Future of [More] Electrical Aircraft Dr Askin T. Isikveren Head, Visionary Aircraft Concepts ICAS Biennial Workshop – 2013 The Lord Charles Hotel & Conference Centre Cape Town, South Africa, 02 September 2013
Future of [More] Electrical Aircraft
Dr Askin T. Isikveren
Head, Visionary Aircraft Concepts
ICAS Biennial Workshop – 2013 The Lord Charles Hotel & Conference Centre
Cape Town, South Africa, 02 September 2013
Alle Rechte bei / All rights with Bauhaus Luftfahrt
Agenda
Bauhaus Luftfahrt – An Introduction
Socio-economic Drivers & Top Level Requirements
Advanced Electrical Technologies
Electric Flight Feasibility Assessment
Hybrid-Electric Architectures
Typical Power Demand of Sub-systems
Design & Integration for Electro-mobility
Evolution of More-Electric & All-Electric Aircraft
Hybrid-Energy Engineering for Motive Power
Ce-Liner: Zero Emissions Concept
Interesting Engineering Trade-studies
Future of [More] Electrical Aircraft, 02.09.2013 Seite 2
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Agenda
Bauhaus Luftfahrt – An Introduction
Socio-economic Drivers & Top Level Requirements
Advanced Electrical Technologies
Electric Flight Feasibility Assessment
Hybrid-Electric Architectures
Typical Power Demand of Sub-systems
Design & Integration for Electro-mobility
Evolution of More-Electric & All-Electric Aircraft
Hybrid-Energy Engineering for Motive Power
Ce-Liner: Zero Emissions Concept
Interesting Engineering Trade-studies
Future of [More] Electrical Aircraft, 02.09.2013 Seite 3
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The Bauhaus Luftfahrt Approach
Future of [More] Electrical Aircraft,
Founded in November 2005 by
The Bavarian Ministry of Economic Affairs,
Infrastructure, Transport and Technology
EADS (inc. Airbus, Cassidian & Eurocopter)
IABG mbH
Liebherr Aerospace
MTU Aero Engines
A non-profit research institution
with long-term time horizon
Strengthening the cooperation between
industry, science and politics
Developing new approaches for the future
of aviation with a high level of technical
creativity
Optimizing through a holistic approach in
science, economics, engineering and
design
Going “New Ways“ for the
mobility of tomorrow
02.09.2013 Seite 4
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Emphasis on Inter-disciplinary Research
02.09.2013 Seite 5 Future of [More] Electrical Aircraft,
Visionary Aircraft Concepts
Future Technologies and
Ecology of Aviation
Knowledge Management
Economics and Transportation
Core Competencies
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Agenda
Bauhaus Luftfahrt – An Introduction
Socio-economic Drivers & Top Level Requirements
Advanced Electrical Technologies
Electric Flight Feasibility Assessment
Hybrid-Electric Architectures
Typical Power Demand of Sub-systems
Design & Integration for Electro-mobility
Evolution of More-Electric & All-Electric Aircraft
Hybrid-Energy Engineering for Motive Power
Ce-Liner: Zero Emissions Concept
Interesting Engineering Trade-studies
Future of [More] Electrical Aircraft, 02.09.2013 Seite 6
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Socio-Economic Drivers
02.09.2013 Seite 7 Future of [More] Electrical Aircraft,
Megacities
Urban Living, growing middle-class
Demographic & Anthropometric
Increasing world-wide average age
Increasing passenger size and weight
Hybrid cultures, gender empowerment
Environment
Environmental degradation
Mass transportation vs. individual
motorised transport
Socio-political pressure placed on
reducing emissions and noise
Cities with more than
10. mio inhabitants
Inhabitants in Million
Inhabitants / km 2
World Population
Megacities in 2025
2025
Exposure to particulate matter with an aerodynamic diameter of 10 m or less (PM10) in 1100 urban areas*, 2003-2010
Source: modified from Cole, BHL Symposium 2013
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The Top-level Requirements
Flightpath 2050
75% less CO2 emissionsa
90% less NOx emissionsa
65% reduction in perceived noisea
Aircraft is designed and manufactured to be
recyclable
Emission-free taxiing
80% less accidentsb
90% of all journeys (door-to-door within the
EU) within 4 hrs
Flights arrived within 1 min. of planned time
regardless of weather
ATM should handle at least 25M flights
02.09.2013 Seite 8 Future of [More] Electrical Aircraft,
Strategic Research & Innovation Agenda
abased on a typical aircraft with 2000 technology bbased on 2000 traffic
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Granualising SRIA 2050 Required Strategy
02.09.2013 Seite 9 Future of [More] Electrical Aircraft,
0.4 0.5 0.6 0.7 0.8
0.65
0.7
0.75
0.8
0.85
0.9
0.95 ov
= in
pr
[-]
Thermal or Inner Efficiency ( in
) [-]
Pro
pu
lsiv
e E
ffic
ien
cy (
pr )
[-]
ReferenceTechnology
State-of-the-Art
IR Turbofan
Adv. Open Rotor
Technology
50% Hybrid-ElectricTurbofan Study(Schmitz & Hornung11)
Full-ElectricFan Study(Seitz et. al.12)
Black Contours: Propulsion System Overall Efficiency (ηov) in cruise relative to Year 2000 Reference
25%
43%
7%
airframe
propulsion/ engines
operations/ ATM
Hybrid-Energy approach in conjunction with:
> Distributed Propulsion
> Active very flexible polyhedral wings
B757/767
Re
lati
ve F
ue
l Bu
rn
A320 Neo& B737 MAX
Advanced Turbofan(studies)
Flightpath 2050
Hybrid Electro-MobilityFull Electro-Mobility
Improved aero-structural andtightly-coupledpropulsion
Year Entry-into-Service
SRIA 2020
SRIA 2035
-100%
-80%
-60%
-40%
-20%
0%
20%
40%
60%Source: Hornung et al, AIAA 2013
derived from Seitz et al., JPC 2013
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Agenda
Bauhaus Luftfahrt – An Introduction
Socio-economic Drivers & Top Level Requirements
Advanced Electrical Technologies
Electric Flight Feasibility Assessment
Hybrid-Electric Architectures
Typical Power Demand of Sub-systems
Design & Integration for Electro-mobility
Evolution of More-Electric & All-Electric Aircraft
Hybrid-Energy Engineering for Motive Power
Ce-Liner: Zero Emissions Concept
Interesting Engineering Trade-studies
Future of [More] Electrical Aircraft, 02.09.2013 Seite 10
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Electric Flight Feasibility Assessment
Exergy (useable energy):
The energy density is insufficient as
feasibility assessment criterion
Ragone metrics:
Exergy and power densities are the key
indicators for electric aircraft feasibility
in the comparison of alternative power
sources
Seite 9 02.09.2013 Future of [More] Electrical Aircraft, Alle Rechte bei / All rights with Bauhaus Luftfahrt
1
10
100
1000
10000
100000
0 20 40 60 80 100 120 140 160 180 200
Super
Capacitors
Lead Acid
Lead Acid(spirally wounded)
NiCd
NiMH
NaCl
Li-Ion
High Power
Li-Ion
High Energy
Li-Ion
Very High Power
Li-M
Polymer
Sp
ecif
icP
ow
er
at
Cell
Le
ve
l /
W/k
g
Specific Energy at Cell Level / Wh/kg
Source: Kuhn and Sizmann, DLRK 2012
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Electric Flight Feasibility Assessment
Exergy (useable energy):
The energy density is insufficient as
feasibility assessment criterion
Ragone metrics:
Exergy and power densities are the key
indicators for electric aircraft feasibility
in the comparison of alternative power
sources
0.1
1.0
10.0
0.01 10.0 1.0 0.1 Relative Exergy Density
Rel
ativ
e P
ower
Den
sity
Seite 9 02.09.2013 Future of [More] Electrical Aircraft, Alle Rechte bei / All rights with Bauhaus Luftfahrt
Alle Rechte bei / All rights with Bauhaus Luftfahrt
Electric Flight Feasibility Assessment
Exergy (useable energy):
The energy density is insufficient as
feasibility assessment criterion
Ragone metrics:
Exergy and power densities are the key
indicators for electric aircraft feasibility
in the comparison of alternative power
sources
Hybridization:
energy storage devices each inadequate
may be an enabling energy system in
combination
Seite 10 02.09.2013 Future of [More] Electrical Aircraft, Alle Rechte bei / All rights with Bauhaus Luftfahrt
Sources:
Sizmann, 2010
Kuhn et al., CEAS 2011
H. Kuhn et al., ICAS 2012
Alle Rechte bei / All rights with Bauhaus Luftfahrt
Electric Flight Feasibility Assessment
Exergy (useable energy):
The energy density is insufficient as
feasibility assessment criterion
Ragone metrics:
Exergy and power densities are the key
indicators for electric aircraft feasibility
in the comparison of alternative power
sources
Hybridization:
energy storage devices each inadequate
may be an enabling energy system in
combination
0.1
1.0
10.0
0.01 10.0 1.0 0.1 Relative Exergy Density
Rel
ativ
e P
ower
Den
sity
Combination (tbd)
Subsystem 1
Subsystem 2
Seite 10 02.09.2013 Future of [More] Electrical Aircraft, Alle Rechte bei / All rights with Bauhaus Luftfahrt
Sources:
Sizmann, 2010
Kuhn et al., CEAS 2011
H. Kuhn et al., ICAS 2012
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Hybrid-Electric Power System Architectures
Future of [More] Electrical Aircraft, 02.09.2013 Seite 15
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0
10000
20000
30000
40000
Po
wer
[kW
]
Flight Phase
Power Demand of Propulsion System
0.00
100.00
200.00
300.00
400.00
500.00
600.00
700.00
800.00
900.00
1000.00
Po
we
r d
em
and
[kW
]
Flight Phase
Power Demand of Subsystems
Thermal Management
Landing Gear
Flight Controls
Lighting
ECS
Cockpit
Avionic
Instruments & Ice Protection
Cabin
Typical Power Demand of Sub-systems
Maximum required power at different flight phases
Propulsion system = electric motor, motor controller, battery control unit
02.09.2013 Seite 16 Future of [More] Electrical Aircraft,
33.5 MW
red line: normal operation
blue line: abnormal ops = excl. non-essential customers
950 kW
660 kW x
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Agenda
Bauhaus Luftfahrt – An Introduction
Socio-economic Drivers & Top Level Requirements
Advanced Electrical Technologies
Electric Flight Feasibility Assessment
Hybrid-Electric Architectures
Typical Power Demand of Sub-systems
Design & Integration for Electro-mobility
Evolution of More-Electric & All-Electric Aircraft
Hybrid-Energy Engineering for Motive Power
Ce-Liner: Zero Emissions Concept
Interesting Engineering Trade-studies
Future of [More] Electrical Aircraft, 02.09.2013 Seite 17
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ATA 24 MEA State-of-the-Art
02.09.2013 Seite 18 Future of [More] Electrical Aircraft,
G
230 VAC
28 V Essential
28 V Vital
28 V Non-Essential
270 VDC
SSPC
SSPC
BTB
BTB
BTB
AC
AC
G
SSPC
AC
AC
115 VAC
AC
AC
MEA System Architecture based on Boeing 787* (hybrid voltage system)
System Power*:
System Power [kW]
230 VAC 272
115 VAC 153
270 VDC 324
28 VDC 27
APU
GPU
G
230 VAC
SSPC
SSPC
AC
AC
G
AC
AC
AC
AC
G G
SSPC
ACDC
SSPC
SSPC SSPC
SSPC
SSPC
SSPC
AC
DC
AC
DC
SSPC
AC
DC
DC
DC
SSPC
Loads:-ECS/Pressurization-ECS Fans- Hydraulics-Cooling
Loads:- ICS-Various
Avionics
Loads:- Ice Protection-Galleys-Fuel pumps-Forward Cargo AC
Engine #1 Engine #2
RAT
SSPC
Source: Vratny, 2012
adapted from Chick, Flug Revue 2012
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G
270 V Essential
28 V Essential
28 V Vital
28 V Non-Essential
270 V Non-Essential
Fuel Cell
SSPC
SSPC
BTB
BTB
Components list:
Component Numbers Voltage
Inverter 2 540
Converter 3 540
SSPC 9 540
BTB 2 28
270 V Essential
270 V Non-Essential
SSPC GPU
SSPC
BTB
AC
DC
G
AC
DC
SSPC
DC
DC
DCDC
DCDC
SSPC
SSPC SSPC
SSPC
SSPC
Advanced MEA System Architecture (only DC)
Avionics
G
SSPC
AC
DC
GA
CD
C
SSPC
Engine #1 Engine #2
Loads 270 VDC:- Ice Protection-Galleys-Fuel pumps-Forward Cargo AC- ICS-ECS/Pressurization-ECS Fans- Hydraulics-Cooling
ATA 24 AEA Evolution circa 2025 (mod. risk)
02.09.2013 Seite 19 Future of [More] Electrical Aircraft,
Source: Vratny, 2012
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ATA 24 AEA Evolution circa 2035 (higher risk)
02.09.2013 Seite 20 Future of [More] Electrical Aircraft,
Source: Pornet et al., AIAA 2013
540 VDC non-essential 28 VDC non-essential
28 VDC vital
28 VDC essentialDCDC
SSPC
BTB
BTB
BTB
SS
PC
Avionics
540 VDC essential
SS
PC
DCDC
SSPC
G1
SS
PC
AC
DC
G2
SS
PC
AC
DC
SS
PC
SSPCSSPC
DC
DC
Subsystems #1 Subsystems #2
SSPC
540 VDC essentialGPU.
Fuel Cell
540 VDC non-essential
DCDC
G
ACDC
Converter
Rectifier
Solid State Power Controller /
Bus Tie Breaker
Engine Generator
Battery
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Combining Energy Sources for Motive Power
02.09.2013 Seite 21 Future of [More] Electrical Aircraft,
Alternative Figures-of-Merit
Thrust Specific Power Consumption
Energy Specific Air Range
E-Motor
PT
ICE
PFuel PElectric
PInflow
POutflow PShaft
PThrust
Hybrid Cycle Engine
ICE = Internal Combustion Engine, PT = Power Turbine
Pro
pu
lsiv
e D
evic
e
Pro
pu
lsiv
e D
evic
e
E-Motor
PThrust PInflow
POutflow
PShaft
PSupply = PElectric
Fully Electric Propulsion
ICE
PT
PThrust PInflow
POutflow
PShaft
PSupply = PFuel
Gas Turbine Engine
ICE = Internal Combustion Engine, PT = Power Turbine
Pro
pu
lsiv
e D
evic
e
100% usable energy ~60% usable energy
prtrecov
VV
F
PTSPC
00
0
supply
gm
DL
gmTSPC
DLV
dE
dRESAR
CA
ov
CA
//
0
Source: Schmitz, 2012 & Seitz et al., DLRK 2012
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Hybrid-Energy Engineering for Motive Power
02.09.2013 Seite 22
Serial Hybrid Solutions
Parallel Hybrid Solutions
DC
Controller
AC
Controller
G
M
ACDC
AC
Controller
+-
M/G
AC
Controller
ACDC DC
Controller
+-
Future of [More] Electrical Aircraft,
DC
Controller
DC
Controller
M
+-
Controller
M/G
AC
Controller
ACDC DC
Controller
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Hybrid-Energy Aircraft Study
Medium-range Single-Aisle
Reference aircraft EIS 2035
180 PAX with max range of 3300 nm
Retrofit Hybrid Aircraft concept
Installation of advanced elec. system
Battery energy density 1500 Wh/kg
No-resizing of the combustion engines
MTOW and OMLs kept fixed
Performance outcomes
Max PAX Range -530 nm (-16%)
900 nm stage length
Cruise-only: -13% block fuel
Climb and Cruise: -16% block fuel
Up to -3% ESAR drop Ref. Retrofit
02.09.2013 Seite 23 Future of [More] Electrical Aircraft,
-13%
-16%
Source: Pornet et al., AIAA 2013
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Zero-emissions Concept – The Ce-Liner
02.09.2013 Seite 24 Future of [More] Electrical Aircraft,
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540 VDC non-essential 28 VDC non-essential
28 VDC vital
28 VDC essentialMotor Bus 540 VDC essential
540 VDC Flight Controls 540 VDC Flight ControlsBCU BCU
BCU
ACDC
ACDC
Hot. Bat
DCDC
DCDC
DCDC
BCU BCU
BCU
DCDC
GPU.
SSPC
SSPC
SSPC
SSPC
SSPC
BT
BB
TB
BT
B
SS
PC
SS
PC
SS
PC
SS
PC
SS
PC
SS
PC
SS
PC
SS
PC
SS
PC
SS
PC
SS
PC
SS
PC
SS
PC
Propulsion System Subsystems Avionics
Universally-Electric Systems Architecture
02.09.2013 Seite 25 Future of [More] Electrical Aircraft,
Source: Isikveren et al., 2013
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Power and Battery Performance Profiles
02.09.2013 Seite 26 Future of [More] Electrical Aircraft,
0 50 100 150 200 2500
5
10
15
20
25
30
35
Time [min]
Sh
aft P
ow
er
De
ma
nd
[M
W]
Ta
xi-O
ut
& T
ake
-Off
&T
ake
-Off
Cruise Cli
mb
Des
cen
t
Ho
ld
Div
ersi
on
La
nd
ing
& T
axi
-In
0 50 100 150 200 2500
20
40
60
80
100
State of Charge of of the Ce-Liner Battery
Sta
te o
f C
ha
rge
[%
]
Time [min]
0 50 100 150 200 2502700
2800
2900
3000
3100
3200
3300
Voltage of
of the Ce-Liner Battery
Vo
lta
ge
[V
]
Time [min]
0 50 100 150 200 2500
100
200
300
400
500
600
700
800
900
1000
Electric Current and Discharge Rate of
of the Ce-Liner Battery
Ele
ctr
ic C
urr
en
t [A
]
Time [min]0 50 100 150 200 250
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
CR
ate
[1
/h]
0 50 100 150 200 25096.5
97
97.5
98
98.5
99
99.5
100
Efficiency Development of
of the Ce-Liner Battery
Effic
ien
cy [%
]
Time [min]
Ta
xi-O
ut
&T
ake
-Off
&T
ake
-Off
Cruise Cli
mb
Des
cen
t
Ho
ld
La
nd
ing
& T
axi
-In
Div
ersi
on
Ta
xi-O
ut
&T
ake
-Off
&T
ake
-Off
Cruise
Cli
mb
Des
cen
t
Ho
ld
La
nd
ing
& T
axi
-In
Div
ersi
on
Ta
xi-O
ut
&T
ake
-Off
&T
ake
-Off
Cruise
Cli
mb
Des
cen
t
Ho
ld
La
nd
ing
& T
axi
-In
Div
ersi
on
Ta
xi-O
ut
&T
ake
-Off
Cruise Cli
mb
Des
cen
t
Ho
ld
La
nd
ing
& T
axi
-In
Div
ersi
on
0 50 100 150 200 2500
20
40
60
80
100
State of Charge of of the Ce-Liner Battery
Sta
te o
f C
ha
rge
[%
]
Time [min]
0 50 100 150 200 2502700
2800
2900
3000
3100
3200
3300
Voltage of
of the Ce-Liner Battery
Vo
lta
ge
[V
]
Time [min]
0 50 100 150 200 2500
100
200
300
400
500
600
700
800
900
1000
Electric Current and Discharge Rate of
of the Ce-Liner Battery
Ele
ctr
ic C
urr
en
t [A
]
Time [min]0 50 100 150 200 250
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
CR
ate
[1
/h]
0 50 100 150 200 25096.5
97
97.5
98
98.5
99
99.5
100
Efficiency Development of
of the Ce-Liner Battery
Effic
ien
cy [%
]
Time [min]
Ta
xi-O
ut
&T
ake
-Off
&T
ake
-Off
Cruise Cli
mb
Des
cen
t
Ho
ld
La
nd
ing
& T
axi
-In
Div
ersi
on
Ta
xi-O
ut
&T
ake
-Off
&T
ake
-Off
Cruise
Cli
mb
Des
cen
t
Ho
ld
La
nd
ing
& T
axi
-In
Div
ersi
on
Ta
xi-O
ut
&T
ake
-Off
&T
ake
-Off
Cruise
Cli
mb
Des
cen
t
Ho
ld
La
nd
ing
& T
axi
-In
Div
ersi
on
Ta
xi-O
ut
&T
ake
-Off
Cruise Cli
mb
Des
cen
t
Ho
ld
La
nd
ing
& T
axi
-In
Div
ersi
on
0 50 100 150 200 2500
20
40
60
80
100
State of Charge of of the Ce-Liner Battery
Sta
te o
f C
ha
rge
[%
]
Time [min]
0 50 100 150 200 2502700
2800
2900
3000
3100
3200
3300
Voltage of
of the Ce-Liner Battery
Vo
lta
ge
[V
]
Time [min]
0 50 100 150 200 2500
100
200
300
400
500
600
700
800
900
1000
Electric Current and Discharge Rate of
of the Ce-Liner Battery
Ele
ctr
ic C
urr
en
t [A
]
Time [min]0 50 100 150 200 250
0
0.1
0.2
0.3
0.4
0.5
0.6
0.7
0.8
0.9
1
CR
ate
[1
/h]
0 50 100 150 200 25096.5
97
97.5
98
98.5
99
99.5
100
Efficiency Development of
of the Ce-Liner Battery
Effic
ien
cy [%
]
Time [min]
Ta
xi-O
ut
&T
ake
-Off
&T
ake
-Off
Cruise Cli
mb
Des
cen
t
Ho
ld
La
nd
ing
& T
axi
-In
Div
ersi
on
Ta
xi-O
ut
&T
ake
-Off
&T
ake
-Off
Cruise
Cli
mb
Des
cen
t
Ho
ld
La
nd
ing
& T
axi
-In
Div
ersi
on
Ta
xi-O
ut
&T
ake
-Off
&T
ake
-Off
Cruise
Cli
mb
Des
cen
t
Ho
ld
La
nd
ing
& T
axi
-In
Div
ersi
on
Ta
xi-O
ut
&T
ake
-Off
Cruise Cli
mb
Des
cen
t
Ho
ld
La
nd
ing
& T
axi
-In
Div
ersi
on
Source: Vratny et al., CEAS 2013
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Benchmarking Ce-Liner
Aircraft Properties Units Ce-Liner B787-3+ ∆ (B787-3+)
MTOW [kg] 109300 73700 +49.1%
MLW [kg] 109300 70360 N/A
OEW / MTOW [%] 54.4 65.4 -16.8%
OWE / PAX kg/PAX 314 253 +24.0%
Max Energy(Fuel) Weight / MTOW [%] 27.5 24.3 +13.2%
Reference Area (Sref) [m²] 172.3 115.2 +49.6%
Aspect Ratio (planar wing) [-] 7.1 10.8 -34.2%
MTOW / Sref [kg/m²] 635 636 ~0.0%
Power / MTOW [kW/kg] 0.407 N/A N/A
Thrust / MTOW (M0.20, SL) [-] 0.233 0.310 -24.8%
TOFL@ISA,SL [m] 2245 1830 +22.7%
LFL@ISA,SL [m] 1875 1770 +5.9%
Approach Speed (MLW) KCAS 149 146 +2.1%
Des.Range, LRC, ICA, Max-PAX [nm] 900 nm, M0.75, FL330
(L/D) @ LRC, TOC, ISA+10C (-) 20.5 18.4 +11.4%
ESAR, 900 nm, LRC, ISA+10C [km/kWh] 0.0473 0.0374 +26.4%
02.09.2013 Future of [More] Electrical Aircraft, Seite 27
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Operational Aspects and Performance
Loadability and Turn-around
Little flexibility for manipulating
loading loops
Specialised procedures for handling
heavy 3Cs and high voltages
Less autonomy during turn-around
Abnormal Mode Performance
PMAD system driven limitations
OEI during en route conditions – no
change in SEP, buffet limitations
Impact of actual operating ambient
conditions plus EMI/HIRF effects
Servicing and Maintenance
Specialised procedures when handling
power electronic systems
Greatly improved MTBF, MTBUR
Need to maximise component/sub-
system DSGs
Normal Mode En route Perform.
Simpler flight planning, “low-and-
slow” design is not inevitable
Fixed SEP, no step-cruise
“Stepped” payload-range trade
Lower noise attributes
02.09.2013 Future of [More] Electrical Aircraft, Seite 28
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Design and Integration of Adaptive Top-Wing
Critical trim/control cases
Cruise, take-off rotation, landing de-
rotation and go-around
Variable stiffness, adaptive
hybrid-compliant system
02.09.2013 Seite 29 Future of [More] Electrical Aircraft,
Structural Health Monitoring
Utilised for maintenance scheduling
and actuation monitoring
Specially embedded OFDR and
adoption of so-called „smart skin“
-0,32-0,30-0,28-0,26-0,24-0,22-0,20-0,18-0,16-0,14-0,12-0,10-0,08-0,06-0,04-0,020,000,020,040,060,080,100,120,140,160,180,200,220,240,260,280,300,32
EMC + MorphCore Skin,
bonded to stringers, spars
and leading edge
WS11 – 8% camber
(max. low-speed set.)
WS10 – 8% camber
WS05 – 5% camber
(max. en route set.)
WS04 – 3% camber
WS00 – 1% camber
(neutral setting)
Front Spar (CFRP)
Auxiliary Spar (CFRP)
Plain Flap (CFRP)
neutral setting shown
Warren Girder (CFRP)
between all adaptive ribs
Electro-strictive
Inchworm Actuator,
5-off per rib
Stringers (Al 7000-
series), also mounting
for all fixed joints
along periphery
Port TW Root
Port TW Tip
Fixed leading edge as
inner lining (CFRP)
Articulated pins joints,
7-off per rib
Complaint hinge,
6-off at each sparTruss member
(Al 7000-series)
Complaint hinge,
2-off upper and
lower lining
1% camber (neutral setting)
8% camber (max. low-speed setting)
Source: Lorenz et al., IWSHM 2013
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Engineering Trade-study: EF vs EOR
1700 1750 1800 1850 1900 1950 2000 2050 2100 2150 22001700
1800
1900
2000
2100
2200
2300
2400
2500
2600
Study Settings:
Transport Task: 189Pax, 900nm
Technology Status: EIS 2035
Cruise Conditions: ISA, FL330, M0.75
T/O Conditions: ISA, SL, M0.2
Max. Wing Loading 634kg/m2
Aircraft Thrust/Weight at T/O: 0.233 (AEO), 0.178 (OEI)
DProp
at Optimum for max. ESAR at TOC
Vtip,des,Fan
at Optimum for max. ESAR at TOC
Max. Nozzle Area Extension for EF at T/O: 15%
Required Battery Energy Density (EDBatt,req
) [Wh/kg]
Re
qu
ire
d B
att
ery
Po
we
r D
en
sity (
PD B
att
,re
q)
[W/k
g]
[-]
02.09.2013 Seite 30 Future of [More] Electrical Aircraft,
1700 1750 1800 1850 1900 1950 2000 2050 2100 2150 22001700
1800
1900
2000
2100
2200
2300
2400
2500
2600
360 @ 2.20
337 @ 2.30
319 @ 2.40
303 @ 2.50
290 @ 2.60
278 @ 2.70
268 @ 2.80259 @ 2.90
250 @ 3.00
243 @ 3.10
Optimum Vtip,des,Fan
[m/s]
@ D
Fan [m]
Electric Fan (EF)
Powered Aircraft
4.66 @ 180
4.48 @ 200
4.37 @ 220
4.30 @ 240
Optimum DProp
[m] @ Vtip,Prop
[m/s]
Electric Open Rotor (EOR)
Powered Aircraft
Study Settings:
Transport Task: 189Pax, 900nm
Technology Status: EIS 2035
Cruise Conditions: ISA, FL330, M0.75
T/O Conditions: ISA, SL, M0.2
Max. Wing Loading 634kg/m2
Aircraft Thrust/Weight at T/O: 0.233 (AEO), 0.178 (OEI)
DProp
at Optimum for max. ESAR at TOC
Vtip,des,Fan
at Optimum for max. ESAR at TOC
Max. Nozzle Area Extension for EF at T/O: 15%
Required Battery Energy Density (EDBatt,req
) [Wh/kg]
Required B
attery
Pow
er
Density (
PD
Ba
tt,r
eq)
[W/k
g] [-
]
1700 1750 1800 1850 1900 1950 2000 2050 2100 2150 22001700
1800
1900
2000
2100
2200
2300
2400
2500
2600
360 @ 2.20
337 @ 2.30
319 @ 2.40
303 @ 2.50
290 @ 2.60
278 @ 2.70
268 @ 2.80259 @ 2.90
250 @ 3.00
243 @ 3.10
Optimum Vtip,des,Fan
[m/s]
@ D
Fan [m]
Electric Fan (EF)
Powered Aircraft
4.66 @ 180
4.48 @ 200
4.37 @ 220
4.30 @ 240
Optimum DProp
[m] @ Vtip,Prop
[m/s]
Electric Open Rotor (EOR)
Powered Aircraft
Study Settings:
Transport Task: 189Pax, 900nm
Technology Status: EIS 2035
Cruise Conditions: ISA, FL330, M0.75
T/O Conditions: ISA, SL, M0.2
Max. Wing Loading 634kg/m2
Aircraft Thrust/Weight at T/O: 0.233 (AEO), 0.178 (OEI)
DProp
at Optimum for max. ESAR at TOC
Vtip,des,Fan
at Optimum for max. ESAR at TOC
Max. Nozzle Area Extension for EF at T/O: 15%
Required Battery Energy Density (EDBatt,req
) [Wh/kg]
Required B
attery
Pow
er
Density (
PD
Ba
tt,r
eq)
[W/k
g] [-
]
–10.8%
–3.9%
Source: Seitz et al., JPC 2013
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Engineering Trade-study: Propulsive Fuselage
02.09.2013 Seite 31 Future of [More] Electrical Aircraft,
Source: Steiner et al., ICAS 2012
A: Classic podded power plant arrangement w/o fuselage wake-filling
B: Geometrically uncontrained propulsive fuselage device applied to overall aircraft thrust requirements including ideal fuselage wake-filling
C: Propulsive fuselage device applied to overall aircraft thrust requirements including ideal fuselage wake-filling under geometric constraints
D: Propulsive fuselage device applied to ideal fuselage wake-filling only, required residual aircraft thrust provided by podded power plants
Fuselage boundary layerLegend:
Propulsion system jet flow field
Jet momentum equivalent for ideal fuselage wake compensation
Jet momentum equivalent for aircraft residual thrust requirement
V0Vw(x,z) V0+ΔVP
z
x
Source: Van Dyck, 2012
Source: adapted from Seitz & Gologan, CEAS 2013 A: Classic podded power plant arrangement w/o fuselage wake-filling
B: Geometrically uncontrained propulsive fuselage device applied to overall aircraft thrust requirements including ideal fuselage wake-filling
C: Propulsive fuselage device applied to overall aircraft thrust requirements including ideal fuselage wake-filling under geometric constraints
D: Propulsive fuselage device applied to ideal fuselage wake-filling only, required residual aircraft thrust provided by podded power plants
Fuselage boundary layerLegend:
Propulsion system jet flow field
Jet momentum equivalent for ideal fuselage wake compensation
Jet momentum equivalent for aircraft residual thrust requirement
V0Vw(x,z) V0+ΔVP
z
x
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Key Observations and Future Research Work
Key Observations
To realise Flightpath 2050 goals for emissions a hybrid-energy approach is necessary
MEA-AEA evolution will not be sufficient some means of electrical energy generation
and/or storage for propulsion is key
Indications that single energy storage approach will be limiting for commercial transportation
Short-haul operations Universally-Electric solution
Medium-to-long-haul operations Hybrid-Electric solution
Even with relatively aggressive specifc weights, electrification yields significant degradation
in vehicular efficiency distributed propulsion and advanced, active wings could offset this
Future Research Work
Hybrid Electrical Power Systems – dual energy storage approach
Integration schemes that accommodate retro-fit/upgrades between UESA and HE
without extensive re-design
02.09.2013 Seite 32 Future of [More] Electrical Aircraft,
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Contact
Bauhaus Luftfahrt e.V.
Lyonel-Feininger-Strasse 28
80807 Munich
Germany
Tel.: +49 (0) 89 3 07 48 49 - 0
Fax: +49 (0) 89 3 07 48 49 - 20
http://www.bauhaus-luftfahrt.net
02.09.2013 Seite 33 Future of [More] Electrical Aircraft,