Sustainability in the aviation industry calls for aircraft that are significantly quieter and more fuel efficient than today's fleet. Achieving this will require revolutionary new concepts, in particular, electric propulsion. Superconducting machines offer the only viable path to achieve the power densities needed in airborne applications. This paper outlines the main issues involved in using superconductors for aeropropulsion. We review our investigation of the feasibility of superconducting electric propulsion, which integrate for the first time, the multiple disciplines and areas of expertise needed to design electric aircraft. It is shown that superconductivity is clearly the enabling technology for the more efficient turbo-electric aircraft of the future.

Next Generation More-Electric Aircraft: A Potential Application for HTS Superconductors

Meeting NASA's N+3 goals requires a fundamental shift in approach to aircraft and engine design. Material and design improvements allow higher pressure and higher temperature core engines which improve the thermal efficiency. Propulsive efficiency, the other half of the overall efficiency equation, however, is largely determined by the fan pressure ratio (FPR). Lower FPR increases propulsive efficiency, but also dramatically reduces fan shaft speed through the combination of larger diameter fans and reduced fan tip speed limits. The result is that below an FPR of 1.5 the maximum fan shaft speed makes direct drive turbines problematic. However, it is the low pressure ratio fans that allow the improvement in propulsive efficiency which, along with improvements in thermal efficiency in the core, contributes strongly to meeting the N+3 goals for fuel burn reduction. The lower fan exhaust velocities resulting from lower FPRs are also key to meeting the aircraft noise goals. Adding a gear box to the standard turbofan engine allows acceptable turbine speeds to be maintained. However, development of a 50,000+ hp gearbox required by fans in a large twin engine transport aircraft presents an extreme technical challenge, therefore another approach is needed. This paper presents a propulsion system which transmits power from the turbine to the fan electrically rather than mechanically. Recent and anticipated advances in high temperature superconducting generators, motors, and power lines offer the possibility that such devices can be used to transmit turbine power in aircraft without an excessive weight penalty. Moving to such a power transmission system does more than provide better matching between fan and turbine shaft speeds. The relative ease with which electrical power can be distributed throughout the aircraft opens up numerous other possibilities for new aircraft and propulsion configurations and modes of operation. This paper discusses a number of these new possibilities. The Boeing N2 hybrid-wing-body (HWB) is used as a baseline aircraft for this study. The two pylon mounted conventional turbofans are replaced by two wing-tip mounted turboshaft engines, each driving a superconducting generator. Both generators feed a common electrical bus which distributes power to an array of superconducting motor-driven fans in a continuous nacelle centered along the trailing edge of the upper surface of the wing-body. A key finding was that traditional inlet performance methodology has to be modified when most of the air entering the inlet is boundary layer air. A very thorough and detailed propulsion/airframe integration (PAI) analysis is required at the very beginning of the design process since embedded engine inlet performance must be based on conditions at the inlet lip rather than freestream conditions. Examination of a range of fan pressure ratios yielded a minimum Thrust-specific-fuel-consumption (TSFC) at the aerodynamic design point of the vehicle (31,000 ft /Mach 0.8) between 1.3 and 1.35 FPR. We deduced that this was due to the higher pressure losses prior to the fan inlet as well as higher losses in the 2-D inlets and nozzles. This FPR is likely to be higher than the FPR that yields a minimum TSFC in a pylon mounted engine. 1

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Turboelectric Distributed Propulsion Engine Cycle Analysis for Hybrid-Wing-Body Aircraft

This paper describes a hybrid method for calculating the performance of a coreless stator axial flux permanent-magnet (AFPM) generator. The method uses a combination of finite-element analysis and theoretical analysis. The method is then incorporated into a multidimensional optimization procedure to optimally design a large power coreless stator AFPM generator. The measured performance of the manufactured prototype compares favorably with the predicted results. The design approach can be applied successfully to optimize the design of the coreless stator AFPM machine.

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Optimal design of a coreless stator axial flux permanent-magnet generator

This paper presents a computationally efficient technique in determining the influence of the finite axial length of the permanent magnets on the rotor eddy-current loss in modular brushless ac machines. The technique is employed to quantify the effectiveness of axially segmenting the permanent magnets of four-phase, eight-slot, ten-pole and five-phase, ten-slot, 12-pole brushless machines, which have been designed to meet the performance requirements of an electromechanical flight control surface actuator for a "more-electric" aircraft.

Effect of Axial Segmentation of Permanent Magnets on Rotor Loss in Modular Permanent-Magnet Brushless Machines

We have examined the potential of 10 MW superconducting direct drive generators to enter the European offshore wind power market and estimated that the production of about 1200 superconducting turbines until 2030 would correspond to 10% of the EU offshore market. The expected properties of future offshore turbines of 8 and 10 MW have been determined from an up-scaling of an existing 5 MW turbine and the necessary properties of the superconducting drive train are discussed. We have found that the absence of the gear box is the main benefit and the reduced weight and size is secondary. However, the main challenge of the superconducting direct drive technology is to prove that the reliability is superior to the alternative drive trains based on gearboxes or permanent magnets. A strategy of successive testing of superconducting direct drive trains in real wind turbines of 10 kW, 100 kW, 1 MW and 10 MW is suggested to secure the accumulation of reliability experience. Finally, the quantities of high temperature superconducting tape needed for a 10 kW and an extreme high field 10 MW generator are found to be 7.5 km and 1500 km, respectively. A more realistic estimate is 200–300 km of tape per 10 MW generator and it is concluded that the present production capacity of coated conductors must be increased by a factor of 36 by 2020, resulting in a ten times lower price of the tape in order to reach a realistic price level for the superconducting drive train. (Some figures in this article are in colour only in the electronic version)

Superconducting Wind Turbine Generators

A consequence of the projected trend in turbine-generator design towards large airgaps, airgap windings without slots, and superconducting windings, is a progressive change in the nature of the machine from `iron-cored' to `air-cored'. A general analysis of fields and winding inductances that is applicable to all configurations is presented. The underlying unity of the various types is brought out, and particular attention is given to a comparison of the conventional design and the fully air-cored (superconducting) machine. In a companion paper the comparative design and performance analysis of air-cored and iron-cored synchronous machines is discussed.

Analysis of fields and inductances in air-cored and iron-cored synchronous machines

One of the main challenges of fusion reactors based on magnetic mirrors is the axial particle loss through the loss cones. In multi-mirror (MM) systems, the particle loss is addressed by adding mirror cells on each end of the central fusion cell. Coulomb collisions in the MM sections serve as the retrapping mechanism for the escaping particles. Unfortunately, the confinement time in this system only scales linearly with the number of cells in the MM sections and requires an unreasonably large number of cells to satisfy the Lawson criterion. Here, it is suggested to reduce the outflow by applying a traveling radio frequency (RF) electric field that mainly targets the particles in the outgoing loss cone. The Doppler shift compensates for the detuning of the RF frequency from the ion cyclotron resonance mainly for the escaping particles resulting in a selectivity effect. The transition rates between the different phase space populations are quantified via single-particle calculations and then incorporated into a semi-kinetic rate equations model for the MM system, including the RF effect. It is found that for optimized parameters, the confinement time can scale exponentially with the number of MM cells, orders of magnitude better than a similar MM system of the same length but without the RF plugging, and can satisfy the Lawson criterion for a reasonable system size.

T.J.E. Miller

Papers

Analysis of fields and inductances in air-cored and iron-cored synchronous machines

RF plugging of multi-mirror machines