Hybrid Propulsion Electrical Architecture for Aircraft Weight Reduction
Find Innovative SolutionsGenerate Solutions
Solution Overview
Problem
Current hybrid propulsion systems for vehicles lack efficient integration of electrical and combustion motors, leading to suboptimal energy utilization and increased weight and emissions, particularly in aircraft applications where energy storage systems are heavy and require frequent charging.
Innovation Solution
The implementation of a hybrid propulsion system with a series, parallel, or series-parallel configuration that includes electrical busses, power units, electrical machines, and energy storage systems, allowing for the efficient transfer of energy between combustion motors, electrical generators, and propulsors, with optional energy storage for propulsion and non-propulsion loads, enabling independent power control and reduced weight through shared power demands.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Use of energy by moving object
If electrical energy storage systems are used in aircraft propulsion, then energy availability for propulsion and auxiliary loads is improved, but system weight increases
Solution Approach 1:
The electrical energy storage system is segmented into multiple battery packs that can be independently controlled and distributed throughout the aircraft. This segmentation allows for optimized placement near different electrical loads, reducing overall system weight by eliminating unnecessary cabling and allowing selective activation of battery packs based on operational requirements.
Solution Approach 2:
The system dynamically manages power distribution between the electrical energy storage system and engine-driven generators based on real-time power demands for propulsion and auxiliary loads. The control system adjusts the contribution of each power source to optimize energy utilization while minimizing the required storage capacity, thereby reducing weight.
2Use of energy by moving object
If hybrid propulsion system is implemented, then energy efficiency is improved, but system complexity increases
Solution Approach 1:
The electrical machines are designed to operate in multiple modes (motor and generator) and can serve dual purposes: driving propulsors during propulsion phase and generating electrical energy during regenerative braking or engine-driven operation. This multi-functionality reduces the need for separate components, thereby managing system complexity while improving energy efficiency.
Solution Approach 2:
A centralized power management system acts as an intermediary between the electrical energy storage system, engine-driven generators, and various electrical loads. This mediator coordinates power flow, manages charging/discharging cycles, and optimizes energy distribution, simplifying the control architecture despite the hybrid system's inherent complexity.
3Adaptability or versatility
If multiple electrical busses are used for power distribution, then power management flexibility is improved, but electrical system complexity increases
Solution Approach 1:
The electrical power distribution system is segmented into multiple isolated electrical busses (e.g., high-voltage propulsion bus, low-voltage auxiliary bus, critical bus). Each bus serves specific loads and can be independently managed, allowing flexible power allocation while containing complexity within each bus segment. This segmentation enables selective powering of systems based on operational requirements.
Solution Approach 2:
Power conversion devices and bus tie switches act as intermediaries between different electrical busses, enabling controlled power transfer and isolation. These intermediaries manage the complexity of inter-bus connections by providing standardized interfaces and protection mechanisms, allowing flexible power routing without proportionally increasing overall system complexity.
4Ease of operation
If engine-driven generators are integrated with electrical propulsion system, then self-starting capability is improved, but weight increases
Solution Approach 1:
The electrical machines are designed as universal motors that can function both as propulsion motors and as generators for starting the combustion engines. This eliminates the need for separate starter motors and external starting equipment, providing self-starting capability without proportionally increasing system weight. The same electrical machine that drives the propulsor can also generate the electrical power needed to start the engine.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This configuration enhances energy efficiency, reduces weight and emissions, and allows for self-starting and peak power thrust operations without external starters, while enabling aircraft to operate in airports lacking ground charging facilities, by effectively managing energy distribution between engine-driven generators and energy storage systems.
Implementation Method 1
an electrical energy storage system coupled to each of the plurality of electrical busses
Implementation Method 2
one or more power units configured to generate and output electrical energy via the propulsion bus
Implementation Method 3
one or more electrical machines configured to drive respective propulsors using electrical energy received via the propulsion bus
Data Source
AI summary
An example hybrid aircraft propulsion system includes a plurality of electrical busses comprising a propulsion bus, a critical bus, and a non-critical bus; an electrical energy storage system coupled to each of the plurality of electrical busses; one or more power units configured to generate and output electrical energy via the propulsion bus; one or more electrical machines configured to drive respective propulsors using electrical energy received via the propulsion bus; one or more hotel loads configured to receive energy via the non-critical bus; and one or more critical loads configured to receive energy via the critical bus.