EnergyTech2015.com Track 2, Session 3 HYBRID ELECTRIC POWER FOR AERONAUTIC PROPULSION PANEL Monday, November 30 Moderator: Michael Heil, Ohio Aerospace Institute This panel explored benefits and technology challenges associated with distributed, hybrid electric propulsion for future subsonic aeronautic vehicles. Panel members included aeronautics propulsion industry, NASA, and the DoD. James Felder, NASA Glenn Research Center John Nairus, Air Force Research Lab, Chief Engineer Power & Controls Division Neil Garrigan, GE Aviation Meyer Benzakein, OSU - Aeronautic Track Two: New Technologies for Solving the Energy Puzzle Where are the breakthroughs? How will new and emerging technologies provide solutions for society energy needs? How can these be effectively integrated with existing legacy systems?

1. Imagination at work
Neil R. Garrigan
GE Aviation
EnergyTech 2015
November 2015
Cleveland, OH
Electric Drive
Technology
Considerations for
Aircraft Propulsion

2. 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

3. 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

4. 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

5. 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

6. Locomotive, Marine & Automotive
Decouple propulsor from engine speed (fuel savings & full
torque at zero speeds) Route power to multiple propulsors

7. 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

8. Future Aircraft Propulsion Design Space
Advanced
Powerplant
High OPR
Brayton
BatteriesCVC
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

9. 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

10. 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

11. 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
& LoiterCruise
Total Fan System Horsepower Requirement
Stored Battery System Horsepower Supply
PropulsionSystemJetPower(HP)
(For2Engines)
Ground
Operation

12. 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
Engine
PiperSport
Electric
Airbus E-Fan
Weight(lb)
payload
Fuel / Battery
Engine /
Motor+Converter
Airframe
Advances needed for application with larger size or greater range

13. 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 effective
prototyping &
demonstration
• Accelerated TRL maturation
Industry & Gov’t should collaborate
Pooling resources and leverage national
assets for affordability!
Multidisciplinary Analysis, Design, Optimization
& Validation
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14. 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