Document
National Aeronautics and Space Administration
Enabling Electric Propulsion for Flight Starr Ginn Chief Engineer for Aeronautics Research NASA Armstrong Flight Research Center www.nasa.gov Special Thanks to AFRC Researchers: Kurt Kloesel, EE, AE Propulsion Branch Yohan Lin, EE System Integration Branch Sean Clarke, EE System Development Branch Aamod Samuel, AE System Development Branch Jim Murray, AE Aerodynamics Branch 2 X-43 Helios X-15 F-8
– Hugh L. Dryden
X-29 Lunar Landing Research Vehicle Lunar La h X-1 A Sh ttl M2-F1 Space Shuttle Approach and Landing Tests S
Armstrong Flight Research Center We Fly What Others Only Imagine
3 Aerodynamic scaling or enthalpies that cannot be simulated on the ground Properties of the natural atmosphere Complexities that cannot be modeled Unbiased testing is of national benefit Technical or programmatic risk is too high for industry Only required for NASA mission
Because research is sensitive to
Results will have broad value and applicable to a class of applications
environment
1. Fits the national research agenda 2. Flight is the best (or only way) to obtain the relevant 3. Appropriate for the government when
Armstrong Flight Research Center Criteria for Flight Research
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– National Research Council
Flight research doesn’t merely come at the end of the project, it actually informs the direction of the research and manufacturing.
Armstrong Flight Research Center 5 Structural Control of High Aspect Ratio Wings BWB Distributed Electric Propulsion Propulsion Airframe Interaction Airframe Integration of Series-Hybrid Boundary Layer Ingestion Boundary Layer Ingestion
Armstrong Flight Research Center Future Innovation Lies Between Disciplines
6 Safe, Efficient Growth in Global Operations Enable full NextGen and develop technologies to substantially reduce aircraft safety risks Innovation in Commercial Supersonic Aircraft Achieve a low-boom standard Ultra-Efficient Commercial Vehicles Pioneer technologies for big leaps in efficiency and environmental performance Transition to Low-Carbon Propulsion Characterize drop-in alternative fuels and pioneer low-carbon propulsion technology Real-Time System-Wide Safety Assurance Develop an integrated prototype of a real-time safety monitoring and assurance system Assured Autonomy for Aviation Transformation Develop high impact aviation autonomy applications
Armstrong Flight Research Center Aeronautics Research Strategic Thrusts
IASP NARI Team SEEDLING PROGRAM Systems Program Integrated Aviation Flight research- oriented, integrated, system-level R&T that supports all six thrusts X-planes/ test environment TACP AAVP AAVP Aeronautics Advanced Air Advanced Air Advanced Air Transformative Vehicles Program Vehicles Program Vehicles Program Concepts Program High-risk, leap-frog ideas that support all six thrusts Critical cross-cutting tool development Ultra-Efficient Commercial Vehicles Innovation in Commercial Supersonic Aircraft Transition to Low- Carbon Propulsion Assured Autonomy for Aviation Transformation AOSP and Safety Program Airspace Operations Safe, Efficient Growth in Global Operations Real-Time System-Wide Safety Assurance Assured Autonomy for Aviation Transformation Armstrong Flight Research Center Aeronautics Mission Programs MISSION PROGRAMS SEEDLING PROGRAM * Transition to Low Carbon Propulsion 8
AAVP
Ultra-Efficient Commercial Vehicles Innovation in Commercial Supersonic Aircraft Transition to Low- Carbon Propulsion Assured Autonomy for Aviation Transformation
Advanced Air Vehicles Program (AAVP) MISSION PROGRAM
Armstrong Flight Research Center Aeronautics Mission Programs
2005 best – 60% Energy Consumption
2005 best – 80% Emissions (cruise)
Hybrid Gas-Electric Propulsion Hybrid Gas-Electric Propulsion
CAEP6 – 80% Emissions (LTO)
Propulsion Integration
t
h C h C
Noise Research Theme 1 (2030): Lighter-Weight, Lower-Drag Fuselage Research Theme 2 (2030): Higher Aspect Ratio Optimal Wing Research Theme 3 (2030): Quieter Low-Speed Performance Research Theme 4 (2030): Cleaner, Compact, Higher BPR Research Theme 5 (2030): Research Theme 6 (2030): Unconventional Propulsion-Airframe Research Theme 7 (2015): Alternative Fuel Emissions Research Theme 5 (2030): Stage 4 – 52 dB cum ht R h Fli (N+3) t
all research themes and increased funding for hybrid electric propulsion
Armstrong Flight Research Center Advanced Air Transport Technology Research A A A
Achieving N+3 energy consumption goals will require Fixed Wing investment in
Goals Metrics (N+3) Research Themes Goal-Driven Advanced Concepts 10 40 Yr Hybrid electric 737-150 PAX Turboelectric 737-150 PAX Turboelectric and hybrid electric distributed propulsion 300 PAX • • • (Power level for single engine) 30 Yr Hybrid electric 100 PAX regional Turboelectric distributed propulsion 150 PAX • • 20 Yr brid ele GA Hybrid electric 50 PAX regional Turboelectric distributed propulsion 100 PAX regional Hy H H H H H H H H H H H H H H H H H H H H Hy H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H H Turboelec T PAX regio • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • • t i l 10 Yr All electric and hybrid electric GA All electric and A h b id h • • Projected Timeframe for Achieving TRL 6 Today Conceptual designs of aircraft and propulsion systems Higher power density generators and motors Flight-weight power system architectures and simulations Higher energy density energy storage systems (non-NASA) Extensive ground and flight testing High power density electric motors Electrical component and transmission replacing hydraulic actuation system weight reduction Spinoff Technologies Benefit More/All Electric Architectures: • • What is needed? Power Level for Electrical Propulsion System NASA studies and industry roadmaps have identified hybrid electric propulsion systems as promising technologies that can help meet national environmental and energy efficiency goals for aviation Energy usage reduced by more than 60% Harmful emissions reduced by more than 90% Objectionable noise reduced by more than 65% Low Carbon Propulsion Potential Benefits
Armstrong Flight Research Center Hybrid Electric Propulsion (HEP) Systems for Aviation
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60,000ft
357 mph
Wingspan: 131ft
1-2 MW Class 1-2 MW Class
Weight: 32,250 lb
Armstrong Flight Research Center Hybrid Electric Propulsion (HEP) Systems for Aviation
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Fixed Wing Project Scientist
– Nateri Madavan, NASA
Sept. 30, 2013
“We are beginning to shift our focus to smaller classes – regional jets and turboprops.”
Armstrong Flight Research Center 13 40 kW Peak, 53 hp 30 kW continuous 240 VDC 500 lbf thrust 500 ft*lbs torque 0-40,000 RPM 500 Amps Acoustic signature Pipistrel Electro-Taurus Motor Measurements Plug-and-Play Electric Propulsion Kit
Single String Propulsor System
Armstrong Flight Research Center AirVolt
14 test data of motor, motor controller, battery system efficiencies, thermal dynamics and acoustics, independent of manufacturers multiple motors and lessons learned Collect high-fidelity, high-bandwidth ground-based V&V of components and system interfaces Evaluation of low TRL components Model single system before transitioning to Gain knowledge in test methodologies, processes,
Single String Propulsor System
Armstrong Flight Research Center AirVolt
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Hybrid Electric Integrated System Testbed
power sources the aircraft, using real line lengths treatment interruptions, times are studied to assess their impact on the computers and components simulator Study system complexities of 2 COTS and low TRL components Laid out in the actual configuration of Discover incompatibilities Validate vital aircraft system Effects of failure and subsequent Electric switch w/variable EMI effects Ironbird is controlled from a flight Integration and Performance Challenges are Studied so Larger, More Advanced Electric Propulsion System Testbeds Can Be Designed
Armstrong Flight Research Center Ironbird – HEIST
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: Translate thrust
will Host
: Manage the loading of the power
: Use real-time measurements and quickly
Hybrid Electric Integrated System Testbed
targets with simulated pilot inputs into individual thrust commands for each of the propulsors, controlling roll and yaw generator, the real-time capacity of the energy storage buffer (e.g., battery system) and the power demand of the collection of propulsors adapt to environmental changes, to reduce drag, increase performance and energy savings Distributed Propulsion Electronic Controller Power Management Algorithm Peek Seeking Control
Embedded Flight Control Computer
Power Management and Distribution Research
Armstrong Flight Research Center Ironbird – HEIST
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Modular Architecture to Allow for Multiple Configurations
Two redundant power sources to balance power regeneration and load shedding Verify any failure in one path will not cause an overload on the alternate path Each path capable of handling entire power load Using distributed electric propulsion for flight control by nature are dynamic, with lots of moves, adds and changes going on all the time
(TeDP/Hybrid/All-electric; serial; or parallel buses)
Armstrong Flight Research Center HEIST
M M M M M M AM RA IASP ARI Team A EEDLING PROGR NARI Team SEEDLING PROGRAM N N S NARI Team SEEDLING PROGRAM Systems Program Integrated Aviation Flight research- oriented, integrated, system-level R&T that supports all six thrusts X-planes/ test environment TACP AAVP Aeronautics Advanced Air Transformative Vehicles Program Concepts Program High-risk, leap-frog ideas that support all six thrusts Critical cross-cutting tool development Ultra-Efficient Commercial Vehicles Innovation in Commercial Supersonic Aircraft Transition to Low- Carbon Propulsion Assured Autonomy for Aviation Transformation AOSP and Safety Program Airspace Operations Safe, Efficient Growth in Global Operations Real-Time System-Wide Safety Assurance Assured Autonomy for Aviation Transformation Armstrong Flight Research Center MISSION PROGRAMS SEEDLING PROGRAM Aeronautics Mission Programs * Transition to Low Carbon Propulsion 19
NARI
TACP TACP
Early-Stage Innovative and Novel Concepts to Revolutionize the Future of Aeronautics
Seedling Program National Aeronautics Research Institute (NARI)
Armstrong Flight Research Center Aeronautics Mission Programs
July 7, 2014 Team –NASA LaRC, AFRC, ARC, industry partners Joby Aviation and ESAero.
LEAPTech
Leading Edge Asynchronous Propeller Technology
Armstrong Flight Research Center Team –NASA LaRC, AFRC, ARC, industry partners Joby Aviation and ESAero.
LEAPTech
Leading Edge Asynchronous Propeller Technology
Armstrong Flight Research Center Team –NASA LaRC, AFRC, ARC, industry partners Joby Aviation and ESAero.
propeller propeller
Battery weight and capacity versus HP and test time Experience with motor/motorcontroller/BMS Hoping for a coefficient of lift of ~5 Power loss and voltage spike due to line length Propeller fatigue due to vortex shedding from neighbor What is the minimum set of data to achieve objectives Aeroelastic frequency measurement Qualitative acoustics Characterize open loop control Testing capability for future wing designs Battery weight and capacity versus HP and test time Experience with motor/motorcontroller/BMS Hoping for a coefficient of lift of ~5 Power loss and voltage spike due to line length Propeller fatigue due to vortex shedding from neighbor What is the minimum set of data to achieve objectives Aeroelastic frequency measurement Qualitative acoustics Characterize open loop control Testing capability for future wing designs
LEAPTech
Lessons to be Learned Lessons to be Learned
Leading Edge Asynchronous Propeller Technology
Armstrong Flight Research Center IASP NARI Team SEEDLING PROGRAM NARI Team SEEDLING PROGRAM Systems Program Integrated Aviation Flight research- oriented, integrated, system-level R&T that supports all six thrusts X-planes/ test environment TACP TACP AAVP Aeronautics Advanced Air Transformative Vehicles Program Concepts Program High-risk, leap-frog ideas that support all six thrusts Critical cross-cutting tool development Ultra-Efficient Commercial Vehicles Innovation in Commercial Supersonic Aircraft Transition to Low- Carbon Propulsion Assured Autonomy for Aviation Transformation AOSP and Safety Program Airspace Operations Safe, Efficient Growth in Global Operations Real-Time System-Wide Safety Assurance Assured Autonomy for Aviation Transformation Armstrong Flight Research Center MISSION PROGRAMS SEEDLING PROGRAM Aeronautics Mission Programs * Transition to Low Carbon Propulsion 24
TACP
High-risk, leap-frog ideas that support all six thrusts Critical cross-cutting tool development
Convergent Aeronautics Solutions Project Transformative Aeronautics Concepts Program
Armstrong Flight Research Center Aeronautics Mission Programs
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from
Lmax
, with the
to ~50 lb/ft
t experience power lapse with altitude
emissions 1.8 to ~5.0 same stall speed and field length performance capability noise at takeoff/landing, without cruise penalty 400 empg/pax efficiency 80% reduction in life cycle GHG 40% reduction in total operating cost 25 dB reduction in community noise Tight aero-propulsion coupling increases effective C Wing loading is increased from 17 lb/ft Electric motors don Inner span propellers can be stopped and folded back at cruise This permits the inner propellers to be optimized for ultra low
2017 Demonstrator Distributed Electric Propulsion Integration Approach
Early Flight Evaluation Allows Timely Exposure to Benefits and Issues
Armstrong Flight Research Center Convergent Electric Propulsion Technologies Sub-Project
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t
velopmen v v v
De
focus development and demonstrate capabilities aerodynamic analysis of distributed propulsion interaction with lifting surfaces suitable for parametric analysis Conceptual design process MDAO optimization capability Acoustic benefits Aeroelastic effects Use challenge problems to Develop a rapid, medium-fidelity ignored during aerodynamic modeling, which greatly limits investigation of tightly coupled aero/propulsion technologies
Tool validation Propulsion effects are largely
Critical Cross-Cutting Tool Development
Armstrong Flight Research Center Convergent Electric Propulsion Technologies Sub-Project
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margins and cruise
Tool validation System complexities Weight restrictions Volume restrictions Heat restrictions Dynamic aero loading Battery requirements for flight profiles Environmental effects; cold, hot, gust, airflow variables on inlets DEP crossflow characterization and aero/propulsion interaction for stall EMI concerns Pilot input to fly-by-wire propulsion control Emergency recover
kW System Understanding
From kW to MW at lower costs
Armstrong Flight Research Center Spiral Development
s s
FY20 FY20
s of
es es
1-2 MW Flight Project
Spiral Development for MW scale Spi Spi Spi Spi for
FY19 FY19
Capturing Complexities of Hybrid Architectures
FY18
Risk Reduction for kW airplane
FY17 FY16 ~2500lb PMAD Research & Integrated Systems IronBird FY15 FY14 Risk Reduction Testing for Airplane FY13
Armstrong Electric Propulsion Roadmap
Adv Air Transport Tech Team Seedling
Convergent Aeronautics Solutions
SBIR/METIS/Phase II Lightweight turbine generator (40 kW) SBIR/ESAero/GA/Phase II Fault tree and failure mode, effects and criticality analysis SBIR/ESAero/Phase III IronBird instrumentation and data acquisition LEARN/RHRC/Phase II Characterize propulsion airframe interaction using closely spaced ducted electric motors STTR/RHRC/Phase II Modular flight testbed for studying various hybrid architectures Study ePHM HEIST Boundary Efficiency Layer Ingestion A/C Conversion Turbo-Generator
Small Business Initiative Research
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— Hugh L. Dryden
Questions?
(The purpose of flight research) is to separate the real from the imagined problems and to make known the overlooked and the unexpected. Armstrong Flight Research Center 32 Frontiers of Propulsion Science Avweek, October 2012 25 years to Transport In long term the drive system will also be used in large-scale aircraft. “It may be small but it’s a start on the road to the VoltAir.” – EADS (Cri-Cri), 2011 how to enable this creative wackiness to thrive within an industry that is increasingly averse to risk, and with a customer base that is increasingly unwilling to fund R&D that does not promise to deliver near term capabilities. – preferring to focus on research that could yield useful technologies and solve well-defined problems in the near-term. However, play it safe research aimed at achieving technology evolution rarely leads to revolutionary break-throughs. – (Rutan), 2009 The first thing we want to do is test the technology in small aircraft. The packaging of old ideas using new technologies. The question is “Real Scientists” steered clear of such low-payoff frontiers,