What is the primary benefit of electric propulsion in aviation?

Electric propulsion allows the use of non-CO2 emitting terrestrial power sources, contributing to reduced environmental impact.

What are the key specifications of the Boeing SUGAR Volt?

The Boeing SUGAR Volt is designed for 150 passengers, a range of 3500 nautical miles, and aims for a battery energy density of 750 Wh/kg.

How does the STARC-ABL design improve fuel efficiency?

The STARC-ABL features a partial turboelectric system that achieves a fuel burn reduction of about 10% compared to similar turbofan technologies.

What is the range and cruise speed of the ESAero ECO-150?

The ESAero ECO-150 has a range of 3500 nautical miles and a cruise speed of Mach 0.8.

What are the advantages of the NASA N3-X project?

The N3-X project aims for a 300 passenger capacity, a range of 7500 nautical miles, and a substantial fuel reduction of 72% compared to conventional aircraft.

20160009274 — NASA Electric Propulsion System Studies

Overview

An overview of NASA efforts in the area of hybrid electric and turboelectric propulsion in large transport. This overview includes a list of reasons why we are looking at transmitting some or all of the propulsive power for the aircraft electrically, a list of the different types of hybrid-turbo…

Pages

Key points

Electric propulsion allows the use of non-CO2 emitting terrestrial power sources in aviation.

The Boeing SUGAR Volt aims for a 150 passenger capacity with a range of 3500 nautical miles and a 750 Wh/kg battery energy density.

The STARC-ABL design features a partial turboelectric system with a fuel burn reduction of approximately 10% compared to traditional turbofans.

The ESAero ECO-150 utilizes a fully turboelectric distributed propulsion system, achieving a range of 3500 nautical miles and a cruise speed of Mach 0.8.

NASA's N3-X project targets a 300 passenger capacity with a range of 7500 nautical miles and a significant fuel reduction of 72% compared to conventional designs.

Document

National Aeronautics and Space Administration

NASA Electric Propulsion System Studies

James L. Felder, Systems Analysis & Integration Advanced Air Transport Technology Project NASA Glenn Research Center Cleveland, OH www.nasa.gov

Outline

• Why Electric Propulsion

• Overview of Electric Propulsion architectures.

• Example Implementations.

– Boeing SUGAR Volt

– ECO - 150

– STARC - ABL

– N3 - X

Why Electric Propulsion

• Allows the use of non - CO2 emitting terrestrial power

sources in aviation

• High flexibility in moving power around the vehicle is a key

enabler for several different ways to integrate propulsion

into the aircraft in ways to further reduce the energy

intensity of the vehicle

– Boundary Layer Ingestion

– Wingtip Propulsors

– Highly distributed embedded propulsor arrays

Four Cardinal Electric Propulsion Architectures

Motor

Parallel Hybrid Turboelectric

Turbofan Electric Bus Turboshaft Electric Bus Distributed Fans Generator Motor Fuel Battery Motor Fan Fuel

All Electric Series Hybrid

Motor Battery Turboshaft Motor(s) Electric Bus Electric Bus Distributed Fans Generator Fuel 1 to Many Fans Motor Battery

But Wait, There's More!

Series/Parallel Partial Hybrid

Motor Turbofan Electric Bus 1 to Many Fans Generator Motor Fuel Battery Fan

Boeing SUGAR Volt (Parallel Hybrid)

NASA Goal • 150 passenger • 3500 nm range • 750 Wh/kg battery energy density • 1.3 MW motor meets NASA N+3 fuel reduction goal at the same energy consumption as SUGAR High • 5.3 MW motor reduces fuel consumption further at the price of increased energy consumption compared to SUGAR High Boeing Research & Technology, Boeing N+3 Subsonic Ultra Green Aircraft Research (SUGAR) Final Report

Boeing SUGAR Volt CO2 Reduction

Dependent on Terrestrial Charging Grid

Flow around an aircraft tailcone

• Diffusion into the base region of the Total Pressure Vs Height aircraft means the velocity profiles represent more than just the viscous in boundary layer of the fuselage - • Velocity profile nearly uniform Height circumferentially, so distortion is nearly all radial 0 1 2 3 4 Pt - psia Velocity in - Height 0 200 400 600 800 Velocity - ft/sec

STARC - ABL*

( Partial Turboelectric/Fuselage BLI Fan)

Passengers 150 Range 3500 nm Cruise Speed Mach 0.7 Tailcone Thruster Motor 2.6 MW (3500 hp) Turbofan Generator 1.44 MW (1940 hp ) Turbofan Fan 1.95 MW (2615 hp) Fuel Burn Reduction ~10% (vs same tech turbofan) Gen Motor *STARC - ABL: Single - aisle Turboelectric AirCRaft – Aft Boundary Layer

ESAero ECO - 150

(Fully Turboelectric/Distributed)

Propulsor non - cryo motor cryo motor Turbogenerator with non - cryo generator

• 150 Passenger/35k lbs Payload

• 3500 nm range

• Mach 0.8 Cruise

• 2 8 - MW turbine driven generators

• 16 1 - MW motor driven fans

• Fuel reduction from 737 - 700

Empirical Systems Aerospace: SBIR NNX13CC24P

• 44% Non - cryo

Phase I 2013 / NNA10DA88Z Task 6 2012 / SBIR NNX10CC81P Phase I 2009 / SBIR NNX09CC86P

• 59% Cryo (with LH2 cooling)

Phase I 2008

NASA N3 - X

(Fully Turboelectric/Distributed/BLI )

Baseline: B777 - 200LR/GE90 - 115B

Passengers: 300

Range: 7500 nm

Payload: 118,000 lbs

Cruise Speed: Mach 0.84

Fuel: 279,800 lbs

N3 - X Superconducting

Passengers: 300

Range: 7500 nm

Payload: 118,000 lbs

Cruise Speed: Mach 0.84

Fuel: 76,000 lbs

( - 72%)

Generators: 30 MW

Motors: 4.3 MW

Turboelectric distributed propulsion benefits on the N3 - X vehicle, Kim H.D. et al, Aircraft Engineering and Aerospace Technology Journal, Vol 86 Iss 6 pp. 558 - 561 2014 (http :// dx.doi.org/10.1108/AEAT - 04 - 2014 - 0037)

NASA N3 - X Propulsion System Weight

N3 - X

B777 - 200LR

N3A/UHB

SCFCL & AC/DC SCFCL Electric Machin Converter Energy Storage Energy AC/DC Converter Storage Device DC/AC Motor Drive Circuit Breakers Superconducting Fault SCFCL Current Limiter

GE90 - 115B

GE90 - like UHB TeDP/Cryo TeDP/LH2 Thrust – RTO 180,400 139,000 94,200 85,800 Non - electrical System - lbs 58,600 30,500 28,100 Electrical System/Gearbox - lbs 1800 21,300 16,300 Total Weight - lbs 47,300 60,400 51,800 44,400 For the power range bar for each aircraft class • The left side is the smallest electrical machine in a partially electrified system • The right side is the size of the generator in a twin engine fully electrified system Your Title Here

Overview

Key points

Document

NASA Electric Propulsion System Studies

Outline

• Why Electric Propulsion

– Boeing SUGAR Volt

– STARC - ABL

Why Electric Propulsion

• Allows the use of non - CO2 emitting terrestrial power

• High flexibility in moving power around the vehicle is a key

– Boundary Layer Ingestion

– Wingtip Propulsors

– Highly distributed embedded propulsor arrays

Four Cardinal Electric Propulsion Architectures

Parallel Hybrid Turboelectric

All Electric Series Hybrid

But Wait, There's More!

Series/Parallel Partial Hybrid

Boeing SUGAR Volt (Parallel Hybrid)

Boeing SUGAR Volt CO2 Reduction

Dependent on Terrestrial Charging Grid

Flow around an aircraft tailcone

STARC - ABL*

( Partial Turboelectric/Fuselage BLI Fan)

ESAero ECO - 150

(Fully Turboelectric/Distributed)

• 150 Passenger/35k lbs Payload

• Mach 0.8 Cruise

• 2 8 - MW turbine driven generators

• 16 1 - MW motor driven fans

• Fuel reduction from 737 - 700

• 59% Cryo (with LH2 cooling)

NASA N3 - X

(Fully Turboelectric/Distributed/BLI )

Baseline: B777 - 200LR/GE90 - 115B

Passengers: 300

Range: 7500 nm

Payload: 118,000 lbs

Cruise Speed: Mach 0.84

Fuel: 279,800 lbs

N3 - X Superconducting

Passengers: 300

Range: 7500 nm

Payload: 118,000 lbs

Cruise Speed: Mach 0.84

Fuel: 76,000 lbs

Generators: 30 MW

Motors: 4.3 MW

NASA N3 - X Propulsion System Weight

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