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National Aeronautics and Space Administration 1
National Aeronautics and Space Administration
A NASA PERSPECTIVE ON ELECTRIC PROPULSION TECHNOLOGIES FOR COMMERCIAL AVIATION
Nateri Madavanand James Heidmann,, Cheryl Bowman, Peter KascakAmy Jankovsky, and Ralph Jansen
Advanced Air Transport Technology ProjectNASA Advanced Air Vehicles Program
Workshop on Technology Roadmap for Large Electric MachinesUniversity of Illinois Urbana-ChampaignApril 5-6, 2016

2Advanced Air Transport Technology ProjectAdvanced Air Vehicles Program
Background

NASA Aeronautics Vision for the 21st Century
On Demand Fast
TRANSFORMATIVE
Intelligent Low Carbon
SUSTAINABLE
Safety, NextGenEfficiency, Environment
GLOBAL
A revolution in
sustainable global air
mobility

Aviations Grand Challenge
CO
2E
mis
sion
s
Wit
h Im
prov
emen
t
Additional Technology Advancement
Carbon neutral growth
and Low Carbon FuelsCarbon overlap
By 2050, substantially reduce emissions of carbon and oxides of nitrogen and contain objectionable noise within the airport boundary

Advanced Air Transport Technology Project
Explore and Develop Technologies and Concepts forImproved Energy Efficiency and Environmental Compatibility forFixed Wing Subsonic Transports
Evolution of Subsonic Transports Transports
1903 1950s1930s 2000s
DC-3 B-787B-707
Early stage exploration and initial development of game-changing technologies and concepts
Commercial focus, but dual use with military Gen N+3 time horizon Research aligned with two NASA Aeronautics strategic R&T thrusts Research vision guided by vehicle performance metrics developed for
reducing noise, emissions, and fuel burn

6Advanced Air Transport Technology ProjectAdvanced Air Vehicles Program Analysis based on FAA US operations data provided by Holger Pfaender of Georgia Tech
Fuel Consumption by Aircraft Size Class
40% of fuel use is in 150-210 pax large single aisle class87% of fuel use is in small single-aisle and larger classes ( >100 pax) 13% of fuel use is in regional jet and turboprop classes

Hybrid-electric propulsion for commercial aviation

The Case for Hybrid Electric Propulsion
Lower emissions, lower noise, better energy conservation, and more reliable systems
Considerable success in development of all-electric light GA aircraft and UAVs
Advanced concept studies commissioned by NASA for the N+3/N+4 generation have identified promising aircraft and propulsion systems
Industry roadmaps acknowledge need to shift to electric technologies Creative ideas and technology advances needed to exploit full potential NASA can help accelerate key technologies in collaboration with other
government agencies, industry, and academia

Four Cardinal Electric Propulsion Architectures
ParallelHybrid
Fuel Fan
TurbofanElectric Bus
MotorBattery
1 to ManyFans
Electric BusMotor(s)
BatteryAllElectric Turboelectric
Fuel
Turboshaft
Generator
Electric BusDistributed
Fans
Motor
Motor
Series Hybrid
Fuel
Turboshaft
Generator
Electric Bus
Battery
DistributedFans
Motor
Motor

Lower Carbon Designs: Reduce combustion-based propulsive power (and emissions) using electric motors and/or on-board clean energy storage
Distributed Propulsion: Allows effective increase in fan by-pass ratio through distributed propulsors
Boundary Layer Ingestion: Allows propulsion systems to energize boundary layers without distorted flow entering turbine core
Wing Tip Propulsors: Allows energization of wing tip vortices without penalty of small turbomachinery
Hybrid Electric Propulsion Enables Wide Range of Configuration Options
Common Technology Requirement: Increased efficiency and specific power in electric drive systems, thermal management systems, power extraction, and/or energy storage

NASAN3X
Airbus/Rolls-RoyceeThrust
ESAero ECO-150
Future Turboelectric Aircraft Concepts

NASA HEP perspective and challenges

The NASA Perspective Develop and demonstrate technologies that will revolutionize commercial
transport aircraft propulsion and accelerate development of all-electric aircraft architectures
Enable radically different propulsion systems that can meet national environmental and fuel burn reduction goals for commercial aircraft
Focus on future large regional jets and single-aisle twin (Boeing 737-class) aircraft for greatest impact on fuel burn, noise and emissions
Focus on hybrid-electric technologies since all-electric propulsion for large transports unlikely in N+3 time horizon
Research horizon is long-term but with periodic spinoff of technologies for introduction in aircraft with more- and all-electric architectures
Leverage investment in efficiency improvements in the energy sector
Power system development for terrestrial applications does not adequately address weight or thermal management requirements for aviation applications

Hybrid Electric Propulsion Technology Projections
5 to 10 MW
Hybrid electric 50 PAX regional Turboelectric distributed propulsion 100 PAX regional All-electric, full-range general aviation
Hybrid electric 100 PAX regional Turboelectric distributed propulsion 150 PAX All electric 50 PAX regional (500 mile range)
Hybrid electric 150 PAX Turboelectric 150 PAX
>10 MW
Powe
r Lev
el fo
r Ele
ctric
al P
ropu
lsion
Today 10 Year 20 Year 30 Year 40 Year
Projected Timeframe for Achieving Technology Readiness Level (TRL) 6 Turbo/hybrid electric
distributed propulsion 300 PAX
All-electric and hybrid-electric general aviation (limited range)
Technologies benefit more electric and all-electric aircraft architectures:
High-power density electric motors replacing hydraulic actuation
Electrical component and transmission system weight reduction
kW class
1 to 2 MW class
2 to 5 MW class

Timeline for Electric Machine ApplicationMachine Size Depends on Electrification Architecture
SuperconductingNon-cryogenic 100 kW 1 MW 3 MW 10 MW 30 MW
19 Seat2 MW Total Propulsive Power
9 Seat 0.5 MW Total Propulsive Power
50-250 kW Electric Machines
0.1-1 MW Electric Machines
50 Seat Turboprop 3 MW Total Propulsive Power
1-11 MW Electric Machines
3 -30 MW Electric Machines
Largest Electrical Machine on Aircraft
50 Seat Jet12 MW Total Propulsive Power
1.5-2.6 MW Electric Machines
Leftsideofeachpowerrangebaristhesmallestmotor thatyields overallaerodynamicefficiencyincreaseforapartiallyelectrifiedairplane
Rightsideisthesizeofageneratorforatwinturboelectricsystemforafully electrifiedairplane

What Technologies are Required?Depends on vehicle size and range
It is a vehicle optimization problem
Better energy storage opens up more options for distributed propulsion or all-electric
Better electric machines open up all options Better power grids are required for anything in the MW level Better materials and subcomponents enable better electric machines
and power systems Systems level studies and tests are required to pin down key
performance parameters for each technology

Hybrid Electric Propulsion Challenges
Weight Weight Heat Safety Reliability Certification

Gas Turbine Engines The Past 50 Years
Thrust to Weight
130
120
110
100
90
801940 1960 1980 2000
Engine Noise(cum dbs)
8
6
4
2
01940 1960 1980 2000
0.9
0.8
0.7
0.6
0.5
0.41940 1960 1980 2000
Fuel Efficiency(SFC)
Flight Safety(accidents per MFH)
20
15
10
5
01940 1960 1980 2000
25
90%Improvement 350%
Increase
35 dbDecrease
45%Improvement
From: Dale Carson, GE Aviation (EAA Electric Flight Symposium, July 2011)

NASA AATT hybrid-el

a nasa perspective on electric propulsion technologies · pdf filea nasa perspective on...

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