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  1. #1
    Usuario Foroaviones
    31 may, 07

    Airbus define como sera el avion Hibrido comercial del año 2050 con tecnologia E-Thrust!!!

    Parece ser que estos de Airbus no paran de redefinir el futuro de la aviación y esta vez su prototipo de nuevo concepto de avión que habiamos visto recientemente , ademas de modificarse la ubicacion de los motores de la parte inferior a la parte superior , se esta añadiendo un sistema de turbinas electricas que sumadas a un rediseño de la recanalizacion de la admision de los motores y con un motor posterior a reaccion mas eficiente, y obviamente con baterias con buenas densidades energeticas para aquel entonces, revolucionaran como nunca la aviacion comercial y donde se estudia el semi-planeo del avion en la fase de aterrizaje .

    Dicho sea de paso en mi opinion esta tecnologia podria estar cercana a ser una realidad en el 2030, bastante antes de lo proyectado , aunque imagino que dependera de la evolucion y fiabilidad de las baterias.

    The Turbine-Powered, Chevy Volt of Airliners Looks Fantastic

    Image: Courtesy EADS

    The European airline industry has seen the future of aviation. It’s sleek and organic, carries a sextet of turbines, and its powertrain works a lot like the Chevrolet Volt.
    The European aerospace consortium EADS has recently shown everything from its largest airliner, theAirbus A380, to its latest electric airplane idea, the E-Fan. But tucked inside the company’s huge chalet at the Paris Air Show was a small model where the two concepts meet — in 2050.
    The E-Thrust project is part of the EADS Innovation Works program, a partnership with engine maker Rolls-Royce. The two companies are looking at ways to meet the European Commission’s future vision of air travel, which includes dramatic reductions in emissions and noise.
    Like the NASA turboelectric distributed propulsion research project (TeDP), the EADS distributed electrical aerospace propulsion project (DEAP) uses a serial electric hybrid system to power the airliner of the future (AotF… just kidding).
    Electric airplanes like the E-Fan, the long range Solar Impulse, or Chip Yates’ electrified Long-EZ all point to an ending where either range, speed or payload (often all three) are sacrificed for the ability to fly on pure electric power.
    The idea behind the E-Thrust is to use several electrically driven fans to provide the thrust, but the power supply will be a gas-turbine engine employed during cruising when it just needs enough juice to stay in the air. When it needs more power — during takeoff and climbing — an “energy storage system,” (aka batteries) will provide an additional source of grunt for the fans.
    The six electric fans and tail-mounted turbine engine in the E-Thrust concept design from EADS. Image: Courtesy EADS

    As a starting point, the EADS concept has two banks of three electric fans tucked into the wing roots of the airplane. Because they can be much smaller than the fan-jet engines of today, they don’t have to hang from the wing, and are instead placed where they create less drag, and can also re-energize the air out the back reducing drag from the airplane’s turbulent wake. A single turbine engine in the tail ingests boundary layer air from the top of the fuselage in an effort to further reduce overall drag.
    In many ways the E-Thrust concept is an electric deconstruction of current jet engine technology. Unlike the early days of jet aircraft, today’s airliners only get a fraction of their push from jet thrust. Most of the propulsion is provided by the giant fan at the front of the engine, which accelerates air just like a propeller.
    These high bypass ratio fans are powered by the jets, and there’s no reason they couldn’t be powered by electricity instead. But since batteries are impractical in their current form as the sole energy source, you need an alternative supply to provide the majority of the power. So like Chevrolet has done with the Volt, EADS will use a relatively small jet engine as a generator to power the fans and charge up the batteries during cruise. With power reduced during the descent, the windmilling electric fans could recharge the batteries on the airplane, providing a small amount of regenerative energy — or in car terms, “regenerative braking” similar to how hybrid-electric cars recoup energy when braking.
    The E-Thrust as it currently exists on display at the Paris Air Show. Photo: Jason Paur/Wired

    The fact that the E-Thrust on display in Paris was simply a plastic display on a podium is a clear indication that it’s still a long way from taking to the skies. Both the DEAP system from EADS and NASA’s TeDP rely heavily on superconducting motors to provide the electrical power needed for flight, without the massive amounts of heat that would be generated by standard electric motors.

    We don’t expect to see an E-Thrust airliner — or a TeDP plane from Boeing — anytime soon. But both ideas show promise and could spawn a concept that isn’t destined to vaporplane limbo.

    Fuente:The Turbine-Powered, Chevy Volt of Airliners Looks Fantastic | Autopia | Wired.com

    E-Thrust is a “series hybrid” electrical distributed propulsion system concept using one gas power unit providing the electrical power for six fans for lower fuel consumption, fewer emissions and less noise. Click to enlarge.

    DEAP: distributed propulsion.
    Since 2012, EADS IW has been working together with Rolls-Royce within the Distributed Electrical Aerospace Propulsion (DEAP) project, which is co-funded by the UK’s Technology Strategy Board. The project researches key innovative technologies that will improve fuel economy and reduce exhaust gas and noise emissions by having a distributed propulsion system architecture.

    The configuration with three fans on either side of the fuselage represents an initial starting point for future optimizations, with the optimum number of fans to be determined in trade-off studies in the DEAP project. Click to enlarge

    For the E-Thrust concept, distributed propulsion means that several electrically-powered fans are distributed in clusters along the wing span, with one advanced gas power unit providing the electrical power for six fans and for the re-charging of the energy storage. The E-Thrust concept can be described as a series hybrid propulsion system.

    This configuration represents an initial starting point for future optimisations, with the optimum number of fans to be determined in trade-off studies in the DEAP project. Initial study results by Airbus indicate that a single large gas power unit has advantages over two or more smaller gas power units. This will give a noise reduction and allows the filtering of particles in the long exhaust duct at the back of the engine.
    The hybrid architecture offers the possibility of improving overall efficiency by allowing the separate optimization of the thermal efficiency of the gas power unit (producing electrical power) and the propulsive efficiency of the fans (producing thrust). The hybrid concept makes it possible to down-size the gas power unit and to optimize it for cruise. The additional power required for take-off will be provided by the electric energy storage.
    A fundamental aspect of optimizing the propulsive efficiency is to increase the bypass ratio beyond values of 12 achieved by today’s most efficient podded turbofans. For the concept, the bypass ratio must be termed “effective bypass ratio”, EADAS noted, because the fan airstreams and the core airstream are physically separated.
    With distributed propulsion, values of more than 20 in effective bypass ratios appear achievable, which would lead to significant reductions in fuel consumption and emissions. having a number of small, low-power fans integrated in the airframe instead of a few large wing-mounted turbofans is also expected to reduce the total propulsion system noise.
    In addition to improving the propulsive efficiency, distributed propulsion offers a greater flexibility for the overall aircraft design that could result in reduced structural weight and aerodynamic drag, for example, by relaxed engine-out design constraints leading to a smaller vertical tail plane; by being able to better distribute the weight of the propulsion system components; and by re-energizing the momentum losses in the “boundary layers” that grow over the wing and fuselage causing a “wake” (Boundary Layer Ingestion, BLI).
    An additional efficiency gain appears possible if this boundary layer is “ingested” and accelerated by the fans, because it can reduce the aircraft’s wake and hence its drag. However, the implementation of a boundary-layer ingesting system means that the airflow into the fans is not uniform; to realize the potential benefits, the turbo-machinery—and in particular, the fan blades—must be able to withstand the associated unsteady conditions due to the distorted intake flow.
    The design of the Rolls-Royce fans is currently being developed in collaboration with its University Technology Centre in Cambridge, and is specifically optimized to deliver the best performance in the distorted flow conditions that are experienced in a BLI configuration; its design is supported by computer analysis as well as reduced-scale testing and measurements.
    To achieve an integrated distributed fan propulsion system design that matches the overall airframe requirements, three key innovative components are required, EADS said:
    • A wake re-energizing fan. As the aircraft flies through the air, it leaves a wake behind it resulting in drag. The embedded wake re-energizing fan is designed to capture the wake energy by re-accelerating the complex wake. By re-energizing the wake, the overall aircraft drag is reduced. The concept uses advanced lightweight composite fan blades that are designed to maximise overall propulsive efficiency whilst minimizing the weight of the propulsion system.
    • Hub-mounted totally superconducting electrical machine. The innovative hub-mounted totally superconducting electrical machine drives the wake re-energizing fan.
      Rolls-Royce and EADS IW, with Magnifye Ltd and Cambridge University as partners, are engaged in a Programmable Alternating current Superconducting Machine (PSAM) project. The PSAM project researches an innovative programmable superconducting rotor and innovative AC superconducting stator. This work is supported in part by the UK Technology Strategy Board.
      The superconducting stator generates a powerful electro-magnetic field that rotates around the circumference at a speed directly related to the frequency of the electrical supply. The superconducting machine replaces the copper and iron stator structure of a conventional machine. It is a much more powerful, lighter and low-loss design incorporating round-wire high temperature superconducting coils embedded within a lightweight epoxy structure.
      Electromagnetic torque is created by effectively aligning the rotor’s magnetic field with the field generated electro-magnetically within the stator.
      The superconducting rotor magnetic field is generated through the use of bulk superconducting magnets in a puck form. A superconducting magnetic puck of this size can, when fully magnetized, generate extremely high magnetic fields with laboratory testing demonstrating 17 Tesla—a magnetic field capable of easily levitating a family car. The magnetic pucks are innovatively magnetized in-situ by the stator to create a permanent magnet field that can be programmed to deliver different field strengths thereby improving controllability.
      The superconducting machine design is bi-directional in that it is equally efficient at driving the wake re-energizing fan to provide aircraft thrust or being driven by the fan rotating in the airstream to generate electrical power, which can then be stored within the airframe.
    • Structural stator vanes that pass electrical power and cryogenic coolant. By having an embedded propulsion system, the conventional turbofan mounting structure is no longer required, thereby saving weight and drag. The stator section is carefully designed to provide a row of aerodynamic and structural stator vanes behind the fan recovering thrust from the swirling air.
      The length of the distributed fan propulsion system has been designed to be much shorter than that of a conventional turbofan so that the center of gravity is located about the structural stator vanes. In addition, some of the stator vanes are designed to accommodate the internal routing of the superconducting cables to the hub-mounted superconducting electrical machine.
    The idea of distributed propulsion offers the possibility to better optimize individual components such as the gas power unit, which produces only electrical power, and the electrically driven fans, which produce thrust. This optimises the overall propulsion system integration.
    The knock-on effect we expect thanks to the improved integration of such a concept is to reduce the overall weight and the overall drag of the aircraft.
    —Sébastien Remy, Head of EADS Innovation Works
    The development of innovative propulsion system concepts for future air vehicle applications is part of EADS’ research to support the aviation industry’s environmental protection goals as spelled out in the Flightpath 2050 report by the European Commission.
    This roadmap sets the target of reducing aircraft CO2 emissions by 75%, along with reductions of NOx by 90% and noise levels by 65%, compared to standards in the year 2000.

    Fuente:Green Car Congress: EADS demonstrating electric and hybrid aviation propulsion; innovative distributed propulsion series hybrid

    PDF detallado de airbus al margen derecho de la imagen para descargar y donde encontrareis todo detallado sobre este nuevo avión :

    EADS Global Website - E-Thrust Brochure
    Última edición por F.Alonso; 18/07/2013 a las 00:25
    "SPANAIR 1986-2012 , Una de las mejores aerolineas europeas de la historia "


  2. #2
    Usuario Foroaviones
    19 mar, 11
    Se parece al avión de los Gi-Joe solo que en blanco....

  3. #3
    Usuario Foroaviones
    10 nov, 08
    Joder como mola! es el primer diseño futuro que veo viable y a la vez bonito. Mola mucho


    Mis fotos en Flickr: http://www.flickr.com/photos/48067891@N03/
    Mis fotos en AC,net: http://www.aviationcorner.net/galler...rapher_id=1899


    Para poner en marcha freno, para despegar flap y para aterrizar tren...

  4. #4
    Usuario Foroaviones
    26 jun, 12
    Me encanta, menudo bicho.



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