Assessment of Vehicle Performance Using Integrated NPSS Hybrid Electric Propulsion Models

Perullo, Christopher; Mavris, Dimitri N.

doi:10.2514/6.2014-3489

Cited by 11 publications

(5 citation statements)

References 13 publications

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“…This operational disruption causes flow mismatch between the two spools, eventually causing a reduced surge margin in the low-pressure components [29]. As proposed, a more strategic utilization of parallel hybrid electric configuration would be to use electrical power for boosting the engine operation during the take-off and climbing segments [30,31] and/or to charge the battery under low thrust requirement conditions [32]. Under the scenario, it gives an opportunity for sizing the core for a lower thrust requirement condition and benefit from a more efficient cruise operation.…”

Section: Electrical Propulsion System Conceptsmentioning

confidence: 99%

“…Research on electric aircraft conceptualization studies gave insights to its various unique characteristics and its limitations. One such operability issues is that it limits implementation of higher degrees of hybridization in a parallel hybrid configuration [29,30,32]. Hybrid operation also has adverse impact on the performance of the turbo-components.…”

Section: Operational Challenges and Developmentsmentioning

confidence: 99%

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A Review of Concepts, Benefits, and Challenges for Future Electrical Propulsion-Based Aircraft

2020

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Electrification of the propulsion system has opened the door to a new paradigm of propulsion system configurations and novel aircraft designs, which was never envisioned before. Despite lofty promises, the concept must overcome the design and sizing challenges to make it realizable. A suitable modeling framework is desired in order to explore the design space at the conceptual level. A greater investment in enabling technologies, and infrastructural developments, is expected to facilitate its successful application in the market. In this review paper, several scholarly articles were surveyed to get an insight into the current landscape of research endeavors and the formulated derivations related to electric aircraft developments. The barriers and the needed future technological development paths are discussed. The paper also includes detailed assessments of the implications and other needs pertaining to future technology, regulation, certification, and infrastructure developments, in order to make the next generation electric aircraft operation commercially worthy.

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Section: Electrical Propulsion System Conceptsmentioning

confidence: 99%

Section: Operational Challenges and Developmentsmentioning

confidence: 99%

A Review of Concepts, Benefits, and Challenges for Future Electrical Propulsion-Based Aircraft

2020

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“…The copper losses PCu are the losses due to the current going through the windings, which can be obtained by equation (26) - (29) 5,12,18 , where m (= 3 for the 6/4 SRM) is the number of phases, I is the phase current, R is the resistance of the phase winding, Ip is the value of phase current at given rotational speed, I0 (= 800 A at 8,000 hp) is the peak value of phase current, Pd(Nr) is the power output at given Nr, Pd(Nr, max) is the maximum power output at max rpm Nr, max (=3,300 rpm at 8,000 hp), ρ is the resistivity of motor material, Kr is the product of the resistivity, and Tph is the number of turns per phase.…”

Section: Copper Lossesmentioning

confidence: 99%

A Parametric Environment for Weight and Sizing Prediction of Motor/Generator for Hybrid Electric Propulsion

Miyairi¹,

Perullo²,

Mavris³

2015

51st AIAA/SAE/ASEE Joint Propulsion Conference

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In response to the growing aviation fuel demands and environmental concerns, NASA has set aggressive goals for individual aircraft to improve environmental performance for three technology generations (N+1, N+2, and N+3). After setting these goals, numerous advanced concept aircrafts have been proposed in an effort to accomplish these requirements. One of these projects which helps to meet the N+3 is the Subsonic Ultra Green Aircraft Research (SUGAR) project. Through the SUGAR, the team concluded that hybrid electric propulsion concept ("hFan" proposed by General Electric) has a potential to meet the N+3 requirements. One of the key components in the design of this new architecture is an electric motor which is embedded within the engine. At the conceptual design phase, high-fidelity engine weight and size prediction including new architecture is crucial to design aircraft. In this study, a Switched Reluctance Motor (SRM) is selected as a primary application because the SRM has several advantages for aircraft engine component. The goal of this research is to create the SRM weight and sizing prediction models based on a semi-empirical approach within the Numerical Propulsion System Simulation (NPSS) and Weight Analysis for Turbine Engines(WATE++) environment. The primary benefit of utilizing NPSS/WATE++ for the SRM weight and sizing estimation is that the maximum and minimum size of the SRM can be determined by engine operating condition and component dimensions. Modeling approach and features are described and several engine case studies are carried out to validate the motor weight and sizing model for four types of motor configurations. Based on the results of the model, the yielded values such as motor outer diameter, power output, and efficiency are only slightly different than that of the hFan's target.Nomenclature SUGAR = Subsonic Ultra Green Aircraft Research SRM = Switched Reluctance Motor NPSS = Numerical Propulsion System Simulation WATE++ = Weight Analysis for Turbine Engines Pd = power output, hp Nr = motor rotation speed, rpm D s = motor stator diameter, m D r = motor rotor diameter, m D shaft = motor shaft diameter, m L stk = axial length of the stator pole, m D LPT hub diameter = LPT hub diameter, m D LP shaft diameter = LP shaft diameter, m β s = stator pole arc, rad β r = rotor pole arc, rad t s = stator pole-width, m t r = rotor pole-width, m g = airgap length, m L e = overall length, m d s = stator slot depth, m d r = rotor slot depth, m y s = stator yoke thickness, m y r = rotor yoke thickness, m A s = specific electric loading, Amp-con/m B = specific magnetic loading, T Downloaded by CARLETON UNIVERSITY LIBRARY on August 2, 2015 | http://arc.aiaa.org |

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“…Compared to the all-electric airliner, HEA is recognised as having a higher level of technology readiness than the current designs for electrical aircraft. In 2011, Boeing developed two versions of SUGAR Volt (i.e., 'Balanced' and 'Core Shutdown') boosted turbofan concepts to meet the requirements of the N+3 goal proposed by NASA [15][16][17][18]. In addition, Airbus, Rolls-Royce, and Seimens launched a hybrid-electric demonstrator E-Fan X with decarbonisation ambitions in 2017 [19][20][21][22].…”

Section: Introduction 1research On Hybrid-electric Aircraftmentioning

confidence: 99%

“…In addition, the design and analysis environment developed for HEA mostly tends to integrate the specific powertrain model with the performance assessment model [5,26]. However, these tools were limited to their presumed mission-propulsion architecture, or other specific research aims [17,[27][28][29][30][31][32]. As technology improves from the current state to 2050, when overall technology is confidently expected to have greatly progressed within an ample timeframe [2], corresponding power management strategies should be varied.…”

Section: Introduction 1research On Hybrid-electric Aircraftmentioning

confidence: 99%

The Effects of the Degree of Hybridisation on the Design of Hybrid-Electric Aircraft Considering the Balance between Energy Efficiency and Mass Penalty

et al. 2023

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The growing interest in the application of the hybrid-electric concept demands a rigorous method applied to balancing the energy efficiency improvement with the mass penalty. In hybrid-electric aircraft (HEA) design, it is necessary to avoid excessive usage of energy, which is caused by deliberate hybridising in pursuit of high electrical energy conversion efficiency. This paper presents a design method to achieve multi-objective designs conducted within a framework of multi-disciplinary design exploration appropriate for HEA, meeting the requirement of minimising the maximum take-off mass (MTOM) and fuel saving. A theoretical analysis proposes the existence of the optimum design area of HEA. This is followed by a series of demand-focused numerical design experiments that have verified the existence and position of the optimum design area by taking the mission of a short-range narrow-body airliner as the design target, considering the predicted technology timeline until 2050. Compared to a fuel-powered twin-turbofan aircraft, 65.56% fuel-saving, 16.4% reduction in flight operation cost, 44.58% reduction in block CO2emission, and 75% improvement in the cost-specific air range (COSAR) are achieved via hybridisation using the proposed design optimisation method.

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Assessment of Vehicle Performance Using Integrated NPSS Hybrid Electric Propulsion Models

Cited by 11 publications

References 13 publications

A Review of Concepts, Benefits, and Challenges for Future Electrical Propulsion-Based Aircraft

A Review of Concepts, Benefits, and Challenges for Future Electrical Propulsion-Based Aircraft

A Parametric Environment for Weight and Sizing Prediction of Motor/Generator for Hybrid Electric Propulsion

The Effects of the Degree of Hybridisation on the Design of Hybrid-Electric Aircraft Considering the Balance between Energy Efficiency and Mass Penalty

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