neil garrigan: electric drive technology considerations for aircraft propulsion
TRANSCRIPT
Imagination at work
Neil R. Garrigan GE Aviation
EnergyTech 2015 November 2015 Cleveland, OH
Electric Drive Technology Considerations for Aircraft Propulsion
Aircraft Energy Systems
Fly-by-Wire • Fault tolerance
• Redundancy management
• Mechanical & Hydraulic
• Limited electric load
• Adequate heat sink
Power-by-Wire • Integrated subsystems
• Electric actuation
• Electric ECS• Composites
• Significant electric load
• Constrained heat sink
“Propulsion-by-Wire” • Energy optimization• Propulsive electric power
• Directed energy weapons
• Distributed propulsion
• Energy storage
• Thermal Management
Adaptive Cycle Engines
Integrated Power & Thermal
Management
Energy Optimized Aircraft Systems
Power Optimized Aircraft
More Electric Aircraft
Total Energy
Management
Hybrid Electric Aircraft
Mission Optimization
Integrated Electric Power
• SiC power conversion
• Dual spool power extraction
• Advanced power generation
Technology development needed to enable next gen requirements and provide near term insertions!
Next Gen Aircraft Power System Features
• Dual spool optimization
• Integrated energy storage
• Intelligent Solid-State distribution
• Robust redundancy
• Harsh environment
• Intelligent integration
Hybrid & Electric Propulsion – Overview
Conventional: Electrical system not propulsive
Hybrid Electric Propulsion: Both engine and motor can directly drive the propulsor
• Also called a parallel hybrid
• May or may not have batteries
Diesel-Electric / Turbo-Electric Propulsion: All propulsion power transmitted electrically from the engines
• Also called a series hybrid
• May or may not have batteries
Electric Propulsion: No engines
Modes and Duty Cycle / Drive Cycle
Modes:
• Distinct methods of vehicle use
• High speed vs. low speed
• Constant speed or large speed changes
• Failure mode accommodations
• Distinct modes allow time to bring enginesonline to match load and redundancy
requirements
Duty Cycle:
• The power profile within a mode
• Constant power vs. discrepancy between peak
and average power
Hybrid Opportunities: Modes with different
power requirements or duty cycles with
discrepancies between peak and average
powers present opportunities for hybrids
Locomotive, Marine & Automotive
Decouple propulsor from engine speed (fuel savings & full torque at zero speeds) Route power to multiple propulsors
Considerations from Established applications
Fuel savings from Hybrid and Electric Vehicles
To lower fuel usage:
• Operate engines efficiently
– the right number of engines,
– the right size engines,
• Batteries may allow level loading of the engine
– at the right speed
• Move the power to the right place – Match engine rating to load
power
– Propulsion and/or non-propulsion loads
– Multiple propulsors
• Recovery energy where possible (batteries for regen)
• Use another energy source (Batteries or Fuel Cell)
Electrical systems are key to enable or enhance
Future Aircraft Propulsion Design Space
Advanced Powerplant
High OPR Brayton
Batteries CVC
Fuel Cells
TEC
Advanced Power Transfer
Gas Power
Hydraulic
Geared
Electric
Conventional Super
Conducting
Advanced concepts enabling untapped performance potential
Advanced Airframes
BLI / Wake Propulsion
Ducted Distributed Propulsor
Un-ducted Distributed Propulsor
Podded Embedded
Ducted Propulsor
Un-ducted Propulsor
Aviation Hybrid & Electric Goals
Goals:
Fuel Savings & Reduction in Emissions:
Efficiency Improvement
• Distributed Propulsion
• Increased bypass ratio
• Boundary layer ingestion
Other Energy Sources
• Batteries would allow charging from other sources
Reduction in Noise:
Change in propulsor location or prime mover
Advances & Changes:
Increasing Fuel Costs
Advances in Electrical Technologies
Significant Advances, More Work Needed
LP M/G &
Converter
HP ES/G &
Converter
Energy
Storage
Solid State
Intelligent
Primary
Distribution
Engine Electrical Power Management & FADECAir Vehicle
Smart Grid &
Vehicle
Management
System
Example - Dual Spool Primary Power System
Electrical
Mechanical
Air Vehicle
Power
Management
Notional Hybrid Propulsion Battery Energy Sizing Example: Typical Short Duration Mission
Notional Mission Time in Minutes
0 60 120 180
Possible Divert
& Landing
0
Take-off &
Climb to Cruise Descent
& Loiter Cruise
Total Fan System Horsepower Requirement
Stored Battery System Horsepower Supply
Pro
pu
lsio
n S
yste
m J
et
Po
wer
(HP
)
(Fo
r 2 E
ng
ines)
Ground
Operation
Conventional & Electric Propulsion Comparisons
Feasible today
• General Aviation
• Examples of electric and series hybrids flying today
• Today’s technology does not allow electric aircraft range
equivalent to conventional aircraft
Conventional
(Engine & fuel)
Electric
(Motor & Battery)
Seats 2 2
Power 75 kW ~70 kW
Max Speed 115 kts 120 kts
Max TOW 1320 lbs ~1320 lbs
Range 630 mi ~ 100 mi 0
200
400
600
800
1000
1200
1400
EnginePiperSport
ElectricAirbus E-Fan
We
igh
t (l
b)
payload
Fuel / Battery
Engine /Motor+Converter
Airframe
Advances needed for application with larger size or greater range
Core Competencies Status/Actions
Physics Based
Analyses
• Thermodynamics• Electromagnetics• Controls & systems
State of the art tools and analytics Industry, Gov’t and Academia
Integrated
Modeling/Simulation
• Vehicle & mission• Engine cycle• Integrated subsystems• Transient analysis
Mature M&S products exist Tool integration well developed
Processing power enables RT Sim
Integrated
Design Tools & Rapid
Optimization
• Concurrent design• Trades & sensitivities• Trades & optimization tools
Industry specific and proprietary. Trending improvements for earlier design
phase consideration.
Laboratory
Verification & Virtual
Integration
• Vehicle Energy Systems• Real Tim Sim Labs, HWIL• Full scale engine interface
Engine test facilities are limited and intensive.
Integration facilities growing. Engine/subsystem integration is needed.
Rapid Prototype &
Demonstration
Capability
• Rapid & cost effectiveprototyping &demonstration
• Accelerated TRL maturation
Industry & Gov’t should collaborate Pooling resources and leverage national
assets for affordability!
Multidisciplinary Analysis, Design, Optimization & Validation
Summary
Electrification is here with more to come
Propulsive electrification became established first in vehicles less sensitive to weight
Propulsive electrification has become more pervasive as fuel costs have risen
Benefits and feasibility will also depend on the vehicle requirements and duty cycle