An integrated engine cycle design methodology and mission assessment for parallel hybrid electric propulsion architectures are presented in this paper. The aircraft case study considered is inspired by Fokker 100, boosted by an electric motor on the low-pressure shaft of the gas turbine. The fuel burn benefits arising from boosting the low-pressure shaft are discussed for two different baseline engine technologies. A three-point engine cycle design method is developed to redesign the engine cycle according to the degree of hybridization. The integrated cycle design and power management optimization method is employed to identify potential fuel burn benefits from hybridization for multiple mission ranges. Genetic algorithm-based optimizer has been used to identify optimal power management strategies. The sensitivity of these mission results has also been analyzed for different assumptions on the electric powertrain. With 1 MW motor power and a battery pack of 2307 kg, a maximum of 3% fuel burn benefit can be obtained by retrofitting the gas turbine for 400 nm mission range. Optimizing the power management strategy can improve this fuel burn benefit by 0.2–0.3%. Redesigning the gas turbine and optimizing the power management strategy, finally provides a maximum fuel benefit of 4.2% on 400 nm. The results suggest that a high hybridization by power, low hybridization by energy, and ranges below 700 nm are the only cases where the redesigned hybrid electric aircraft has benefits in fuel burn and energy consumption relative to the baseline aircraft. Finally, it is found that the percentage of fuel burn benefits from the hybrid electric configuration increases with the improvement in engine technology.

An integrated engine cycle design methodology and mission assessment for parallel hybrid electric propulsion architectures are presented in this paper. The aircraft case study considered is inspired by Fokker 100, boosted by an electric motor on the low-pressure shaft of the gas turbine. The fuel burn benefits arising from boosting the low-pressure shaft are discussed for two different baseline engine technologies. A three-point engine cycle design method is developed to redesign the engine cycle according to the degree of hybridization. The integrated cycle design and power management optimization method is employed to identify potential fuel burn benefits from hybridization for multiple mission ranges. The sensitivity of these mission results has also been analyzed for different assumptions on the electric powertrain. With 1 MW motor power and a battery pack of 2307 kg, a 3% fuel burn benefit can be obtained by retrofitting the gas turbine for 400 nm range. Optimizing the power management strategy improves this fuel burn benefit by 0.2-0.3%. Redesigning the gas turbine and optimizing the power management strategy, provides a 4.2% fuel benefit on 400 nm. The results suggest that a high hybridization by power, low hybridization by energy, and ranges below 700 nm are the only cases where the redesigned hybrid electric aircraft has benefits in fuel burn and energy consumption relative to the baseline aircraft. Finally, it is found that the percentage of fuel burn benefits from the hybrid electric configuration increases with the improvement in engine technology.