Europe-Japan Symposium Electrical Technologies for the Aviation of the Future Tokyo, Japan 26 th and 27 th of March 2015 Presented by JL Delhaye Prepared in collaboration with Peter ROSTEK Hybrid Electric Propulsion
Content Airbus civil aircraft Fully Electric Propulsion Conclusion Page 2
Aviation drives our global economy Growth - Air traffic doubles every 15 years 3billion 50million $2.4trillion 58million Passengers Tonnes of freight Global GDP annually Jobs supported Source: ATAG 2014
Airbus our products Airbus aircraft families are covering a capacity range from 100 to 500+ passenger seats Page 4
Fully Electric Propulsion Page 5
LiIon/LiPo commercially available - Europe-Japan Symposium - Electrical Technologies for the Aviation of the Future Fully Electric Propulsion Historical Development of Electric Flight Pipistrel G4 egenius MB-E1 Solair 1 More development activities resulted in higher power levels Page 6
LiIon/LiPo commercially available - Europe-Japan Symposium - Electrical Technologies for the Aviation of the Future Fully Electric Propulsion Future Development of Electric Flight? Solair 1 Volta Volare GT4 We want both high power and high voltage What are the limits of fully electric propulsion Page 7
Fully Electric Propulsion Key Challenge for 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 With current battery technologies fully electric propulsion is impossible for commercial aviation Page 8
Fully Electric Propulsion Key Question for Today s Conference How to build a bridge between small fully electric a/c and large hybrid electric a/c Page 9
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Nothing New for Other Markets Porsche Panamera Hybrid 0.07 MW / 5500 rpm 1 to 2 kw/kg Liebherr Mining Truck 3 MW 0.25 kw/kg Queen Mary 2 20 MW / 180 rpm 0.2 to 0.4 kw/kg The huge challenge is to transfer this technology into the commercial aviation market Page 11
Technology Target Setting Long term target for electric machines: 10 to 15 kw/kg at system level Long term target for batteries: 500 to 700 Wh/kg at system level Significant performance improvements on system component level are essential Page 12
Overall Energy Balance Energy Storage Battery System Fuel Tank 100% Converters and Cables Power Transmission 98% Above 50% Overall Efficiency Electric Motor 93% Useful Energy 100% Fuel Lines 100% Gas Turbine 42% Useful Energy Propulsion Unit Geared Fan/Prop High efficiency of electric sub architecture to boost overall efficiency of hybrid system architecture Page 13
Propulsion Unit - Europe-Japan Symposium - Electrical Technologies for the Aviation of the Future Possible Propulsion Architecture Mechanical Connection Cooling Connection Electric AC Connection Electric DC Connection Electric Network Battery + BMS 1 Electric Network Cooling System Gearbox emotor egenerator Gas Turbine 1 : Battery Management System Parallel system architecture to provide additional drive power for specific flight phases Page 14
Propulsion Unit - Europe-Japan Symposium - Electrical Technologies for the Aviation of the Future Baseline Propulsion Architecture Mechanical Connection Cooling Connection Electric AC Connection Electric DC Connection Back-Up Gas Turbine Electric Network Cooling System Battery + BMS 1 Electric Network Cooling System Gearbox emotor Controller Rectifier egenerator Main Gas Turbine 1 : Battery Management System Serial system architecture to separate power generation from thrust generation Page 15
Energy Management Strategy or + Cruise + Climb Approach Takeoff Landing Taxi Out = = Taxi In Energy management over mission profile is key to boost efficieny Page 16
Block energy benefit Hybrid vs. conventional - Europe-Japan Symposium - Electrical Technologies for the Aviation of the Future Potential Efficiency Benefit 0% Mission Range (Nm) 0 3000 Block energy benefit Block Fuel benefit Short Range A/C (100-200 PAX) Regional Range A/C (50-100 PAX) 25% Hybrid A/C more efficient than Conventional A/C Urban Range A/C Block Energy: used on a block mission stored both in fuel and in batteries Block Energy Benefit < Block Fuel Benefit There is a potential for hybrid electric propulsion Initially for regional range a/c Page 17
Direct Impact on Block Energy Benefit - Europe-Japan Symposium - Electrical Technologies for the Aviation of the Future Potential Efficiency Benefit 100% Further Technology Bricks 50% 0% Hybrid A/C more efficient than Conventional A/C Block Energy Benefit Hybrid vs. Conventional (simplified trend line) For big commercial a/c hybrid electric propulsion is the key enabler for further technology bricks Page 18
Overall Aircraft Design Hybrid Electric Propulsion Distributed Propulsion Integrated Systems Architecture Differential Thrust Boundary Layer Ingestion Wing Surface Blowing Reduced Control Surfaces Mission Adaptation Synergies between technology bricks will open the design space for overall aircraft design Page 19
Expected and unexpected benefits Fuel savings Reduction of emission CO2, Nox Significant noise reduction Lower manufacturing costs Easier maintenance, better aircraft reliability Better pax comfort Breakthrough aircraft architecture will lead to unexpected benefits Page 20
Hybrid Ground and Flight Demonstrators Hybrid NRA Hybrid H/C Hybrid and Fully Electric G/A Hybrid UAV Hybrid Ground Demonstrator 2.0 Hybrid Ground Demonstrator 1.0 Technology demonstrators to validate basic assumptions and to drive technology maturations Page 21
Hybrid Ground and Flight Demonstrators Green CriCri Testbed MTOW 180kg Power 11kW Diamond E-Star 2 Serial Hybrid Motorglider MTOW 900kg Power 65kW egenius Electric Motorglider Research Platform MTOW 950kg Power 60kW Range 400km efan Electric Trainer MTOW 550kg Power 60kW Endurance 1h http://wemakeitfly.airbus-group.com/ Airbus Group is already in the air: egenius, CriCri, Hybrid Dimona and E-Fan 1.0 Page 22
Conclusion We need to multiply by 6 the energy density storage capability of batteries We need to multiply by 4 the electrical machine power density Hybrid architecture will require and enable new aircraft configuration Energy management system is key to boost efficiency Hybrid electric propulsion is the key enabler For further technology bricks Towards world targets for energy saving Unexpected benefits of hybrid architecture will come on top of fuel savings Pax comfort Lower costs for OEM and airlines The challenges we see will only be met on a joint world Research Platform Page 23
Thank you, Page 24