DOCSLIB.ORG

Analysis and Design of Hybrid Electric Regional Turboprop Aircraft

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Analysis and Design of Hybrid Electric Regional Turboprop Aircraft CEAS Aeronaut J (2018) 9:15–25 https://doi.org/10.1007/s13272-017-0272-1 ORIGINAL PAPER Analysis and design of hybrid electric regional turboprop aircraft 1 1 1 Mark Voskuijl • Joris van Bogaert • Arvind G. Rao Received: 10 April 2017 / Revised: 22 September 2017 / Accepted: 10 October 2017 / Published online: 31 October 2017 Ó The Author(s) 2017. This article is an open access publication Abstract The potential environmental benefits of hybrid Pa Power available [J/s] electric regional turboprop aircraft in terms of fuel con- Pbr Shaft power [J/s] sumption are investigated. Lithium–air batteries are used as R Range [m] energy source in combination with conventional fuel. A S Power split [–] validated design and analysis framework is extended with t Time [s] sizing and analysis modules for hybrid electric propulsion T Thrust [N] system components. In addition, a modified Bre´guet range V Airspeed [m/s] equation, suitable for hybrid electric aircraft, is introduced. W Weight [N] The results quantify the limits in range and performance for g Efficiency [–] this type of aircraft as a function of battery technology U Supplied power ratio [–] level. A typical design for 70 passengers with a design w Hybridization factor [–] range of 1528 km, based on batteries with a specific energy of 1000 Wh/kg, providing 34% of the shaft power Indices and subscripts throughout the mission, yields a reduction in emissions by bat Batteries 28%. cryo Cryocooler em Electric motor Keywords Hybrid electric propulsion Á Range equation Á inv Inverter Aircraft design Á Mission analysis prop Propeller List of symbols Abbreviation CL Lift coefficient [–] MTOM Maximum take-off mass CD Drag coefficient [–] -1 cP Power-specific fuel consumption [m ] -1 cT Thrust-specific fuel consumption [s ] E Energy [J] 1 Introduction g Gravitational acceleration [m/s2] H Energy per unit fuel or battery [J/kg] The potential for hybrid electric or even full electric p Power density [kW/kg] commercial aircraft has received a great deal of attention P Power [J/s] over the past years. The industry is currently in the process of adopting the ‘more-electric’ aircraft in which various aircraft systems (pneumatic and hydraulic) are replaced by & Mark Voskuijl electric systems [1–5]. Various recent studies highlight the [email protected] potential of (partly) using electric power for propulsion. 1 Delft University of Technology, Kluyverweg 1, This opens a realm of new propulsion system architectures 2629 HS Delft, The Netherlands and even new aircraft configurations. Three basic 123 16 M. Voskuijl et al. approaches to the use of electric power for propulsion can with a design range of 1667 km if batteries with a specific be distinguished. energy of 750 Wh/kg are available. The VOLTAIR design, however, is also based on the beneficial effects of other • Batteries as energy source to (partly) replace fossil technologies; (1) a propulsive fuselage configuration fea- fuels. turing boundary layer ingestion, (2) a low slenderness • Provide electric power at specific flight phases to limit fuselage with reduced structural weight and (3) a 60% the variation in the gas turbine operability. natural laminar flow wing. These combined technologies • Novel aircraft configurations (e.g., distributed are claimed to yield a 25% improvement in energy effi- propulsion). ciency. The VOLTAIR aircraft design does not converge First of all, batteries can be used as an energy source just for longer range missions or larger payloads, indicating a like conventional fuel. The fundamental challenge in using physical limit in size for full electric regional aircraft. The batteries as an energy source for propulsion is the low studies described above highlight that there is a limit in specific energy of batteries compared to the high specific aircraft size even when significant improvements in battery energy of conventional jet fuel. The specific energies of technology are achieved. The use of batteries as energy state-of-the-art batteries are in the order of 100–200 Wh/kg source alongside conventional fuel therefore shows the at cell level, whereas gasoline has a specific energy of most promise for the regional aircraft segment. Further- approximately 13,000 Wh/kg. Lithium–air batteries, how- more, the vast majority of air travel is conducted by ever, show great promise with a theoretical specific energy regional aircraft and short-to-medium-range single-aisle of 11,680 Wh/kg [6]. Many significant challenges have to jets [12]. At present, however, there are no research studies be overcome before even a small part of this theoretical on the use of batteries as energy source for regional tur- value can be achieved in reality. Consequentially, the use boprop aircraft with a conventional configuration. A sum- of batteries as energy source is at the moment only feasible mary of current and future battery technology at both cell for small aircraft, which have a low weight and limited and system level is shown in Fig. 1. range. Currently, there are already various flying demon- A second approach to the use of batteries for propulsion strators and production versions of manned full electric is to provide additional power in specific mission phases general aviation aircraft. Several recent small electric air- such as take-off and climb. By doing so, the conventional craft initiatives are described by Wells [7]. A realistic gas turbines can be optimized for a single flight condition design procedure for small full electric aircraft was (cruise). As a result, they can be smaller (lower weight) and recently introduced by Riboldi and Gualdoni [8]. Studies more efficient. It was demonstrated by Perullo and Mavris for larger aircraft are usually based on estimates of the [13] that it is important to combine the mission optimiza- specific energy of future batteries. Pornet et al. [9] inves- tion, aimed at finding the optimum transient power split, tigated the use of batteries as energy source alongside with the aircraft design optimization. Ang et al. [14] conventional jet fuel as a retrofit for short-to-medium- investigated the benefits of this approach for a hybrid range single-aisle turbofan aircraft. They conclude that the electric version of an Airbus A320. It is demonstrated that use of batteries with an energy density of 1500 Wh/kg as an for short-range missions of 1000 km a fuel burn saving of energy source can provide a large block fuel reduction 7.5% can be achieved when the engine is scaled to 90% (- 16%) on short-range missions in case the energy ratio of fuel and batteries is 82–18%. Further analysis by Pornet 1100 et al. demonstrates that batteries with an energy density 1000 below 1000 Wh/kg provide no significant fuel savings at 900 all. A similar study was performed by Friedrich and 800 Robertson [10] in which a Boeing 737–800 was retrofitted 700 with a hybrid electric propulsion system. Assuming a 600 specific energy of 750 Wh/kg, a 10.4% fuel saving was Current Li-ion (cell) computed on a 2 h mission. The energy stored in the bat- 500 Current Li-ion (system) Optimistic Li-ion* (cell) 400 teries is 6% of the total energy (fuel and batteries). This Optimistic Li-ion* (system) comes at the expense of an increase in aircraft weight of 300 Optimistic Li-Sulfur* (cell) Optimistic Li-Sulfur* (system) 200 approximately 10,000 kg. This added weight was, how- Optimistic Li-Air* (cell) Specific Energy Density [Wh(total)/liter] * ever, not accounted for by a structural redesign of the 100 Optimistic Li-Air (system) * Assumes Li-Metal negative aircraft. The feasibility of a full electric regional aircraft 0 concept designated VOLTAIR was investigated by Stu¨ckl 0 100 200 300 400 500 600 700 800 Specific Energy Density [Wh(total)/kg] et al. [11]. Their calculations demonstrate that it is feasible to design a full electric regional aircraft for 70 passengers Fig. 1 High energy batteries cell and system level comparison 123 Analysis and design of hybrid electric regional turboprop aircraft 17 and electric power is used to assist the take-off and climb The structure of this paper is as follows. First, an phases (with 25 and 14% electric power, respectively). existing regional turboprop aircraft will be selected as a These estimates were based on batteries with a specific reference. Next, a hybrid electric propulsion system energy of 600 Wh/kg. architecture will be defined for this aircraft. This includes a Finally, having a hybrid electric propulsion system description of the hybrid electric propulsion system makes it possible to separate the engine from the propulsor parameters. The overall design methodology will be dis- and thereby new aircraft configurations become feasible. cussed subsequently. For validation purposes, this design An example is the NASA N3-X design of a hybrid wing method will first be used to design a conventional turbo- body aircraft with a turboelectric distributed propulsion prop aircraft with the same top-level aircraft requirements system [15]. Distributed propulsion can be used to enhance as the reference aircraft. After validation, the design the efficiency by wake-filling and boundary layer ingestion. method will be used to explore the design space ranging In addition, a higher integration of the propulsion system from 100% conventional fuel to full electric propulsion. and airframe can lead to a lower structural weight. Fur- This will be done for various design ranges and battery thermore, in case a single core engine is used to power technology levels. A single hybrid electric aircraft design multiple electrically driven fans, a higher effective bypass which shows most promise in terms of fuel savings and ratio can be achieved [16]. This is applied for example in practical feasibility will finally be selected and investigated the Airbus-Rolls Royce E-Thrust concept [17].
Load more

Recommended publications
  • Aircraft Requirements for Sustainable Regional Aviation
    aerospace Article Aircraft Requirements for Sustainable Regional Aviation Dominik Eisenhut 1,*,† , Nicolas Moebs 1,† , Evert Windels 2, Dominique Bergmann 1, Ingmar Geiß 1, Ricardo Reis 3 and Andreas Strohmayer 1 1 Institute of Aircraft Design, University of Stuttgart, 70569 Stuttgart, Germany; [email protected] (N.M.); [email protected] (D.B.); [email protected] (I.G.); [email protected] (A.S.) 2 Aircraft Development and Systems Engineering (ADSE) BV, 2132 LR Hoofddorp, The Netherlands; [email protected] 3 Embraer Research and Technology Europe—Airholding S.A., 2615–315 Alverca do Ribatejo, Portugal; [email protected] * Correspondence: [email protected] † These authors contributed equally to this work. Abstract: Recently, the new Green Deal policy initiative was presented by the European Union. The EU aims to achieve a sustainable future and be the first climate-neutral continent by 2050. It targets all of the continent’s industries, meaning aviation must contribute to these changes as well. By employing a systems engineering approach, this high-level task can be split into different levels to get from the vision to the relevant system or product itself. Part of this iterative process involves the aircraft requirements, which make the goals more achievable on the system level and allow validation of whether the designed systems fulfill these requirements. Within this work, the top-level aircraft requirements (TLARs) for a hybrid-electric regional aircraft for up to 50 passengers are presented. Apart from performance requirements, other requirements, like environmental ones, Citation: Eisenhut, D.; Moebs, N.; are also included.
    [Show full text]
  • 2018 Undergraduate Team Aircraft Design Competition Hybrid-Electric
    2017 – 2018 Undergraduate Team Aircraft Design Competition Hybrid-Electric General Aviation Aircraft (HEGAA) Presented by Federal University of Uberlândia Department of Aerospace Engineering Minas Gerais, Brazil 2017 – 2018 Undergraduate Team Aircraft Design Competition Hybrid-Electric General Aviation Aircraft (HEGAA) Presented by Federal University of Uberlândia Department of Aerospace Engineering Minas Gerais, Brazil Team Members AIAA Numbers Signatures Alexandre Acerra Gil 922668 Eduardo Pavoni Gamba 922678 Gabriel Araújo Hernández 922675 Guilherme Miquelim Caires 922581 Higor Luis Silva 922459 João Paulo Vieira 922563 Kimberlly Costa Carvalho 922564 Luiz Gustavo Santiago 922576 Pedro Brito 922566 Roberto Martins de Castro Neto 922571 Advisor: Dr. Thiago A. M. Guimarães - 498079 Table of Contents 1. Introduction .......................................................................................................................................................... 6 2. Design Requirements and Proposals .................................................................................................................... 7 3. Market Research ................................................................................................................................................... 9 4. Conceptual Design .............................................................................................................................................. 10 4.1. Initial Design Estimate .................................................................................................................................
    [Show full text]
  • Siemens Eaircraft Overview
    eAircraft: Hybrid-elektrische Antriebe für Luftfahrzeuge Dr. Frank Anton, Siemens AG, Corporate Technology 14. Tag der Deutschen Luft- und Raumfahrtregionen, Potsdam, 10. September 2019 © Siemens AG 2019 siemens.com We develop hybrid electric propulsion systems for aircraft Hybrid-electric propulsion is a scalable technology eVTOL potentially large number economy of scale Enabler to reduce total cost of ownership and envinronmental impact: Hybrid electric propulsion Useful range Decreased fuel flow & emission Separation of power generation and thrust generation Silent propulsion Distributed propulsion Increased aerodynamic efficiency Vectorized thrust eSTOL, eVTOL Page 2 Dr. Frank Anton, Siemens AG eAircraft September 10th, 2019 Unrestricted © Siemens AG 2019. All rights reserved The eAircraft portfolio has been designed to meet aerospace requirements and is now on the way to industrialization & certification The eAircraft portfolio has been shaped by close collaboration with partners such as Airbus. In the lower power classes, the systems have already been tested in flight and are being installed in first commercial applications. In the high power classes, a 2 MW lab demonstrator is currently awaiting test results and a design of a 10 MW generator based on superconducting technology exists as digital twin. Page 3 Dr. Frank Anton, Siemens AG eAircraft September 10th, 2019 Unrestricted © Siemens AG 2019. All rights reserved Our core portfolio – electric propulsion units (EPU) for applications with high power/weight requirements Condition-based Services System Integration Controller Fuel Battery Cell DC/DC Inverter Power Signal AC/DC DC/AC Generator Distri- Distri- Motor G Inverter Inverter bution bution Turbine/ICE Siemens Trading item Page 4 Dr. Frank Anton, Siemens AG eAircraft September 10th, 2019 Unrestricted © Siemens AG 2019.
    [Show full text]
  • Hybrid-Electric Aircraft: Conceptual Design, Structural and Aeroelastic Analyses
    ALEXANDRE ACERRA GIL HIGOR LUIS SILVA HYBRID-ELECTRIC AIRCRAFT: CONCEPTUAL DESIGN, STRUCTURAL AND AEROELASTIC ANALYSES UNIVERSIDADE FEDERAL DE UBERLÂNDIA FACULDADE DE ENGENHARIA MECÂNICA 2017 ALEXANDRE ACERRA GIL HIGOR LUIS SILVA HYBRID-ELECTRIC AIRCRAFT: CONCEPTUAL DESIGN, STRUCTURAL AND AEROELASTIC ANALYSES Projeto de Conclusão de Curso apresentado ao Curso de Graduação em Engenharia Aeronáutica da Universidade Federal de Uberlândia, como parte dos requisitos para a obtenção do título de BACHAREL em ENGENHARIA AERONÁUTICA. Área de concentração: Projeto Aeronáutico, Mecânica dos Sólidos e Vibrações. Orientador: Prof. Dr. Thiago Augusto Machado Guimarães UBERLANDIA - MG 2017 HYBRID-ELECTRIC AIRCRAFT: CONCEPTUAL DESIGN, STRUCTURAL AND AEROELASTIC ANALYSES Projeto de conclusão de curso APROVADO pelo Colegiado do Curso de Graduação em Engenharia Aeronáutica da Faculdade de Engenharia Mecânica da Universidade Federal de Uberlândia. BANCA EXAMINADORA ________________________________________ Prof. Dr. Thiago Augusto Machado Guimarães Universidade Federal de Uberlândia ________________________________________ Prof. Dr. Leonardo Sanches Universidade Federal de Uberlândia ________________________________________ Prof. Dr. Tobias Souza Morais Universidade Federal de Uberlândia UBERLANDIA - MG 2017 To our moms and dads. ACKNOWLEDGEMENTS I would like to thank all my family and especially my mom and dad, Alessandra and Sergio, for all the unconditional support they gave me during my journey in Uberlândia, helping me through difficult moments and encouraging me to always move on. I would also like to thank my colleagues and professors from the Aeronautical Engineering Teaching Laboratory who participated actively in the development of this work, especially my friends Guilherme Miquelim, Gabriel Hernández, João Paulo Vieira, Kimberlly Costa, Luiz Santiago, Pedro Brito and Eduardo Gamba; professors Dr. Leonardo Sanches, MSc. Giuliano Venson and Dr.
    [Show full text]
  • Preliminary Feasibility Analysis on the Use of Hydrogen Fuel Cells for a Hybrid-Electric Aircraft Testbed
    Preliminary Feasibility Analysis on the use of Hydrogen Fuel Cells for a Hybrid-Electric Aircraft Testbed Evan Gibney Co-op Student National Research Council Canada 1200 Montreal Rd, Ottawa, ON K1A 0R6 [email protected] Overview A lithium-ion battery based powertrain was developed for a Cessna 337G Skymaster under the Hybrid Electric Aircraft Testbed (HEAT II) project at the National Research Council Canada (NRC). As the project approaches its conclusion, a future area of exploration for the HEAT project may be in the integration of hydrogen fuel cells onto the Cessna aircraft. Due to their low carbon emissions and high specific energy density relative to batteries, fuel cells are becoming an increasingly important area of research for the future of low emissions aviation. Fuel cells are expected to play a large role in helping the aviation industry meet the ambitious 2050 target for 50% reduction in carbon emissions relative to 2005 levels. This is evidenced by the significant growth of hydrogen based aviation developments in recent years. Companies such as H2FLY have begun to demonstrate test flights using hydrogen propulsion systems. Additionally, the government of Canada has made clear the importance of hydrogen in the future of Canada’s energy landscape. In December of 2020, a report, titled, “Hydrogen Strategy for Canada, Seizing the Opportunities for Hydrogen, A Call to Action”, was released by Natural Resources Canada (NRCan) outlining the path towards a Canadian hydrogen economy by 2050. The report outlines the need to support further R&D, and encourage “Canadian demonstrations in emerging applications” such as aviation.
    [Show full text]
  • Battery Centric Serial Hybrid Aircraft Performance and Design Space
    Dissertations and Theses 5-2017 Battery Centric Serial Hybrid Aircraft Performance and Design Space Lenny Gartenberg Follow this and additional works at: https://commons.erau.edu/edt Part of the Aerospace Engineering Commons Scholarly Commons Citation Gartenberg, Lenny, "Battery Centric Serial Hybrid Aircraft Performance and Design Space" (2017). Dissertations and Theses. 327. https://commons.erau.edu/edt/327 This Thesis - Open Access is brought to you for free and open access by Scholarly Commons. It has been accepted for inclusion in Dissertations and Theses by an authorized administrator of Scholarly Commons. For more information, please contact [email protected]. BATTERY CENTRIC SERIAL HYBRID AIRCRAFT PERFORMANCE AND DESIGN SPACE A Thesis Submitted to the Faculty of Embry-Riddle Aeronautical University by Lenny Gartenberg In Partial Fulfillment of the Requirements for the Degree of Master of Science in Aerospace Engineering May 2017 Embry-Riddle Aeronautical University Daytona Beach, Florida iii TABLE OF CONTENTS LIST OF TABLES .............................................................................................................. v LIST OF FIGURES ........................................................................................................... vi SYMBOLS ....................................................................................................................... viii ABBREVIATIONS ............................................................................................................ x ABSTRACT ......................................................................................................................
    [Show full text]
  • Aircraft Technology Roadmap to 2050 | IATA
    Aircraft Technology Roadmap to 2050 NOTICE DISCLAIMER. The information contained in this publication is subject to constant review in the light of changing government requirements and regulations. No subscriber or other reader should act on the basis of any such information without referring to applicable laws and regulations and/or without taking appropriate professional advice. Although every effort has been made to ensure accuracy, the International Air Transport Association shall not be held responsible for any loss or damage caused by errors, omissions, misprints or misinterpretation of the contents hereof. Furthermore, the International Air Transport Association expressly disclaims any and all liability to any person or entity, whether a purchaser of this publication or not, in respect of anything done or omitted, and the consequences of anything done or omitted, by any such person or entity in reliance on the contents of this publication. © International Air Transport Association. All Rights Reserved. No part of this publication may be reproduced, recast, reformatted or transmitted in any form by any means, electronic or mechanical, including photocopying, recording or any information storage and retrieval system, without the prior written permission from: Senior Vice President Member & External Relations International Air Transport Association 33, Route de l’Aéroport 1215 Geneva 15 Airport Switzerland Table of Contents Table of Contents ..............................................................................................................................................................................................................
    [Show full text]
  • Electrified Aircraft Propulsion John S
    Summer 2020 AERONAUTICS The BRIDGE LINKING ENGINEERING AND SOCIETY Aeropropulsion: Advances, Opportunities, and Challenges Alan H. Epstein Hybrid Electric Aircraft to Improve Environmental Impacts of General Aviation Jean J. Botti Electrified Aircraft Propulsion John S. Langford and David K. Hall Supersonic Flight and Sustainability: A New Horizon Raymond Russell, Lourdes Maurice, and Rachel E. Devine Embracing the Risk Sciences to Enhance Air Travel Safety B. John Garrick and Ali Mosleh Some Steps toward Autonomy in Aeronautics John-Paul B. Clarke and Claire J. Tomlin Flying at the Edge of Space and Beyond: The Opportunities and Challenges of Hypersonic Flight Kevin G. Bowcutt Aerospace Prizes Inspire the Five I’s of Success: Imagination, Invention, Innovation, Investment, and Impact Darryll J. Pines EES Perspective: Ethical Decision Making and the Aviation Industry Elizabeth A. Hoppe Putting Out Fire … with Gasoline? A Pragmatic Path toward Clean Fuels Nicholas C. Margiewicz The mission of the National Academy of Engineering is to advance the well-being of the nation by promoting a vibrant engineering profession and by marshalling the expertise and insights of eminent engineers to provide independent advice to the federal government on matters involving engineering and technology. The BRIDGE NATIONAL ACADEMY OF ENGINEERING Gordon R. England, Chair John L. Anderson, President Corale L. Brierley, Vice President Julia M. Phillips, Home Secretary James M. Tien, Foreign Secretary Martin B. Sherwin, Treasurer Editor in Chief: Ronald M. Latanision Managing Editor: Cameron H. Fletcher Production Associate: Penelope Gibbs The Bridge (ISSN 0737-6278) is published quarterly by the National Acad emy of Engineering, 2101 Constitution Avenue NW, Washington, DC 20418.
    [Show full text]
  • Conceptual Design of Operation Strategies for Hybrid Electric Aircraft
    energies Article Conceptual Design of Operation Strategies for Hybrid Electric Aircraft Julian Hoelzen 1, Yaolong Liu 2,* ID , Boris Bensmann 1,*, Christopher Winnefeld 1, Ali Elham 3, Jens Friedrichs 4 and Richard Hanke-Rauschenbach 1 1 Institute of Electric Power Systems, Leibniz Universität Hannover, Appelstr. 9a, 30167 Hanover, Germany; [email protected] (J.H.); [email protected] (C.W.); [email protected] (R.H.-R.) 2 Aeronautics Research Centre Niedersachsen (NFL), Technische Universität Braunschweig, Hermann-Blenk-Straße 42, 38108 Braunschweig, Germany 3 Institute of Aircraft Design and Lightweight Structures, Technische Universität Braunschweig, Hermann-Blenk-Straße 35, 38108 Braunschweig, Germany; [email protected] 4 Institute of Jet Propulsion and Turbomachinery, TU Braunschweig, Hermann-Blenk-Straße 37, 38108 Brunswick, Germany; [email protected] * Correspondence: [email protected] (Y.L.); [email protected] (B.B.); Tel.: +49-531-391-66662 (Y.L.); +49-511-762-14404 (B.B.) Received: 15 December 2017; Accepted: 12 January 2018; Published: 16 January 2018 Abstract: Ambitious targets to reduce emissions caused by aviation in the light of an expected ongoing rise of the air transport demand in the future drive the research of propulsion systems with lower CO2 emissions. Regional hybrid electric aircraft (HEA) powered by conventional gas turbines and battery powered electric motors are investigated to test hybrid propulsion operation strategies. Especially the role of the battery within environmentally friendly concepts with significantly reduced carbon footprint is analyzed. Thus, a new simulation approach for HEA is introduced. The main findings underline the importance of choosing the right power-to-energy-ratio of a battery according to the flight mission.
    [Show full text]
  • Commercial Aircraft Propulsion and Energy Systems Research: Reducing Global Carbon Emissions
    THE NATIONAL ACADEMIES PRESS This PDF is available at http://nap.edu/23490 SHARE Commercial Aircraft Propulsion and Energy Systems Research: Reducing Global Carbon Emissions DETAILS 122 pages | 8.5 x 11 | PAPERBACK ISBN 978-0-309-44096-7 | DOI 10.17226/23490 CONTRIBUTORS GET THIS BOOK Committee on Propulsion and Energy Systems to Reduce Commercial Aviation Carbon Emissions; Aeronautics and Space Engineering Board; Division on Engineering and Physical Sciences; National Academies of Sciences, Engineering, and Medicine FIND RELATED TITLES Visit the National Academies Press at NAP.edu and login or register to get: – Access to free PDF downloads of thousands of scientific reports – 10% off the price of print titles – Email or social media notifications of new titles related to your interests – Special offers and discounts Distribution, posting, or copying of this PDF is strictly prohibited without written permission of the National Academies Press. (Request Permission) Unless otherwise indicated, all materials in this PDF are copyrighted by the National Academy of Sciences. Copyright © National Academy of Sciences. All rights reserved. Commercial Aircraft Propulsion and Energy Systems Research: Reducing Global Carbon Emissions 4 Electric Propulsion INTRODUCTION Electrical propulsion in commercial aircraft may be able to reduce carbon emissions, but only if new technolo- gies attain the specific power,1 weight, and reliability required for a successful commercial fleet. The committee considered six different electric propulsion architectures.
    [Show full text]
  • MARKET INSIGHTS Sustainability and Growth: Tackling Emissions in the Aerospace Industry
    MARKET INSIGHTS Sustainability and Growth: Tackling Emissions In The Aerospace Industry Prepared by: Sustainability and Growth: Tackling Emissions In The Aerospace Industry The aerospace industry has taken proactive and bold steps to dramatically reduce emissions by 2050. In fact, through the ICAO-led program, CORSIA (Carbon Offsetting and Reduction Scheme for International Aviation), the global industry has committed to reducing the international flight emissions to 50% of the levels experienced in 2005. With 21 years to the self-imposed deadline, the aerospace industry is working on three pillars to attain the goal: emissions reporting, emissions mitigation and emissions offsetting. The greatest gains in reducing emissions will come from the technology being developed to achieve alternative propulsion, produce biofuels and fly zero fuel aircraft. In November 2019, the global aerospace industry descends on the UAE for the Dubai Airshow where a key focus is on maintaining the expected growth in air travel whilst simultaneously reducing emissions. It is apropos as Dubai is set to be the epicentre of future passenger movements and the largest aviation megacity in the world. KEY POINTS • Electric and hybrid-electric engines are considered the leading option to zero or low emission flight • Hydrogen engines are under development as a zero-emissions engine alternative • Airlines and aircraft OEMS are working on efficient combustion engines to reduce fuel burn and emissions by up to 5% • The fully electric aircraft market will be worth USD$45
    [Show full text]
  • Hybrid Electric Propulsion for Aircraft
    Hybrid Power in Light Aircraft: Design Considerations and Experiences of First Flight Dr Paul Robertson (Ackn.: C. Friedrich, A. Thunot, T. Corker, S. Jennings) Department of Engineering, Electrical Engineering Division Talk outline • Principles of flight – propulsion power & energy requirements • Electric & hybrid-electric aircraft • Simulation environment, system design & modelling • Experimental characterization of engine, motor / generator, batteries, propeller • Cambridge University hybrid-electric demonstrator aircraft, ground & flight tests • Summary & Conclusions 2 Introduction What about electric aircraft ? • Environmental issues – noise, pollution • Low fuel costs • ‘Zero’ maintenance • Low vibration • Instant, reliable start-up • No altitude effects • Aerobatics • Torque-speed characteristics • Distributed propulsion Introduction Why NOT ? • Power • Endurance • Cost • Availability • Maturity Principles of flight • Lift and Drag lift, L lift, L airflow thrust drag, D thrust drag, D slow weight fast weight Total drag Form drag Drag force, D force, Drag Induced drag => L/D is figure of merit Airspeed Principles of flight • Lift over Drag → glide angle L/D m 1 m • L/D max for various aircraft: Space shuttle 2:1 L/D Parachute 4:1 Light aircraft 10:1 Airliner 15:1 Airspeed Glider 60:1 Propulsion power requirements Propeller power = mtotal × vairspeed × g = PL (min.) (S.I. units) (level flight) eprop × L/D Propeller power = PL + (vvertical × mtotal × g / eprop) = PC (max.) (climbing) The ratio between max. power, PC and min. power, PL determines the operating band for the propulsion system (note: in the equations above, the only constant value is g !) Propulsion power - example • L/D = 9:1 @ 58 mph = 570 ft/min, @ 27 m/s → 3 m/s sink rate at 450 kg • Min.
    [Show full text]