maximum fuel energy. In the FEA case, no emissions are polluted during flight. No major fuel burn reductions are achievable for λBat < 0.4 and HP < 0.8, when the battery is not fully exploited and additional fuel has to be carried on board. The DOC per flight contour lines are characterized with a similar pattern comparable with the heat map of the MTOW (Figure 5a). An optimal battery strategy can be determined for every HP of the HEA configurations to minimize the costs (exemplary highlighted as red dots in Figure 6a). Operational costs increase with a higher hybridization. RTP-0.1-0.25 is the only HEA configuration that causes no DOC increase and a fuel burn reduction of 8%. The FEA causes 48% higher expenditures per flight (+1854 EUR). Whereas 30% fuel burn reduction cause a DOC growth of 5% for RTP-0.45-0.35. RTP-0.75-0.35 leads to emission savings of 48%, but a cost increase of 10%. The results underline that for HEA the most fuel efficient and cost competitive configurations correlate with the exploitation of the battery. Hence, an operation strategy as maximum power peak shaving does not lead to the best result.

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