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How the More Electric Aircraft is influencing

a More Electric Engine and More!

Electrical Technologies for Aviation of the Future

Tokyo, 26-27 March, 2015

David Koyama

Director of Engineering & Technology– Rolls-Royce Japan

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The Present –

Key driving factor

Why the More Electric Aircraft has changed the gas turbine

The Future –

Key Driver

How the all Electric Aircraft will impact the propulsion system

The move to a More Electric Engine Contents

3

Aerospace Industry Challenges

Overall ACARE* Environmental Targets for 2020

The ACARE targets represent a doubling of the historical rate of improvement…

* Advisory Council for Aerospace Research in Europe

Targets are for new aircraft and whole industry relative to 2000

Reduce fuel consumption and CO2 emissions by 50%

Reduce NOX emissions by 80%

Reduce perceived external noise by 50%

The move to a More Electric Engine Present - Key driver

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Increase propulsion system efficiency

RNP FMS/engine integration

Increase thermal efficiency

Increase transmission efficiency

Nacelle

Power management

Increase propulsion efficiency

Optimized climb

Reduce thrust

requirement

Increase L/D

Reduce weight

Reduce holding

Improve routing to avoid headwinds

Fly fewer miles

Operator / Air Traffic Management

Routes to fuel burn reduction

Airframer

Propulsion system supplier

5 How the More Electric Aircraft has changed the Gas Turbine

IN: Fuel Start air OUT: Thrust HP air Wing anti-ice air Electricity Hydraulics

Fuel

Start air

Electricity (hotel mode)

Cabin air (hotel mode)

Air

Hydraulics

Cabin air

Pneumatic

Wing anti-

ice

ECS

RAT

APU

Cabin air HP air

Electricity,

Hydraulics

(emergency)

Conventional More electric

IN: Fuel Electric start OUT: Thrust Electricity

Fuel

Electric start

Electricity (hotel

mode only)

Cabin air

Air

Options Electrical actuation

Cabin air

Electrical

wing anti-

icing

New

APU

design

Bleed

Deleted

RAT

ECS

Increased complexity of system control including Engine

6 How the More Electric Aircraft has changed the

Gas Turbine

1980 2000 1990 2020 2030 2010

Po

we

r R

eq

uir

em

en

ts [

kW]

500

1000

1500

2000

Hybrid / All Electric Aircraft

More Electric Aircraft

B787

A380

F4 - 60kW

F35

F14

Conventional

B767

Progression of Aircraft Electrical Power Requirements

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Power Optimised Aircraft Project

• 43 European aerospace partners

The objectives were:

• To test candidate technologies

• To find out what are the critical design issues associated with installing these technologies.

• The engine test was to prove the capability of these technologies it was not a product

demonstrator

Examples of Previous Rolls-Royce Experience

SEED (Small Electric Engine Demonstrator)

• Single Spool Core Demonstrator Engine

on Build Stand

• The first in-house Rolls-Royce engine

with embedded electric start

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The Trent 1000 has been tailored for the Boeing 787 Dreamliner™

Built on the success of the Trent family, the Trent 1000 offers airline operators a unique combination.

• Trent family experience

• Advanced technology

• Smart design

The move to a More Electric Engine

Trent 1000 – Tailored for the More Electric Aircraft

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Unique to 3-shaft architecture

• Fuel savings on short range

• Best Compressor Operability

• Lower idle thrust

• Lower noise

Challenges surrounding Electrical to Mechanical stiffness

• Sustained Torsional oscillation

• Increased integration of

systems

The move to a More Electric Engine

Intermediate Pressure Power Off-Take

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• Novel Starter Generator • Electrical Accessories • Electric Actuators • Advanced Bearings • Potential to remove the

Accessory Gearbox • Can be Bled or Bleedless

engine

The move to a More Electric Engine

Key technology components

11 The move to a More Electric Engine

The main challenges

Rolls-Royce Proprietary Information Page 11 of 5

Technology

• x1 order of magnitude for

Thermal Integration

• X2 order of magnitude for

Power Electronics

• X3 order of magnitude for

Technology

Risk

• Customer has zero tolerance to

programme delay

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Potential targets

• Aircraft movements are emission-free when taxiing.

• Air vehicles are designed and manufactured to be recyclable.

• Europe is established as a centre of excellence on sustainable alternative fuels

Targets are for new aircraft and whole industry relative to 2000

Reduce fuel consumption and CO2 emissions by 75%

Reduce NOX emissions by 90%

Reduce perceived external noise by 65%

The move to the More Electric Engine & more!

Future Key driver – New ACARE Targets for 2050

13 The move to the More Electric Engine & more!

The S-Curve of Technology Cycles

14 Innovate UK DEAP Project

• Distributed Electrical Aerospace Propulsion (DEAP) is a 2-year

Innovate UK co-funded collaborative research project between:

- Airbus Group Innovations (Project Lead)

- Rolls-Royce Strategic Research Centre

- Cranfield University

- With the collaboration of Cambridge and Manchester

Universities

E-Thrust concept (shown at

Paris 2013 and Farnborough

2014 Air Shows)

15 Distributed Propulsion with Boundary Layer Ingestion

Distributed Propulsion Benefits

1. Maximises opportunity for BLI

2. Facilitates of installation of low specific thrust propulsion

3. Structural efficiency/optimised propulsion system weight

4. Minimises asymmetric thrust, reducing vertical fin area

5. Reduced jet velocity & jet noise

Benefit of BLI:

Improves overall vehicle propulsive efficiency

by reenergising low energy low momentum

wake flow

Page 18

Viscous drag build up with BLI(Cores under wing) CDviscous 47.4

CDviscous (upper) 26.3

CDviscous (ingested ) -10.67

CDviscous (slot) 2.3

CDfriction (upstream of slot) 7.8

CDviscous = CDfriction + CDform

Totals:

CDviscous 46.83

CDviscous -0.57

% Aircraft drag = -0.4%

Page 18

Viscous drag build up with BLI(Cores under wing) CDviscous 47.4

CDviscous (upper) 26.3

CDviscous (ingested ) -10.67

CDviscous (slot) 2.3

CDfriction (upstream of slot) 7.8

CDviscous = CDfriction + CDform

Totals:

CDviscous 46.83

CDviscous -0.57

% Aircraft drag = -0.4%

Conventional

Ideal BLI

16 Flight Cycle Benefits

A typical flight cycle can be characterised by its very asymmetric

form

Hybrid Systems could deliver benefits in the design of the

propulsion system by optimising the propulsion system for the

different requirements

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E-Thrust Superconducting Machine

Magnetic “Pucks” on superconducting motor rotor

Electrical cables with concentric cryogenic cooling fluid

Superconducting motor stator

18 Challenge – High Power Airworthy Cryogenics

• There are no high power (>1 kW available cooling power) aerospace cryocoolers currently in existence

• Aerospace designs typically designed for IR missile sensors and satellite instrument cooling are in the multi-Watt range; Distributed Propulsion with superconducting technology will require multi-kilowatt capacity designs.

• Non-aerospace versions capable of delivering the cooling power required are very heavy and bulky.

• This design weighs 8 tonnes, and provides 25 kW of cooling power at 77 K

• At 1 MW required input power, the cooler has a specific mass of 8 kg/kW and an overall efficiency of just 2.5 %

• NASA have outlined goals to cut this down to below 3 kg/kW input.

19 In Summary

• Rolls-Royce is well positioned to understand

how a shift to a More Electric Aircraft will

impact its product offering

• However, the full electrically powered MEA is

some way off and

• To get there many technical challenges such

as increased control and integration of

systems will be required

• Electrical technology is increasingly important

across all our business sectors

• Already exploiting the benefits in Marine

where weight and space are less important

• Need to learn from other industries eg

Automotive

Thank you for your time & attention

20 Questions

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