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8 Think:Act Aircraft Electrical Propulsion when the Mauro Solar Riser, the first manned so- lar-powered aircraft, took to the air for the first time. In the same year, Bryan Allan successfully crossed the Channel between England and France with the so- lar-powered Gossamer Albatross. Since then many electrically powered aircraft have been built, including NASA's solar driven UAVs, the bat- tery-powered Alisport Silent Club and Lange Antares glid- ers, and development programmes like the Airbus/Sie- mens E-Fan X. These have been either prototypes, used as demonstrators, or for leisure activities, but the pace of development to date is accelerating. Within the area of Electrical Propulsion, there are three broad aircraft architecture choices designers can make. D Hybrid-electric architectures either augment a tradi- tional turbo-fan with an electric motor in a parallel hybrid configuration, or use a turbo-shaft and generators bol- stered by a battery to feed a set of electric motor-driven fans in a series configuration. Both types continue to employ a turbo-fan for large parts of the flight envelope due to the current shortcomings of battery capacity, and draw on elec- D ELECTRICAL PROPULSION ARCHITECTURES There are three main architectures for Electrical Propulsion. trical power either in high thrust parts of the flight enve- lope such as take-off and climb, or switch entirely to battery power during cruise, when thrust requirements are lower. A second configuration is a turbo-electric architec- ture, where kinetic energy from a turbo-shaft is trans- formed via a generator into electrical energy to drive one (or multiple) distributed electric motor-driven fan(s). This configuration gives the aircraft designer complete freedom over the number and location of the propulsive fan(s), potentially leading to more efficient designs with higher propulsive efficiency. The third option is all-electrical propulsion, where the sole source is a battery and the gas turbine and asso- ciated fuel system present in hybrid-electric and tur- bo-electric configurations are completely eliminated. Clearly the range of an aircraft with an all-electrical pro- pulsion system will be heavily dependent on battery stor- age capacity and weight. The three Electrical Propulsion architectures are sim- ilar to those already adopted by the automotive industry, and in many ways aerospace is following the path already set in the automotive sector. Hybrid-electric Hybrid-electric is one of two architectures – Parallel or Series hybrid. Additional electric energy can be used for acceleration and in times of high power demand, and bi-directional flow of power is possible between the generator and battery. Turbo-electric The kinetic energy of a turbo shaft is transformed into electric energy via a generator to drive multiple, distributed fans, with the fans driven by electric motors. All electric One, or multiple, fans are driven by electric motors with energy stored in a battery. Motor Turbofan Fan Fan Fan Fan Battery Parallel hybrid Turboshaft Series hybrid Turboshaft Generator Generator Battery Motor Motor Fan Motor Motor Battery Motor Fan Source: NASA, Roland BergerPDF Image | Aircraft Electrical Propulsion The Next Chapter of Aviation 2017
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