[Cad] [motors, power ee, & evs] (Siemens) Electric aircraft: World-record (50kg:260 kW contiunuous) electric motor makes first flight. also, electric dirigibles from 1885?!

Tue Jul 12 10:16:03 EDT 2016

Hmm, perhaps electric planes would actually be a reasonable application of
that crazy aluminum galium thang the Marines are working on?

Certianly makes more sense on an infrastructure level than fuel cell cars.

Energy density of the fuel is supposed to be very good, idk anything about
how much a 100 kw hydrogen fuel cell would weigh.

Could always make hindenburg 2.0 :P.  Fuel could generate lift!
On Jul 12, 2016 8:05 AM, "Lochie Ferrier" <lochieferrier at gmail.com> wrote:

> Regardless of motor advances, batteries will still be primary issue due to
> the mass fraction they need to take up. Even with a major improvement in
> aero (co-flow airfoil
> <http://www6.miami.edu/acfdlab/publications/AIAA-2015-0772.pdf>, or BLI
> <http://web.mit.edu/drela/Public/N+3/Uranga2014_compressed.pdf>), the L/D
> is still nowhere near what it needs to be for airliners, which are majority
> of aviation emissions. This is where the whole Musk electric jet
> <https://en.wikipedia.org/wiki/Musk_electric_jet> thing gets very dodgy,
> or just beyond what we think is possible atm. To go cross country at 600
> Wh/kg, you need a L/D of 30, for something that is *supersonic. *Play
> around with the numbers <http://web.mit.edu/lochie/www/erange/main.html>,
> and you'll hopefully see what I mean.
>
> There's very little way of getting around the fact that batteries are
> approximately 100x heavier than kerosene on energy basis.
>
> On Tue, 12 Jul 2016 at 18:46 Nancy Ouyang <nancy.ouyang at gmail.com> wrote:
>
>> sweet pdf, though lol loweffort response :p yes ofc batteries
>>
>> I believe the PDF is 2012 (why oh why don't people put date writtens or
>> at least year written in their documents)
>>
>> The few electric motors available toda*y for aircraft propulsion *have a
>>> power output of *less than 100 kW*. Large electric motors are also used
>>> in trains, ships and submarines, but here the mass is less important. Today
>>> it seems to be possible to build electric motors having a *specific
>>> mass of about 2 to 4 kW/kg*. This compares favorably with the specific
>>> mass of larger turboshaft and turbofan engines at cruise power (see Figure
>>> 13 and Figure 14). *Future developments* may extend the range of
>>> electric motors to values of *up to 8 kW/kg*, but there is a strong
>>> need for the development of lightweight electric motors, specifically
>>> designed for application in aircraft.
>>>
>>
>> so this gives context to why siemen's motor is cool.
>>
>> 260 kW / 50 kg =* 5.2 @ 260 kW* or roughly *orange* circle:
>>
>> [image: Inline image 1]
>> pg 12
>>
>> *does anyone know what the comparable previous weight would be before
>> this motor? *this one is 50kg &  if this is a lot less than before, it's
>> just another notch in reducing weight to make weightspace for battery packs
>> perhaps.
>>
>>
>> Range sensitivities Equation 11 shows that in order to achieve maximum
>>> range for a given aircraft mass A lightweight aircraft is more sensible to
>>> a change in mass than a heavy aircraft.
>>
>>
>> I love their *"let's think through how we'd make this work" thought
>> experiment* section:
>>
>> Applying this simulation model to a specific aircraft allows determining
>>> the possible performance and the technology improvements required to
>>> achieve the desired results
>>
>>
>> The range of the original aircraft with 32 passengers is about 1200 km.
>>> With a reduced payload of 28 passengers the maximum range is approximately
>>> 2200 km
>>
>>
>> Using current (2012) technology this aircraft would reach a range of 202
>>> km. The flight time would be about 40 minutes. Cruise speed would be about
>>> 300 km/h. If an additional reserve of 30 minutes for holding at the
>>> destination airport would have to be considered, the practical range would
>>> drop to 50 km.
>>
>>
>> The next modification would reduce the empty mass of the aircraft by 20%.
>>> This would require introducing extreme lightweight design features
>>
>>
>> This step improves the battery technology by doubling the mass specific
>>> energy * E . *Such an improvement is quite well possible with future
>>> development of Li-S battery systems within the next 15 years*. This
>>> modification would double the range to 711 km so that it at least comes
>>> into the order of the kerosene based aircraft. Nevertheless, there is still
>>> a factor of 3 in range missing. In order to achieve the range of the
>>> original aircraft, the battery technology would have to be improved by this
>>> factor, i.e. a factor of 6 compared to todays (2012) technology.
>>
>>
>> Furthermore new infrastructure to replace and recharge the batteries on
>>> each airport would be required to make such an aircraft feasible
>>
>>
>> Comparing the payload-range characteristics of the baseline turboprop
>>> aircraft and the battery powered electric aircraft shows that trading
>>> payload for fuel respectively battery has a very beneficial effect in case
>>> of kerosene because of its high specific energy
>>
>>
>>> If, on the other hand, the final extremely modified aircraft 328-LBME2
>>> would be equipped with a current turbo-prop engine, its fuel consumption
>>> would be as low as 1.5 liters per passenger per 100 km, which is about half
>>> that of the baseline aircraft.
>>
>>
>>
>> (This last stat is mostly due to how light and dragless the author's
>> thought-experiment is, I think.)
>>
>> Thanks,
>> --Nancy
>>
>> ~~~
>> my personal blog <http://www.orangenarwhals.com>, orangenarwhals
>>
>> On Tue, Jul 12, 2016 at 2:48 AM, Lochie Ferrier <lochieferrier at gmail.com>
>> wrote:
>>
>>> The batteries though. The batteries are what makes it super hard
>>> <http://www.mh-aerotools.de/company/paper_14/MP-AVT-209-09.pdf>.
>>>
>>> On Tue, 12 Jul 2016 at 16:31 Nancy Ouyang <nancy.ouyang at gmail.com>
>>> wrote:
>>>
>>>> www.siemens.com/press/electric-aircraft
>>>>
>>>> *"This is the first time that an electric aircraft in
>>>>> the quarter-megawatt performance class has flown."*
>>>>
>>>>
>>>> https://www.youtube.com/watch?v=fiu8TFnXYFY
>>>>
>>>> In a big leap for the electrification of aviation, an Extra Aircraft
>>>>> aerobatic plane performed its maiden flight with an electric powertrain.
>>>>> The crucial component was a world record motor from Siemens. Weighing a
>>>>> mere 50 kilograms, the motor has an output of 260 kilowatts, resulting in
>>>>> an unparalleled power-to-weight ratio.
>>>>
>>>>
>>>> Datasheet:
>>>> http://www.siemens.com/press/pool/de/feature/2015/corporate/2015-03-electromotor/factsheet-erstflug-weltrekordmotor-d.pdf
>>>>
>>>>
>>>>
>>>> https://transportevolved.com/2016/07/08/siemens-showcases-brand-new-electric-motor-thats-super-light-super-powerful-and-perfect-for-electric-airplanes/
>>>>
>>>>> Of course, electric motors have long been used in model planes, but
>>>>> their use outside the 1:14th scale aeromodelling arena has been
>>>>> somewhat limited due to the mechanics of making a sufficiently large,
>>>>> powerful, & lightweight electric motor. And while we’ve seen some very
>>>>> successful electric planes take to the sky, most have been custom-made,
>>>>> super-lightweight affairs which while impressive, have yet to make their
>>>>> mark on a wider scale.
>>>>
>>>>
>>>> Many of the benefits of electric motive power for aircraft are ones
>>>>> that any EV driver will be familiar with: quieter, lower maintenance,
>>>>> greater efficiency. Benefits that are shared with the community too in this
>>>>> case – as with increasing air travel areas around airports have become
>>>>> increasingly polluted – both by noise and by noxious residues from burning
>>>>> fossil fuels.
>>>>>
>>>>
>>>>
>>>>> But there are also other benefits that are deeply exciting for
>>>>> aeronautical engineers and pilots.
>>>>
>>>>
>>>>
>>>>
>>>>> Unlike fossil fuel powered engines, electric motors really don’t care
>>>>> which way is up. They operate the same upside-down as they do the right way
>>>>> up — they don’t stall and fuss with fuelling issues when you turn them
>>>>> over. They also perform the same at 40,000 feet as they do at 4 feet.
>>>>> Traditional engines require complex mixture and timing adjustments to keep
>>>>> them performing well in the thin atmosphere in which they spend much of
>>>>> their lives.
>>>>
>>>>
>>>> about the airplane,
>>>>
>>>>> Based on a thoroughly modern, but not deeply exceptional structure –
>>>>> with a mixture of a steel fuselage and carbon fibre wings, the Extra is
>>>>> itself a popular aerobatic model
>>>>
>>>>
>>>>
>>>>> The Extra 330LE, which weighs nearly 1,000 kilograms, serves as a
>>>>> flying test bed for the new propulsion system. As an aerobatic airplane,
>>>>> it's particularly well suited for taking the components to their limits,
>>>>> testing them and enhancing their design.
>>>>
>>>>
>>>> the future
>>>>
>>>>> Electric drives are scalable, and Siemens and Airbus will be using the
>>>>> record-setting motor as a basis for developing regional airliners powered
>>>>> by hybrid-electric propulsion systems. "By 2030, we expect to see initial
>>>>> aircraft with up to 100 passengers and a range of around 1,000 kilometers,"
>>>>> explained Anton.
>>>>
>>>>
>>>>
>>>> I love this anecdote about intelligent analysis tools in CAD. (*hi
>>>> cad-discuss, that's why you're cc'd :]* )
>>>>
>>>> The end-shield for the motor, for example, was analyzed using a *software
>>>>> package* that divided the component into over 100,000 elements, each
>>>>> of which was individually further stress-analyzed and subject to*
>>>>> iterative improvement loops.* Eventually, the custom software spat
>>>>> out a filigree structure that weighs 4.9kg instead of the 10.5kg from the
>>>>> previous design.
>>>>
>>>>
>>>> more about the motor
>>>> http://phys.org/news/2015-04-world-record-electric-motor-aircraft.html
>>>>
>>>> Siemens researchers have developed a new type of electric motor that,
>>>>> with a weight of just 50 kilograms, delivers a* continuous output of
>>>>> about 260 kilowatts – five times more than comparable drive systems.*
>>>>> The motor has been *specially designed* for use in aircraft. Thanks
>>>>> to its record-setting power-to-weight ratio, larger aircraft with *takeoff
>>>>> weights of up to two tons* will now be able to* use electric drives
>>>>> for the first time.*
>>>>>
>>>>
>>>>
>>>>> New simulation techniques and sophisticated lightweight construction
>>>>> enabled the drive system to achieve a unique weight-to-performance ratio of
>>>>> five kilowatts (kW) per kilogram (kg). *The electric motors of
>>>>> comparable strength that are used in industrial applications deliver less
>>>>> than one kW per kg. The performance of the drive systems used in electric
>>>>> vehicles is about two kW per kg.* Since the new motor delivers its
>>>>> record-setting performance at rotational speeds of just* 2,500
>>>>> revolutions per minute, it can drive propellers directly, without the use
>>>>> of a transmission.*
>>>>>
>>>>> In the next step, the Siemens researchers will boost output further.
>>>>> "We're convinced that the use of hybrid-electric drives in regional
>>>>> airliners with 50 to 100 passengers is a real medium-term possibility,"
>>>>> said Anton.
>>>>
>>>>
>>>>
>>>> this might be what the motor looks like? not sure
>>>> https://youtu.be/j3cNLsN-eCM?t=31s
>>>> [image: Inline image 1]
>>>>
>>>>
>>>>
>>>> about the Siemens and electric dirigibles (?!)
>>>>
>>>>>
>>>>
>>>> Siemens current motor is sufficient to power a small 4-seater aircraft
>>>>> by itself. Indeed, it would be “quite racy” suggest Siemens in that
>>>>> application. And Siemens is keen to point out that the motor is *nearing
>>>>> the power requirements for small regional airliners. *Of course if
>>>>> anyone would know about aeronautical electric motors it really ought to be
>>>>> Siemens, given that it was its electric motor that (back in 1881) powered
>>>>> the *first electric dirigible*
>>>>> <https://archive.org/details/lesballonsdirig00tissgoog>*.*
>>>>
>>>>
>>>> Also check out this amazing scan of an* 1885 book about electric
>>>> dirigibles*. (archive.org's ebook software is on-point!)
>>>> https://archive.org/details/lesballonsdirig00tissgoog
>>>>
>>>>> Dirigibles: application of electricity to air navigation
>>>>
>>>> by Gaston Tissandier
>>>>> Published 1885
>>>>> Book digitized by Google from the library of the University of
>>>>> Michigan and uploaded to the Internet Archive by user tpb.
>>>>
>>>>
>>>>
>>>> Thanks,
>>>> --Nancy
>>>>
>>>>    -
>>>>
>>>>
>>
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