Electric Drive

Technology
Considerations for
Aircraft Propulsion
Neil R. Garrigan
GE Aviation
EnergyTech 2015
November 2015
Cleveland, OH

Imagination at work

Aircraft Energy Systems

Propulsion-by-Wire
Power Optimized
Aircraft
More Electric
Aircraft

Energy Optimized Aircraft

Systems

Fly-by-Wire

Fault tolerance
Redundancy management
Mechanical & Hydraulic
Limited electric load
Adequate heat sink
Mission
Optimization

Integrated
Power & Thermal
Management

Power-by-Wire

Integrated subsystems
Electric actuation
Electric ECS
Composites
Significant electric load
Constrained heat sink

Adaptive Cycle
Engines

Total Energy
Management

Energy optimization
Propulsive electric power
Directed energy weapons
Distributed propulsion
Energy storage
Thermal Management
Hybrid Electric
Aircraft

Integrated Electric Power

Next Gen Aircraft Power System Features

SiC power conversion

Dual spool optimization

Robust redundancy

Dual spool power extraction

Integrated energy storage

Harsh environment

Advanced power generation

Intelligent Solid-State distribution

Intelligent integration

Technology development needed to enable next gen

requirements and provide near term insertions!

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 engines
online 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 Airframes
Advanced Power
Transfer

Advanced
Powerplant
High OPR
Brayton

Fuel Cells

Gas Power

Ducted
Propulsor

Ducted
Distributed
Propulsor

Batteries

TEC

Hydraulic

Conventional

Un-ducted
Distributed
Propulsor

Geared
Podded

CVC

Un-ducted
Propulsor

Embedded

Electric

Super
Conducting

BLI / Wake
Propulsion

Advanced concepts enabling untapped performance potential

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

Example - Dual Spool Primary Power System

Air Vehicle
Air
Vehicle
Smart
Grid &
Power
Vehicle
Management
System

Engine Electrical Power Management & FADEC

LP M/G &
Converter

HP ES/G &
Converter

Energy
Storage

Solid State
Intelligent
Primary
Distribution

Electrical
Mechanical

Propulsion System Jet Power (HP)

(For 2 Engines)

Notional Hybrid Propulsion Battery Energy Sizing

Example: Typical Short Duration Mission

Total Fan System Horsepower Requirement

Stored Battery System Horsepower Supply

Take-off &
Climb to Cruise
Cruise

Descent
& Loiter
Possible Divert
& Landing

Ground
Operation

60
120
Notional Mission Time in Minutes

180

Conventional & Electric Propulsion

Comparisons
Feasible today
General Aviation
Examples of electric and series hybrids flying today
Todays technology does not allow electric aircraft range
equivalent to conventional aircraft
Conventional
(Engine & fuel)

Electric
(Motor & Battery)

1400

Seats

1000

Power

75 kW

~70 kW

Max Speed

115 kts

120 kts

Max TOW

1320 lbs

~1320 lbs

Range

630 mi

~ 100 mi

payload

Weight (lb)

1200

Fuel / Battery

800
600
400

Engine /
Motor+Converter

200

Airframe

Engine
PiperSport

Electric
Airbus E-Fan

Advances needed for application with larger size or greater range

Multidisciplinary Analysis, Design, Optimization

& Validation
Core Competencies
Physics Based
Analyses

Thermodynamics
Electromagnetics
Controls & systems

Integrated
Modeling/Simulation

Integrated
Design Tools & Rapid
Optimization
Laboratory
Verification & Virtual
Integration
Rapid Prototype &
Demonstration
Capability

Vehicle & mission

Engine cycle
Integrated subsystems
Transient analysis

Status/Actions
State of the art tools and analytics
Industry, Govt and Academia

Mature M&S products exist

Tool integration well developed
Processing power enables RT Sim

Concurrent design
Trades & sensitivities
Trades & optimization tools

Industry specific and proprietary.

Trending improvements for earlier design
phase consideration.

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 & cost effective

prototyping &
demonstration
Accelerated TRL maturation

Industry & Govt should collaborate

Pooling resources and leverage national
assets for affordability!

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