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energy density, high re-charging speeds and long battery life-cycles will be crucial to underpinning the economics of battery-powered aircraft. H BATTERY SAFETY/HAZARD CONTAINMENT With the Boeing 787 Lithium-ion battery failure still in recent memory, electric aircraft developers will need to develop effective hazard containment systems for bat- teries – not only to meet airworthiness requirements, but also to satisfy public safety concerns. Whilst hazard containment systems for batteries are arguably less challenging than for volatile aviation fuel, the need for such systems are often overlooked in the race for higher energy densities. LIGHT, EFFICIENT, HIGH POWER DENSITY GENERATORS AND MOTORS Hybrid-electric, turbo-electric and all-electric aircraft will all require light, efficient and high power density motors to fit in with the weight and size constraints of an aircraft, particularly for configurations that employ multiple dis- tributed fans to achieve high propulsive efficiency. Hy- brid-electric and turbo-electric architectures will also re- quire light, efficient and high power density generators to convert shaft power to electricity, along with an interme- diate, lightweight gearbox to reduce the turbine's high H Think:Act 17 Aircraft Electrical Propulsion Despite the losses in converting the energy contained in jet fuel into useful thrust, the energy density advantage of jet fuel remains a factor of 6-8 times higher than the 500 Wh/kg batteries. rotational speed to a slower rate suitable for a generator. For generators alone, the power output requirements will be around a factor of 40 higher in an all-electric Large Commercial Aircraft than in the world's most electric air- craft, the 787, which generates 1 MW electrical power from four 250 kW engine-mounted generators, along with c. 40 MW of thrust power. ROADMAP FOR LITHIUM-ION BATTERY TECHNOLOGY [WH/KG] Projected automotive roadmaps indicate batteries will only reach the 500 Wh/kg level required for aerospace after 2025. Potential for non-automotive applications Li/O2 (Li air) technology Gen 4: Li-Metal/solid state technology Cathode: Ni-rich (e.g. NCM811) Anode: Li-Metal, Ceramic-based structure 300 280 260 250 Anode: Graphite <90%, Silicone >10% Gen 2b: Next generation Li-T formulations 180 Cathode: NCM622-NCM811 >500 450 400 Gen 3: Advanced Li-T formulations Cathode: Ni-rich (e.g. NCM910) 150 Anode: Graphite 95%, Silicone 5% Gen 2a: Current Li-T formulations Cathode: NCA Anode: Graphite 95%, Silicone 5% Source: Roland Berger 2014 2017 2018 2020 2021 2024 2025 2030 2030+ Gravimetric energydensity [Wh/kg]PDF Image | Aircraft Electrical Propulsion The Next Chapter of Aviation 2017
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