Transportation Storage

The University of California, San Diego aims to develop a high-efficiency and low-carbon energy storage and power generation (ESPG) system operating on bio-LNG for electric aviation. The proposed system concept is a fuel cell, battery, and gas turbine hybrid system that incorporates a novel solid oxide fuel cell (SOFC) stack technology.

FLyCLEEN will leverage the robustness and efficiency of metal-supported solid oxide fuel cells that are integrated with the combustion chamber of a gas turbine engine-generator. The result would be a hybrid system operating on a carbon neutral synfuel with a performance that leverages the power density and energy efficiency advantages of each component. Multiple advancement methods will be pursued to increase the power density of the fuel cell. The system is configured to optimize the balance of plant and thermodynamic synergies for electrified commercial aviation.

The University of Maryland is developing a highly efficient and cost-effective hybrid-electric turbogenerator suitable for powering narrow-body aircraft. A solid oxide fuel cell (SOFC) with integrated autothermal reformer is incorporated directly into the flow path of a gas turbine engine that also drives an electrical generator. The engine moves air through the system while boosting efficiency by recovering waste heat and unused fuel from the fuel cell. The system operates on carbon-neutral, liquefied bio-methane.

The University of Louisiana at Lafayette will design and optimize an energy storage and power generation (ESPG) system for aircraft propulsion. The proposed system will consist of optimally sized fuel-to-electric power conversion devices—metal-supported solid oxide fuel cells (MS-SOFCs) and turbogenerators—using carbon-neutral synfuel. Batteries will also be used to provide suitable electrical power to the aircraft through all phases of a flight.

Power density and efficiency are crucial to electric propulsion for future aviation systems. The University of California, Santa Cruz proposes a novel all-electric power train. Each aspect of the proposed power train encompasses unique technology. The machinery relies on a flux-switching motor with high temperature superconducting field coils, which is smaller and lighter than conventional designs and has an immense advantage in terms of thermal management.

Hyper Tech Research Inc., aims to design and demonstrate a multi-MW, high-efficiency, and high-power density integrated electric propulsion motor, drive, and thermal management system that meets the performance requirements of future hybrid electric, single-aisle passenger aircraft.

General Electric Global Research will develop a 2 MW fully integrated all-electric aircraft powertrain and demonstrate a 350-kW lab-scale prototype to enable zero carbon emission narrow-body commercial aircraft with all-electric propulsion.

Wright Electric will design a high-efficiency and torque-dense electric powertrain that combines innovations in integrated cooling, power electronics, and rotor design. Co-developing these critical elements will enable Wright to achieve the target efficiency and weight metric and lead to a scalable solution. The design will create a high-performance motor without sacrificing safety or the use of existing manufacturing techniques. The team plans to use an aggressive in-slot cooling strategy coupled with a high-frequency inverter whose efficiency may exceed 99.5%.

Marquette University and its partners are developing the next generation of electric drivetrains for aerospace propulsion. The proposed system consists of a high-power density motor enabled by (1) an additively manufactured winding and heat pipe based thermal management scheme, (2) a modular power electronics topology, and (3) tight system integration and shared thermal management between the motor and power electronics to meet or exceed system-level targets.

Advanced Magnet Lab (AML) seeks to develop high-power density permanent magnet motors. When coupled to an integrated SiC (silicon carbide) drive, these motors will enable an overall specific power beyond 12 kW/kg. The proposed concept relies on (1) the tight integration of a high-power density dual-rotor permanent magnet rotor based on "continuous flux directed" magnets (PM-360TM) currently under development at AML, (2) high-power density SiC power converters, and (3) a shared closed-loop cooling system rejecting the heat in the propulsion ducted fan air stream.