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• Direct powered lift through continuous spanwide USB using low-pressure fan air • Very low community noise using low-pressure ratio fans and airframe shielding • Minimal engine rotor blade burst impact on passengers and vehicle structure due to the wing-tip location of the turboelectric generators and the numerous small fans mounted on the rear top side of the vehicle • Reduction of lift-induced drag and of wake vortices due to the wing-tip location of the engine cores (ref. 19) •High engine core inlet pressure recovery similar to conventional aircraft podded engine installation • Lower propulsor nacelle structural weight due to absence of sudden internal pressure rise (hammer shock) from engine core stall •Use of conventional low-temperature material on thrust vectoring mechanism due to “cold” fan air discharge •Lower wing structure weight through better load distribution with wing-tip-mounted engine core and distributed span-wide fan installation (ref. 20) • Low cabin noise due to remote location of engines and propulsors away from the passenger cabin area • Easier maintenance access to the gas turbine and electric generator than with the embedded engine configuration However, using a distributed turboelectric propulsion system with superconducting devices may present adverse effects in overall vehicle performance and operation. The following are identified as possible drawbacks of the electrically driven system and of the newly proposed vehicle: • Weight increase due to core generators, motors, and balance of the superconducting system • Possible nonlinear aircraft control laws due to interactions between the external aerodynamics and the propulsion system • System complexity due to additional new technology • Operational difficulties with superconducting parts and cryogenic fluids • Ice, snow, rain, etc., ingestion by the upper surface BLI mail-slot inlet It will be necessary to use superconducting motors and generators rather than conventional motors and generators in the aircraft propulsion system to reduce the weight fraction of the propulsion system. Conventional electric generators and motors are far too heavy to be used on a large transport air vehicle (ref. 21). A description of the superconducting system is presented in the next section. III. Superconducting Electric Drive System The use of gas-turbine-driven generators to supply electric power to motor-driven propulsive fans adds considerable flexibility to the propulsion and vehicle architecture. As noted above, the electric components function as a gearbox allowing the turbine engines to run at high speed, independent of the fan-shaft speeds. Beyond functioning as a simple gearbox, the electric components can function as a continuously-variable- ratio gearbox with the addition of a solid-state converter. This would permit the turbine engines to run at the most effective shaft speed regardless of the required changes in the fan-shaft speed as airspeed, altitude and noise limits change. Higher part-load efficiency can thereby be achieved. However, in this initial paper, we consider only a fixed speed ratio, which can be achieved without using a solid-state converter. Figure 3 illustrates the components of a turboelectric propulsion system, including the optional power converters. Superconducting Motors and Generators Superconducting materials lose all their electrical resistance below a “critical” temperature and can carry high current in small wires or tapes, leading to light, compact, very efficient motors and generators. The operating temperature required for superconducting windings is somewhere between 20 K (the normal boiling point of liquid hydrogen) and 65 K (somewhat below the normal boiling point of liquid nitrogen). The state- of-the-art of cryogenic and superconducting motors and generators is reviewed in references 22 to 24. Machines as large as 35 MW output (ref. 25) and as fast as 15 000 rpm have been tested or designed. The higher performance machines are intended for military applications, but prototypes for commercial machines are beginning to appear. High- temperature superconducting (HTS) machines for aircraft propulsion have previously been discussed, primarily with “tube-and-wing” aircraft in mind (refs. 21 and 26). For turboelectric aircraft propulsion, motors and generators with HTS windings on both the rotors and the stators are envisioned. In most state-of-the-art machines that are called superconducting today, only the rotor windings are superconducting. The stator windings, which are the high- power windings where most of the losses occur, are made of copper and operate at room temperature. As of this writing, only a few small experimental machines have been made with superconducting stators. The reason is that, whereas the rotor carries direct current and dissipates little power, the stator carries alternating current (AC) and has losses that depend on the fineness of the filaments in the superconducting composite wire in the winding. Reducing those losses requires some technology development. It appears reasonable that the AC losses in a superconducting stator can be reduced to less than 0.1 percent of the machine’s output power, with a developmental goal as low as 0.01 percent. The electric power would be carried from the generators to the motors by HTS transmission lines. Such lines are presently being tested in the electric grids of congested urban areas. They can carry hundreds of megawatts of power with less than 10 kg/m of mass and only a few W/m of loss (ref. 27). 6PDF Image | Distributed TurboElectric Propulsion for Hybrid Wing Aircraft
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