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✽ ◆❡✇ ❆♣♣❧✐❝❛t✐♦♥s ♦❢ ❊❧❡❝tr✐❝ ❉r✐✈❡s Breakthrough in battery technology could be achieved through the development of innovative battery concept as indicated by open battery systems like zinc-air, aluminium-air and lithium-air [32, 34]. Lithium-air batteries are considered with attention for aircraft application with estimated theoretical gravimetric specific energy from 1000 Wh/kg [33, 35] up to 2000 Wh/kg [36] at cell-level. Not currently commercially available, market readiness of lithium-air is expected for a time-line horizon of 2030 [37]. 2.2.2. Superconductivity Superconductivity is considered as an enabling technology for electric drive application to transport aircraft [13, 38, 39]. Through the utilization of High-Temperature Superconducting (HTS) materials, the gravimetric specific power and the efficiency of the electrical component can be significantly improved. The most common application of HTS materials at this point in time is for electric motors and generators [38, 40, 41]. The application of HTS technology to the transmission cable is also considered [10, 11]. The necessity of developing fully superconducting network (including the fault management, protection and switching implications) was argued by Malkin and Pagonis [42]. The challenge of HTS application for transport aircraft lies essentially on the requirement to operate at cryogenic temperature and the resulting complex integration of the cooling system. Instead of using fossil fuels to operate the aircraft, the utilization of cryogenic fuel such as liquid hydrogen can result in strong synergies with the layout of HTS electrical system as the coolant is already available [10, 13, 39]. Handling safety related issues [43], the negative integration impacts of the cryogenic tank on aircraft design [44] and the infrastructural challenges to supply the liquid hydrogen to the operated airports all are issues that remain unresolved [45, 46]. 2.2.3. Distributed propulsion The investigation of hybrid-electric or universally-electric system is often coupled with distributed propulsion technology [72-75]. This combination is explained by the nature of the electric energy, which can be easily distributed and by the search for aero-structural benefits through higher integration of the propulsive device with the airframe. The field of Boundary Layer Ingestion (BLI) [47, 75] consisting of re-energizing the low momentum boundary layer in view of aerodynamic efficiency improvement, becomes central. This is mainly the reason why distributed propulsion has been intensively investigated on Blended Wing Body (BWB) configuration [12, 48] as it offers large potential for application of BLI by distributing buried propulsion devices along the trailing-edge of the fuselage (see Section 3). For BLI application on tube and wing configurations, the Propulsive Fuselage configuration, which is characterized by a large fan encircling the rear end of the fuselage, was evaluated as most promising and was the center of several investigations [49–53]. Electric distributed propulsion technology is expected to disrupt the traditional aircraft design paradigms [54–56]. A salient example is the redesign of the wing for optimum efficiency in cruise enabled by distributing propellers along the leading-edge as initiated in the LeapTech Project [57] (see Section 3). Usually, wing design is constrained by low-speed operations in order to achieve according to the properties of the high-lift system acceptable takeoff and landing field performance. Benefiting from the propeller slip-stream effect on the wing, the low-speed requirement on high-lift devices and wing design could be reduced,PDF Image | Electric Drives for Propulsion System of Transport Aircraft
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