SAFRAN PERSPECTIVES ABOUT HYBRID/ELECTRIC PROPULSION AND POWER 05/11/2017 Dr Askin T. Isikveren, Head Energy-Efficient Aircraft Architectures p of Energy gy and Propulsion, p , SAFRAN Tech Dept [email protected]

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Top-Level Requirements:

External Noise (dB) LTO NOx Emissions Fuel Consumption

SRIA ST3A* SRIA

EIS 2025 -10.0 -6.0 60 -81%

EIS 2035 -11.0 -11.0 11 0 -84%

EIS 2050 -15.0 -16.0 16 0 -90%

ST3A*

-73%

-77%

-90%

SRIA

-49%

-60%

-75%

Flightpath 2050 / SRIA NASA A Aeronautics ti St Strategic t i IImplementation l t ti Plan Pl Adv. configuration vs Y2000 (-25% TSFC, +7% L/D) 21% deficit to EIS 2035 req. -30% additional FB solution

ST3A*

-45% -54% -80% All values quoted compared against year 2000 datum * Adjusted for EIS alignment with SRIA; algorithm used is TRL 5-6 + 5 years

B777-9X vs B777-200ER 31% deficit to EIS 2035 req. -39% add. FB solution A320 NEO vs A320 CEO 36% deficit d fi it to t EIS 2035 req. -42% add. FB solution

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2017 FORUM-AE CO2 Mitigation Technology Workshop / C2 - RESERVED / 11.05.2017 / Askin T. Isikveren This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran

Architectural Options and Parametric Descriptors

Architectural Options

Parametric Descriptors  Non-dimensional degree-of-hybridisation

power hybridisaton

HP 

PEL PTOT

e-motor power p

energy hybridisaton

HE 

E EL ETOT

total power

US National Academies of Sciences, Engineering, and Medicine, 2016

> Hybrid-Electric uses thermal engines with batteries  Series, or, Parallel, or, Series+Parallel > Turbo-Electric involves use of electrical generators  Full or Partial Turbo-Electric

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> Conventional kerosene based thermal engine Propulsion and Power System – HP = 0 and HE = 0 > Full Turbo-Electric where only electrical power is provided id d att th the propulsive l i d device(s) i ( )b butt energy storage is solely kerosene based – HP = 1 and HE = 0 > All-Electric aircraft where energy storage is batteries only (or non-drop-in) – here HP = 1 and HE = 1

2017 FORUM-AE CO2 Mitigation Technology Workshop / C2 - RESERVED / 11.05.2017 / Askin T. Isikveren This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran

Dual-Energy Aircraft Fundamentals – Parametric Synthetic Functions

Supplied Power & Activation Ratios

Figures-of-Merit (cont.)

 Supp./Usable/Useful Power (P), Stored/Block Energy (E)

 Energy Specific Air Range (nm/kWh)



sec

energy conversion

H Puse  REF   H Puse 1 sec  REF 

ESAR 

chain efficiencies ratio

Supplied Power Ratio



Activation Ratio

PSUP, TOT F0

propulsive transmission lift to drag lift-to-drag

η L D  ηEC ηT ηP L D   W W all-up weight

 Fractional Change in Block Fuel

 Thrust Specific Power Consumption (W/N)

C

dR V0 L D   dE CW 

H E ,,BLK 1      H E , BLK 1  2 

Figures-of-Merit



V0





V0

forward speed

 WBLF 

11  W 

1   1  L D 1   

 EC T  P

nett thrust 4

Isikveren, AIAA JoA (in review 2017) Pornet and Isikveren, JPAS 2015 Isikveren et al., AEAT 2014 Seitz et al., DLRK 2012

2017 FORUM-AE CO2 Mitigation Technology Workshop / C2 - RESERVED / 11.05.2017 / Askin T. Isikveren This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran

   REF 1      sec

 1

  H E      1   1  H E 

Comparing Exergetic Chains: SoA versus Year-2035

 Combination of gas-turbine and alternative PPS could be an effective means of reducing emissions and noise

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2017 FORUM-AE CO2 Mitigation Technology Workshop / C2 - RESERVED / 11.05.2017 / Askin T. Isikveren This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran

More-Electric Aircraft Evolution and Limits

State-of-the-Art and Beyond

Non-Propulsive Energy Systems Trade

 B787 is a good example of MEA hybrid-voltage approach > E.g. AC generator output 34% (B777)  53% > Even with such improvements around 5% CRZ fuel burn is dedicated to electrical energy conversion Whyatt and Chick, US DOE 2012

Reference Pneum. ECS / thermo-pneumatic WIPS

Mixed Pneumatic ECS / electro-thermal WIPS

Bleedless Elect.-pow. ECS / electro-thermal WIPS

 Outcomes for narrow-body > No step-change in fuel burn between architectures > Importance of engine off-design operation constraints  In-house studies of true all-electric for narrow-body essential, non-essential and vital NPE systems > ~ 0.5 0 5 MW peak k power ((over 5 5x conventional ti lb baseline) li ) > ~ 60% of req. power to essential syst. for all phases

 When considering wide wide-bodies, bodies, adoption of SOFC, can configure to achieve around 2% CRZ fuel burn 6

Step-change in aircraft fuel burn y only y occurs when p propulsive p & efficiency non-propulsive considered TOGETHER

2017 FORUM-AE CO2 Mitigation Technology Workshop / C2 - RESERVED / 11.05.2017 / Askin T. Isikveren This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran

Isikveren, AIAA JoA (in review 2017)

QuadNoms Macro-Level Trade-studies: Battery at 400 Wh/kg

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2017 FORUM-AE CO2 Mitigation Technology Workshop / C2 - RESERVED / 11.05.2017 / Askin T. Isikveren This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran

Isikveren, AIAA JoA (in review 2017)

QuadNoms Macro-Level Trade-studies: Battery at 600 Wh/kg

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2017 FORUM-AE CO2 Mitigation Technology Workshop / C2 - RESERVED / 11.05.2017 / Askin T. Isikveren This document and the information therein are the property of Safran. They must not be copied or communicated to a third party without the prior written authorization of Safran

Isikveren, AIAA JoA (in review 2017)

QuadNoms Macro-Level Trade-studies: Fuel Cell at 1000 Wh/kg

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Autarkic Hybrid-Electric: Generic tightly coupled non propulsive and propulsive Mild-Hybrid HP Spool

Mild-Hybrid Dual Spool

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NASA LEAPTech 4 PAX

Design Space Exploration – HEPPS, All-EPPS and TEPPS SAF PACIFYC 19 PAX ONERA AMPERE 4 PAX

UTC-NASA hGTF 154 PAX

Airbus VoltAir ~ 70 PAX

BHL Ce-Liner 189 PAX

NASA N3-X 300 PAX

UCran. BW-11 555 PAX

Airbus/RR DEAP 100 PAX

RR DORA 100 PAX

BHL Quad-Fan 180 PAX BHL Twin-Fan 180 PAX

RR Config 1 154 PAX

Bo SUGARVolt 154 PAX SAF PACIFYC 19 PAX

RR Case 1.2 154 PAX

SAF HEX-ROTOR 4 PAX

SAF-BHL Tri-Fan 70/180 PAX

ESA ESAero T DP TeDP NASA STARC-ABL

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Closing Remarks

Most critical scenario between SRIA 2035 and NASA ARMD requires technology to generate t att lleastt additional dditi l -30% 30% ffuell burn b compared d to t projected j t d gas-turbine t bi only l  Hybrid/Electric propulsion is a plausible pathway in meeting such agressive goals  Series/Parallel Hybrid-Electric Hybrid Electric as well as Partial Turbo-electric Turbo electric are of interest today

By maximizing the extent of system synergies between propulsive and non-propulsive from the outset, outset possibility exists to fully realise the potential offered by MEA SAFRAN has formulated a series of technological roadmaps both pragmatic and agile in nature purposefully adaptable to meeting future aircraft integrator requirements

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