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