Hybrid Elektrische Antriebe – Paradigmenwechsel für den … · 2016-05-10 · ...is nothing new...

Praxis Seminar Luftfahrt

Lecturefollowed by discussion

Entry free !No registration required !

DGLR

Deutsche Gesellschaftfür Luft- und RaumfahrtLilienthal-Oberth e.V.

VDIVerein Deutscher IngenieureHamburger Bezirksverein e.V.

Arbeitskreis Luft- und Raumfahrt

Invitation to an RAeS lecture in cooperation with the DGLR and VDI

Date: Donnerstag, 07 April 2016, 18:00Location: HAW Hamburg

Berliner Tor 5, (Neubau), Hörsaal 01.12

Hybrid elektrische Antriebe sind in bestimmten Marktsegmenten nichts Neues. Sie kommen bereits zur Anwendungbei PKW’s, LKW’s, Bussen oder Schiffen. Die große Herausforderung besteht darin, diese Technologie in denLuftfahrtmarkt zu übertragen.Die Kombination von Verbrennungskraftmaschinen und elektrischen Komponenten sowohl mit hoher Energie- alsauch Leistungsdichte wäre die Grundlage für zwei wesentliche Veränderungen:• Eine hybride Architektur würde zu einer Verbesserung des Gesamtwirkungsgrades der Antriebskette beitragen.• Synergien zwischen Technologiebausteinen würden zu einer Erweiterung des Flugzeugentwurfsraumes beitragenDieser Vortrag liefert allgemeine Informationen über das Potential hybrid elektrischer Antriebe in der kommerziellenLuftfahrt und über aktuelle Entwicklungsaktivitäten im Rahmen von Clean Sky 2.

Peter Rostek arbeitete nach seinem Abschluss an der TU Berlin 1999 für fünf Jahre dort als wissenschaftlicherMitarbeiter im Institut für Leichtbau. Seit 2004 hat er in verschiedenen Positionen für das FPO bei Airbus inHamburg gearbeitet, speziell im Bereich Rumpfauslegung und Nutzlastintegration. Seit Mitte 2013 konzentriert ersich inhaltlich auf neue langfristige Konzepte. Seit 2014 ist Herr Rostek Technology Product Leader Novel Energybei Airbus in Hamburg..

Hybrid Elektrische Antriebe – Paradigmenwechsel fürden Flugzeugentwurf?

Dipl.-Ing. Peter RostekAirbus Operations GmbH, Hamburg

Macchi_52,_1929Trent Meteor

Alpha Jet

Edited version of original presentation

Download fromhttp://hamburg.dglr.dewww.raes-hamburg.de

Airbus Confidential

Hybrid Electric Propulsion A Potential Paradigm Shift for Overall Aircraft Design?

07 April 2016 Hybrid Electric Propulsion - EIXN - Ref. PR1606196 - Issue 1

RAeS / Hamburg Peter ROSTEK

Project Leader Hybrid Electric Propulsion

© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document. Airbus Confidential

Content

• Background • Fully Electric Propulsion • Hybrid Electric Propulsion • Conclusion


Page 2


Background


Page 3


Airbus project leader for hybrid electric propulsion


Futu

re P

roje

cts

Offi

ce

• Development of Aircraft Concepts

• Focus on Potential Future Products

Res

earc

h &

Tec

hnol

ogy

Prog

ram

me • Development of

Technology Bricks

• Focus on Hybrid Electric Propulsion

R&T Integration Sector Manager

Novel Energy Technology Product Leader

Target Setting

Technology Integration

Page 4


Airbus is a European aircraft manufacturer with several global branches


I am here !

Page 5


Airbus aircraft families are covering a capacity range from 100 to 500+ passenger seats


Page 6


Fully Electric Propulsion


Page 7


More development activities resulted in higher power levels


LiIo

n/Li

Po c

omm

erci

ally

ava

ilabl

e

MB-E1

Solair 1

Taurus G4

eGenius

Page 8


Solair 1

What are the limits of fully electric propulsion


? We want both

high power and

high voltage

LiIo

n/Li

Po c

omm

erci

ally

ava

ilabl

e Page 9


With current battery technology fully electric propulsion is impossible in commercial aviation


A319: 800 nm / 140 PAX Conventional Kerosene

30 kg Kerosene per PAX Fully Electric

1000 kg Battery per PAX

Assumptions Energy Density of Kerosene 12000 Wh/kg Energy Density of Battery 120 Wh/kg Efficiency Factor of eMotor 3

Page 10


How to build a bridge between small fully electric a/c and large hybrid electric a/c


Page 11


Hybrid Electric Propulsion


Page 12


The huge challenge is to transfer this technology into the commercial aviation market

Hybrid Electric Propulsion...

...is nothing new for other markets.


Queen Mary 2

20 MW / 180 rpm 0.2 to 0.4 kW/kg

Liebherr Mining Truck

3 MW 0.25 kW/kg Porsche Panamera Hybrid

0.07 MW / 5500 rpm 1 to 2 kW/kg

Page 13


High efficiency of electric sub architecture to boost overall efficiency of hybrid system architecture


98% 93% Useful Energy 100% Battery System

Converters and Cables

Electric Motor

Energy Storage Power Transmission Propulsion

Unit

100% 42% Useful Energy 100%

Geared Fan/Prop Fuel

Tank Fuel Lines

Gas Turbine

Above 50% Overall Efficiency

Page 14


Parallel system architecture to provide additional drive power for specific flight phases


Gas Turbine

Prop

ulsi

on U

nit

Gearbox

Mechanical Connection

Cooling Connection Electric DC Connection

Electric AC Connection 1: Battery Management System

Battery +

BMS1

Electric Network Cooling System

Electric Network

eMotor eGenerator

Page 15


Serial system architecture to separate power generation from thrust generation


Mechanical Connection

Cooling Connection Electric DC Connection

Electric AC Connection

Battery +

BMS1


Back-Up Gas Turbine

Main Gas Turbine

Rectifier eGenerator

1: Battery Management System

Prop

ulsi

on U

nit

Gearbox eMotor Controller


Page 16


Energy management over mission profile is key to boost efficieny


Takeoff

Climb

Cruise

Approach

Landing

Taxi Out = = Taxi In

or

+ +

Page 17


Energy management over mission profile is key to boost efficieny


Hop 1 Hop 2

Page 18


There is a potential for hybrid electric propulsion – Initially for regional range a/c


Block Energy:

• used on a block mission • stored both in fuel and in batteries

Block Energy Benefit < Block Fuel Benefit

Hybrid A/C more efficient than Conventional A/C

Page 19


For big commercial a/c hybrid electric propulsion is the key enabler for further technology bricks


Block Energy Benefit Hybrid vs. Conventional

(simplified trend line)

0%

50%

100%

Dire

ct Im

pact

on

Blo

ck E

nerg

y B

enef

it

Hybrid A/C more efficient than Conventional A/C

Hybrid Electric Propulsion

Further Technology Bricks

Page 20


Synergies between technology bricks will open the design space for overall aircraft design


Distributed Electric

Propulsion

Boundary Layer

Ingestion

Differential Thrust Control

Reduced Control

Surfaces

Wing Surface Blowing

Integrated Systems

Architecture

Aircraft Mission

Adaptation

Hybrid Electric

Propulsion

Page 21


Distributed Electric Propulsion – Example


© NASA © Tecnam

Page 22


NASA “X-Plane” to demonstrate an increase in cruise efficiency by using a wing that is sized for cruise and not for take-off and landing


HEIST Ground Demonstrator: Validate lift augmentation at low speed

provided by electric propellers blowing air over the wing

LEAPTech Project Concept: Tecnam P2600T twin-engine light aircraft

modified with a distributed electric propulsion wing

SCEPTOR Flight Demonstrator: 12 high lift props (Ø0.6m, 14kW@55kt,

4550rpm) plus 2 cruise flight props (Ø1.5m, 48kW@150kt, 2250rpm)

© NASA / JOBY © NASA / JOBY © NASA / JOBY

Page 23


Boundary Layer Ingestion – Example


Page 24


Bauhaus Luftfahrt “Propulsive Fuselage” to reduce the effective drag of the aircraft while the propulsive efficiency of the powerplant is improved


Page 25


Potential Paradigm Shift for Overall Aircraft Design: Propulsion system architecture will become a driver for overall aircraft design


Classical OAD: A/C Performance First Systems Integration Last

Future OAD: Systems Architecture First Aircraft Configuration Last

Page 26


Technology demonstrators to validate basic assumptions and to drive technology maturations

Hybrid Electric Propulsion - EIXN - Ref. PR1606196 - Issue 1 07 April 2016

Hybrid Ground Demonstrator 1.0

Hybrid Ground Demonstrator 2.0

2030+

Hybrid G/A

Hybrid H/C

Hybrid UAV

Hybrid NRA

Page 27


Airbus Group is already in the air: eGenius, CriCri, Hybrid Dimona and E-Fan 1.0

07 April 2016

http://wemakeitfly.airbus-group.com/

Hybrid Electric Propulsion - EIXN - Ref. PR1606196 - Issue 1

eGenius Electric Motorglider Research Platform

MTOW 950kg Power 60kW

Range 400km

Diamond E-Star 2 Serial Hybrid Motorglider MTOW 900kg Power 65kW

eFan Electric Trainer

MTOW 550kg Power 60kW

Endurance 1h

Green CriCri Testbed MTOW 180kg Power 11kW

Page 28

http://wemakeitfly.airbus-group.com/


The European research project CleanSky2 is aiming for potential future products in 2035


One of the Main Topics:

Demonstration of Hybrid Electric Propulsion

(System Test Bench 2014-19)

Small Applications are small steps on the road to

Large Applications

Large Applications focused in LPA Sector

Small Applications initiated in SAT Sector

Page 29


Several National research initiatives are connected to CleanSky2

• Both European and National research projects are open for SME and for universities/research entities.

• Generally National research projects are of bigger funding volume to tackle bigger projects.

• Beyond public funded research there is also substantial self funded research with partners at Airbus.


Projects and Partners Proposal

CleanSky2 EU

RollsRoyce

DLR

ONERA

LuFo5-2 D

Siemens

KIT

TUM

DGAC F Safran

TSB UK

RollsRoyce

Cranfield University

I II III IV I II III IV I II III IV I II III IV I II III IV

EU CleanSky2 IADP-LPA WP1.6.1/2

D LuFo5-2 'TELOS'

F DGAC projects F CORAC

UK 'DEAP'

Activity2015 2016 2017 2018 2019

Status: Proposed

Page 30


Challengers on system component level could enrich this research partnership network


Champions Champions

+ Challengers

Page 31


Conclusion


Page 32


The challenges we see will only be met on a joint European Research Platform

• Hybrid electric propulsion is the key enabler for further technology bricks and towards European targets for energy saving

• Synergies between technology bricks will open the design space for overall aircraft design

• New aircraft configurations are essential to use hybrid electric propulsion to its full potential

• In the frame of CleanSky2 a research partnership network is under preparation together with some champions on system component level

• Challengers on system component level could enrich this research partnership network


Page 33



© Airbus Operations GmbH. All rights reserved. Confidential and proprietary document. This document and all information contained herein is the sole property of Airbus Operations GmbH. No intellectual property rights are granted by the delivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of Airbus Operations GmbH. This document and its content shall not be used for any purpose other than that for which it is supplied. The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressed in good faith. Where the supporting grounds for these statements are not shown, Airbus Operations GmbH. will be pleased to explain the basis thereof. AIRBUS, its logo, A300, A310, A318, A319, A320, A321, A330, A340, A350, A380, A400M are registered trademarks.

Page 35

Hybrid Elektrische Antriebe – Paradigmenwechsel für den … · 2016-05-10 · ...is nothing new...

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