Электроавиация

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vikki56

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Словацкая технологическая компания AeroMobil начала разработку новой модели летающего автомобиля AeroMobil 4.0.
Об этом говорится в пресс-релизе компании.
"Технологическая компания AeroMobil начала разработку новой модели летающего автомобиля", - говорится в сообщении.
Как сообщает The Slovak Spectator, на выставке в Китае компания уже представила прототип автомобиля AeroMobil 4.0.
Отмечается, что компания собирает автомобиль в Словакии, однако над проектом работают 40 человек из восьми разных стран.
В компании заявили, если все пойдет по плану, то уже в 2019 году можно будет провести первые тестовые полеты.
В AeroMobil также добавили, что уже в 2020 или в 2021 году клиенты смогут приобрести первые летающие автомобили.
Как подчеркнули в компании, автомобили AeroMobil 4.0. помогут людям преодолевать короткие и средние расстояния ефективнее и не загрязнять окружающую среду.


 
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vikki56

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Канадская компания Opener испытала первый в мире мультикоптер BlackFly для персонального пользования. Разработка получила простую систему управления, поэтому для полетов лицензия пилота необязательна.
Новое устройство оснащено четырьмя электродвигателями с воздушными винтами. Поскольку крылья аппарата установлены относительно корпуса под углом, при вертикальном взлете и посадке пассажир располагается спиной к земле, а во время горизонтального полета — переходит в положение сидя.
Длина мультикоптера — 4 м, высота — 1,5 м, размах крыльев — 4,2 м. Аппарат может развивать скорость до 130 км/ч и преодолевать 40 км при температуре от 0 до 30 градусов. Конструкция позволяет садиться на сушу и на воду.
Серийное производство BlackFly ориентировано на американский и мировой рынки. Две версии машины отличаются мощностью электромотора, емкостью аккумуляторов, максимальной скоростью и дальностью полета. Известно, что американская версия проигрывает международной.
Управляет машиной бортовая электронная станция. Аппарат получил простой автопилот, благодаря которому может лететь в горизонтальном положении при заданных параметрах скорости и высоты. Он может вернуться в точку взлета, у него есть опция автоматической посадки, а также баллистический парашют.
Мультикоптер прошел тестирование и сертификацию в США и Канаде. По предварительным данным, продажи BlackFly стартуют в 2019 году.

 
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vikki56

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Испытания летающего такси, разработкой которого занималась дочка Boeing Aurora Flight Sciences, прошли на полигоне в штате Вирджиния. Предполагается, что аппарат в полностью автономном режиме сможет преодолевать расстояние до 80,5 км.
Длина беспилотного такси составит 9 м, ширина — 8,5 м. Другие технические характеристики аппарата не раскрываются.

 
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Seerndv

Местный
Авиация
09:55 25 Март 2019
Сложность 3.2
Китайцы испытали модель водородного пассажирского самолета

Lingque-H
COMAC
Китайская авиастроительная корпорация завершила первый этап испытаний модели пассажирского водородного самолета Lingque-H. Как пишет FuelCellWorks, в общей сложности дистанционно управляемая модель выполнила десять полетов, во время которых специалисты проверяли работу бортовой системы управления электропитанием и распределения энергии.
Современные водородные топливные элементы, даже работающие на сжатом водороде высокой степени очистки, по своей энергоемкости в несколько раз превосходят аккумуляторы. По этой причине некоторые разработчики считают, что такие элементы позволят создавать электрические летательные аппараты с относительно большой продолжительностью полета.
Считается также, что водородные самолеты во время эксплуатации практически не будут наносить вреда окружающей среде, поскольку единственным продуктом работы водородных топливных элементов является вода. К топливных элементов можно отнести плохую «отзывчивость» на увеличение потребляемой моторами мощности, что, впрочем, можно компенсировать с помощью литиевых аккумуляторов.
Как сообщает ECNS Wire, модель пассажирского самолета Lingque-H, прошедшая первый этап летных испытаний, имеет размах крыла 6 метров. Она оснащена водородным топливным элементом и литий-ионной аккумуляторной батареей для компенсации скачков потребляемой мощности. Разработчики собрали модель и приступили к ее испытаниям за пять месяцев.
При производстве Lingque-H использовались технологии трехмерной металлической печати. Испытания модели начались в январе 2019 года. Они проводились в аэропорту Шанцзе городского округа Чжэнчжоу провинции Хэнань. В общей сложности продолжительность испытаний составила 24 летных часа.
Проверки проходила модель Lingque-H в разных конфигурациях: с фиксированным и убирающимся шасси, T- и V-образным, а также обычным хвостовым оперением. Все проведенные проверки признаны успешными. Подробности испытаний не раскрываются, но в COMAC уточнили, что полученные данные будут использоваться при разработке полноразмерного демонстратора водородного самолета.
В текущем году Центральный институт авиационного моторостроения имени Баранова планирует провести первые летные испытания легкого двухместного водородного самолета на базе серийного российского летательного аппарата «Сигма-4». На первом этапе испытания будет проходить самолет, в котором водород для топливного элемента будет храниться под высоким давлением в композитном баллоне.
Василий Сычёв
Китайцы испытали модель водородного пассажирского самолета
 
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Seerndv

Местный
Как водится первоисточник:

Commercial Aircraft Corp of China (COMAC) Hydrogen Fuel Cell Demonstrator Performs Successful Test Flights
By FuelCellsWorksMarch 20, 2019

Commercial Aircraft Corp of China (COMAC) Hydrogen Fuel Cell Demonstrator Performs Successful Test Flights

Lingque-H hydrogen fuel cell demonstrator performed successful test flights at Zhengzhou Shangjie airport in the last three months, the tests were 4 variants including fixed/retractable undercarriages, T/V and conventional tails flew 10 sorties over 24hs, which fully validated the power system.
Since January 2019 the Lingque-H has successfully completed the test flight mission with 4 configurations and 10 sorties.
These successful tests mark the future and progress for China Commercial Aircraft Corp in the exploration of hydrogen fuel cell flights.
Using and with the help of 3D metal printing technology the project was able to go from conception to the first test flight in only 5 months. The plane has a wing span of 6 meters.
The company did not supply further details as to flight time.
Yang Zhigang, with COMAC Beijing Research Center, said “hydrogen is very abundant and can be obtained through solar, wind and other energy sources, making it an energy source capable of developing a low-carbon sustainable transportation system.”
 
ШБЖ

ШБЖ

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Началось?

Вкратце: Норвежская группа OSM Aviation объявила 11 апреля 2019 года о заказе 60 электрических самолетов eFlyer 2 производства Bye Aerospace.
Обучение пилотов планируется перевести на электросамолеты.
EFlyer 2, ранее известный как Sun Flyer 2, является двухместным электрическим самолетом, выпускаемым американской компанией Bye Aerospace. Он оснащен 80-киловаттным электродвигателем и оснащен ионно-литиевыми батареями, похожими на электромобильные. Мотор весит всего 20 кг, примерно на 90 кг меньше, чем двигатель внутреннего сгорания, приводящий в действие Cessna 172, который в настоящее время используется OSM Aviation.
Этот переход на самолеты с электрическим приводом также позволяет снизить эксплуатационные расходы. «Работа обычного тренеровочного самолета сейчас стоит 110 долларов в час. На электрическом самолете будет стоить 20 долларов в час », - сказал Хойби агентству Рейтер.
Скандинавские страны, такие как Норвегия и Швеция, принимают активное участие в снижении воздействия авиации на окружающую среду.
Первые самолеты планируется получить к концу 2021 года.
 
Kwispel

Kwispel

Летучий галландец
A_Z, а где это написано? У нас на EHHV кстати есть один электрический тренировочный Pipistrel Alpha Electro.
 
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stranger267

stranger267

Старожил
Для начального обучения электрички вполне могут прижиться. НО не более. Кроме того, желательно тогда уж сделать электричку точно такую же как не электричку - скажем сделать C172EV электрическую а C172SP обычную, чтобы можно было пересаживаться.
 
S

Seerndv

Местный
MagniX to supply Eviation Alice motors as all-electric advances
MagniX to supply Eviation Alice motors as all-electric advances

  • 22 APRIL, 2019
  • SOURCE: FLIGHTGLOBAL.COM
  • BY: JON HEMMERDINGER
  • BOSTON
  • Electric motor company MagniX will supply powerplants for Eviation Aircraft’s in-development electric aircraft Alice, marking another win for the upstart motor maker and a second power option for Alice buyers.
    Eviation will offer the nine-passenger Alice with triple MagniX Magni250s – electric motors generating 375shp (280kW). They will turn Alice’s props at 1,900rpm, says MagniX chief executive Roei Ganzarski.
    “They are very light and very powerful,” he says of the Magni250 propulsion system.
    Eviation expects the Alice, a commuter and business aircraft, will be certified in 2021 and enter service in 2022.
    MagniX, based in Redmond, Washington also expects 2021 certification for the Magni250.
    Israel-based Eviation had already named Siemens as one motor supplier for the Alice. Siemens’ system includes 260kW electric motors powered by a 900kWh lithium-ion battery pack. That same battery pack will power the Magni250s.
    Two motor choices eases "potential supply chain issues”, giving customers “broader choice of price points and maintenance schedules,” Eviation chief executive Omer Bar-Yohay has said.
    The Alice will have three pusher propellers – one behind its “V” tail and one each at the wingtips – and be capable of flying 565nm (1,050km) and at 260kt (482km/h), says Eviation.
    That range would enable the Alice to serve many existing air routes and make new connections via smaller, under-served airports, the companies say.
    “That’s a significant aircraft,” Ganzarski says of the Alice, noting 45% of air routes fall within its range.
    Actually, 55% of airline flights worldwide in April were within 565nm, according to Cirium data and analytics.
    Asset Image

    Eviation Aircraft
    Each Magni250 contains two modules (managed by separate inverters) that, combined, provide 375shp. If an motor problem occurs, software can shut down one module and keep the other running, meaning the system will still provide 50% power, a feature Ganzarski calls "graceful degradation".
    “You can really create a high level of redundancy,” he says.
    MagniX has conducted more than 1,500h of motor ground tests in both Redmond and at its Australia site, and Eviation has been testing a Magni250 with the Alice’s propellers in Israel, says Ganzarski.
    Eviation says MagniX is one of few manufacturers capable of building an electric engine for the Alice.
    “MagniX has not just tested their propulsion system, but they’ve ran it with Alice’s specific profile,” Eviation says. “We can reassure customers that their motor can perform as expected under normal conditions and extreme ones.”
    Eviation, which is providing the battery system, has been assembling the first Alice prototype in Vannes, France. Alice will have a fly-by-wire system and Honeywell cockpit avionics.
    “We hope to fly the aircraft ahead of the Paris air show in June, where it will make its debut,” Bar-Yohay has said. MagniX’s motor will also be on display at the show.
    Eviation plans to achieve first flight of the fly-by-wire equipped Alice this fall. It will perform flight testing in Prescott, Arizona, and expects three aircraft will join the flight-test campaign, including two prototypes and one production-conforming aircraft.
    THE CASE FOR ELECTRIC
    Owned 100% by Singapore investment company Clermont Group, MagniX is also developing its 751shp Magni500 motor for installation on de Havilland DHC-2 Beaver seaplanes operated by Canadian regional carrier Harbour Air.
    Those motors well suit Harbour because many of its flights have duration of only 30min – within the system’s capability.
    Despite naysayers, Ganzarski insists technology already allows for development of electric passenger aircraft, though not anything like a widebody jetliner.
    There’s no escaping that the best lithium-ion batteries have about 260Wh/kg of energy density – almost 50 times less than jet fuel’s 11.9kWh/kg density.
    Electric aircraft therefore cannot nearly match the range of fuel-powered aircraft.
    However, small electric passenger aircraft can efficiently operate countless shorter-distance routes, Ganzarski says.
    The key is developing aircraft from scratch around batteries and motors, making them essentially “flying batteries”, says Ganzarski.
    Electric motors are lighter and smaller than fuel engines, and they can be fitted on an aircraft’s wingtips, such as on the Alice.
    “If I tell you that tomorrow we can take nine passengers 650 miles, and maybe in five years [take] 50 people 650 miles, that’s a reality,” Ganzarski says. “I see no reason you cannot… with the current motor technology we have.”
    Electric motors cost significantly less to operate than fuel-burning engines – 60-80% less than internal combustion engines, says Ganzarski.
    The electricity required to power a small electric aircraft on a 100-mile flight might cost $8, compared to $350-$400 for the fuel a convention aircraft would need, he says.
    Also, electric motors also have far fewer parts than fuel-burning engines, meaning they require significantly less maintenance and overhauls.
 
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Seerndv

Местный
Rolls-Royce Unveils Comprehensive Electric Power Plan
Mar 28, 2019Guy Norris | Aviation Week & Space Technology
Rolls-Royce Unveils Comprehensive Electric Power Plan
Like many of the world’s aerospace gas turbine-makers, Rolls-Royce is coming to terms with the emerging electric-power revolution in civil and military aviation, and as it embarks on several parallel new propulsion technology ventures, the company is revealing key details of its 21st-century strategic development game plan.
“We are at a pivotal point in history,” says Sara Poxon, head of operations for Rolls-Royce Electrical, a group recently formed within the company to oversee a new industrial strategy to take advantage of what she describes as an “inescapable trend.”
Embedded starter/generator tests target near-term more electric needs
E-Fan X will be the world’s most powerful flying electrical generator
ACCEL, eVTOL and Volante projects are helping to drive electric technology

With up to a billion electric cars predicted to be on the road by 2040, and technology pushed primarily by the automotive industry for greater power densities in electrical machines, power electronics and energy storage systems, “we are reaching the point where they become viable for aerospace; we are starting to see and acknowledge that,” says Poxon.
Yet for all this, while embracing the future, the strategy remains rooted in the company’s existing industrial strengths in gas-turbine technology. “We don’t expect it to happen overnight,” she says. “Over the next 5, 10 and 15 years, we expect the majority of our core capability to still be in the gas-turbine remit, and that is why we continue to revitalize existing capabilities.”
Alongside continued optimization of gas turbines and closer engine-airframe integration on future aircraft, two other key factors played a part in Rolls’ recent decision to make electrification one of its key areas of product innovation. These are an awareness that electrification is spawning a new generation of agile competitors with deep pockets, and the realization that long-term sustainability of aviation could become unattainable as advances in jet design threaten to plateau in the coming decades.

Tests of an embedded electrical starter generator in an Adour are boosting more electric aircraft technology. Credit: Rolls-Royce


“We are starting to reach a peak on our technology curve, and there is a recognition that we can’t just continue to make improvements in materials and material technologies,” Poxon says, referencing internationally agreed International Cooperation in Aviation Research (ICARe) goals for emissions reductions set for 2050. “There has to be a radical change in either aircraft or engine design, and electrification becomes an enabling technology to allow for this.”

As it sharpens its electrification focus, the company is maintaining its existing capability and expertise in areas such as permanent magnet thrusters and electrical products from parts of its recently divested commercial and marine businesses. “Most notably, we have a design group based in Trondheim, Norway, called SmartMotor, that we have retained as part of the sale to Kongsberg, and they are now renamed Rolls-Royce Electrical Norway. We also have Power Systems, which has done work on hybrid trains, microgrids and submarines. So, we have a wealth of experience in hybrid-electric across our businesses, and we are making sure we synergize some of these technologies,” Poxon says.
The development strategy also reflects the two ways electrification technology is expected to fundamentally affect aviation; either through an incremental, evolutionary approach such as the development of more electric aircraft or a disruptive, revolutionary approach such as electric propulsion.
One such incremental program is the ongoing E2SG project in Rolls’ Bristol, England, facility where an Adour military engine has been tested with an embedded electrical starter generator. “We’ve taken the experience from our SmartMotor team to draw power from the high-pressure (HP) and low-pressure (LP) shafts, so it is a dual-spool power offtake electrical system,” says Eddie Orr, head of capability at Rolls-Royce Electrical. “It has been very successful, and has brought together a combination of electrical, mechanical, thermal management and marine engineers.”


Although electrical capability is rapidly increasing, Rolls believes it will pace future advances. Credit: Rolls-Royce

The work builds on developments in 2017, when the engine was started and switched to electrical-generation mode with an embedded HP starter generator. “This year, we’ll be putting the generator on the LP shaft,” Orr says. “We’ve continued with the HP starter generator and introduced energy storage into that system. We’ve gone through subsystem checks, and it is now being integrated with the engine on the test rig.” Further testing is planned for this year, he adds.
The work on E2SG is being fed into the UK Team Tempest fifth-generation combat aircraft project. “[It] is also something we can feed into large civil engines as well, and we are looking to see how we can better manage surge margin for example,” Orr notes. “So rather than open bleed valves, you can reduce the amount of work on the compressor by taking less electrical power off it. But the platform still needs the same amount of electrical power. So therefore, you take it from the HP shaft.”
“On the disruptive side, that is where we are looking more closely at electric propulsion,” Poxon says, concurring with wider industry studies suggesting that initial applications are more likely to be viable at smaller scales. “At what point does the technology become mature enough [to start using] it in markets such as small regional aircraft? As you move to the larger payloads, speeds and ranges, that is where we see hybrid-electric and more electric components. Whereas with smaller payloads, speed and range, we see all-electric as being more viable. In terms of a time line, this is probably over the next five years all the way to 25 or 35 years-plus.”

Rolls-Royce is partnered with Airbus and Siemens on the hybrid-electric E-Fan X demonstrator, which is scheduled to fly in 2020. Credit: Airbus


Rolls believes future single-aisle airliners may require radically different battery chemistries than current configurations and much higher voltage to deliver tens of megawatts. Compared to the Boeing 787, the world’s first more electric airliner, which has 150 Wh/kg in energy storage, Rolls says a smaller hybrid-powered airliner in the 2030s will require up to 1,000 Wh/kg. Power electronics, which on the 787 are rated at 5 kW/kg, will need to handle four times that level in the future. The two motor/generator sets in the 787, which produce up to 3 kW/kg, will need to be replaced by a system able to generate 20 kW/kg.
Hybrid-electric propulsion for regional commercial aircraft is being evaluated through the E-Fan X demonstrator program with Airbus and Siemens. Designed to be flight-tested on a highly modified BAe 146/Avro RJ, the completed demonstrator will be the “world’s most powerful flying generator,” says Poxon. “We are delivering a 2.5-megawatt generator as well as power electronics, and these are attached to an AE2100 engine that sits within the fuselage and generates electricity.”

The ACCEL demonstrator is expected to derisk concepts for eVTOLs and regional transports. Credit: Rolls-Royce


Configured with silicon carbide power modules and permanent magnets, the 3,000-volt AC system will power a motor-driven fan that replaces one of the testbed’s original four Honeywell LF507 turbofans. The fan will be taken from an AE3007 engine. Although the E-Fan X will therefore be a parallel hybrid, which means propulsion is a combination of the gas turbines and electric power, the main purpose of the experiment is to evaluate it as a series hybrid, in which propulsion is electric with additional energy storage.
The generator is a combined effort, says Orr. “The electrical design team in Derby is working with the Rolls-Royce Norway team. They are supported from the U.S. and getting electronic support from Singapore,” he adds. Although the majority of the program is being undertaken as part of the European Clean Sky 2 research program, “There are aspects we do independent of that and so get learning back into our programs,” he notes. Rolls is providing the powerplant, generator and fan; Airbus is providing energy storage and interconnections, while Siemens is supplying the motor drive.
Orr stresses that any final configuration will differ from the E-Fan X, which is expected to fly in late 2020. “The concept could become a series hybrid or a boundary-layer-ingestion design, for example,” he says. “What we are doing is showing the capability of getting that large electrical high-voltage machine at altitude. There are a number of issues to address, including thermal integration and coronal discharge,” he adds referring to the challenge of preventing high-voltage cabling from arcing at cruise altitude. For this aspect, Rolls is relying heavily on its university research network, particularly Manchester, which is looking at installation breakdown and the effects of arcing and sparking.
“The main issues are cabling and terminations, as both have opportunity for corona effect,” says Orr. “The cabling concern has to do with monitoring of potential insulation breakdown and whether, as a result of internal discharge arcing, you get a breakdown in cables. We also have to look at that for the compatibility of insulation on the coils within the machines and the terminations. Because no one has done this before, there is a lot of knowledge to be gained.” As an aerospace business, some of what is learned will have to be shared universally, he says, so everyone understands it. The failure mechanisms around arcing and sparking will need to be understood by everyone, but “how we will overcome that is competitive,” he says.

A Rolls-Royce M250 forms the heart of the company’s hybrid-electric, five-seat, eVTOL study concept. Credit: Rolls-Royce


In the smaller realm of all-electric propulsion, Rolls and partner YASA are leading a UK government-backed research project dubbed Accelerating the Electrification of Flight (ACCEL) to explore the use of a high-power electrical system in a demonstrator aircraft. “It’s a joint collaboration with Electroflight in Staverton, in Gloucester, YASA Ltd. in Oxford and us in Derby and Bristol,” explains Poxon. Electroflight is a UK-based company specializing in high-performance electric power trains, including energy storage systems.
Fewer than 20 engineers and a single Rolls program manager “are working toward an all-electric aircraft all the way from concept to flight in just 36 months and on a limited budget,” Poxon says. “We are rotating our engineers through that, and the aim is to stimulate the electrical supply chain and provide an independent path to electrical system capability acquisition. We are focusing on energy storage and higher-power-density electrical machines.” Flight tests of the battery-powered sports aircraft are aimed at 2020, and Rolls is targeting new airspeed records as well.
Rolls expects to learn valuable lessons from the ACCEL program about the integration and packaging of lithium-ion battery cells and modules, as well as a better understanding of the thermal analysis of center cells and under what circumstances they might overheat. It will also learn about battery management and whether particular composite materials might help control the thermal environment.
Knowledge from ACCEL will dovetail with other small-scale electric and hybrid-electric initiatives aimed at the personal air vehicle and fledgling urban air mobility markets. For the latter, Rolls-Royce’s Indianapolis group is ground testing a hybrid-electric system based on the company’s Model 250 (M250) turboshaft.
The program began in early 2018, and by the end of that year “we were able to create a hybrid-electric propulsion system and demonstrate three modes of operation—series hybrid, parallel hybrid and turbo-electric,” says Poxon. “We’ve been able to test all three modes of operation. Initial ground tests were completed in the fourth quarter of 2018, and the plan for this year is to work toward a flight-ready solution. We covered the 500-800-kW total power range, which is a sweet spot for eVTOLs,” she adds.
To help focus studies on the technical feasibility and development challenges of electrical propulsion, Rolls has also designed its own notional eVTOL. “It’s the first time I believe Rolls-Royce has come up with a concept like this at an aircraft-level, and this is propulsion-system-based on an M250 hybrid-propulsion configuration,” says Poxon.
The five-seat, series hybrid design incorporates rotors and tilting wings, and draws on the company’s extensive military vertical- and short-takeoff-and-landing experience with the Pegasus-powered Harrier combat aircraft. The M250 would generate around 500 kW to six electric rotors and fly at up to 250 mph for about 500 mi. (800 km). At cruising altitude, the vehicle’s lift rotors would fold, and power would be provided by aft-mounted propellers.
“We haven’t launched a product yet, but all the technology and integration work we are doing would support it,” says Orr. Any full-scale program would also be done in collaboration with established airframe-makers and other aerospace companies. “If this new market appears, the big players want to make sure it is as safe as what we have today,” he adds.
Rolls-Royce is also working with luxury car company Aston Martin, Cranfield Aerospace Solutions and Cranfield University on a hybrid-electric three-seat vehicle for urban and intercity air travel. Called the Volante Vision Concept, the vehicle would include an M250-based power system and is provisionally targeted to enter service in the mid-2020s.
“It is a concept only, but assuming you get through all the integration challenges, then aerodynamically we believe it could fly,” says Orr. “We have the right power level, the right energy storage, so the power-to-weight ratio is fine. And it is the same with our own concept. There are challenges in terms of certification [and in] how it is set up today because we don’t have electrification as the main propulsion system. But as an industry, we are working with regulators and certification authorities to overcome these hurdles. They are not showstoppers.”
 
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Seerndv

Местный
7 МАЯ, 02:35
Источник: для российских военных прорабатывается концепция вертолета с электродвигателем
Существенными преимуществами электродвигателя станут относительная бесшумность и низкая температура нагрева

МОСКВА, 7 мая. /ТАСС/. Концепция нового ударного вертолета с гибридной силовой установкой, которая в перспективе будет заменена на электродвигатель, прорабатывается в интересах Вооруженных сил России. Об этом сообщил ТАСС во вторник источник в оборонно-промышленном комплексе.
"В интересах ВС РФ прорабатывается концепция вертолета сил общего назначения с гибридным двигателем [двигатель внутреннего сгорания и электродвигатель] на первом этапе, а затем - с электродвигателем", - сказал собеседник агентства.
По его словам, существенными преимуществами электродвигателя станут относительная бесшумность и низкая температура нагрева, что обеспечивает "малозаметность для теплопеленгаторов и головок самонаведения противника". Кроме того, такой вертолет будет независим от топлива. Собеседник отметил, что электричество можно добыть из любого другого вида топлива, что даст преимущество в крупномасштабных боевых действиях будущего, когда устойчивая работа нефтеперерабатывающей инфраструктуры может быть нарушена.
Собеседник агентства сообщил, что, по оценке военных ученых, боевые вертолеты с включающей электродвигатели гибридной установкой могут получить широкое применение "в ближайшие 15-20 лет".

ТАСС не располагает официальным подтверждением предоставленной источником информации.
В настоящее время в России не существует действующих образцов вертолетов с электродвигателем или гибридной установки с электродвигателем. Ранее опытный образец полностью электрического вертолета был изготовлен американской компанией Tier 1 Engineering на базе вертолета R44 Robinson. Еще один образец легкого вертолета с электродвигателем был создан компанией Sikorsky на базе машины S-300. Оба вертолета были оборудованы литий-ионными батареями.
 
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Seerndv

Местный
Aviation's Electric Future Lands at the Paris Air Show

by Kerry Lynch
Jun 16, 2019 - 11:28 AM



The electric revolution is making its mark at this year’s Paris Air Show with industry giants such as Airbus to nascent developers such as Eviation highlighting technologies that include electric aircraft, urban air mobility vehicles, and autonomous advancements. Their arrival at the show signifies that these technologies will likely become a key component of the future market.
“The Paris Air Show is an exhibition essentially oriented towards the future, which it helps to shape. This is why Innovation is one of the main themes of this 53rd edition,” show organizers said.
As such, the show is marking the return of the Paris Air Lab in the Concorde Hall to provide a venue for presentations and discussions about current and future innovations. Underscoring the interest in next-generation of technologies, the first edition of the Paris Air Lab in 2017 attracted 55,000 trade and general public visitors and 55 delegations.
Among the exhibits are startups in the electric vertical takeoff and landing (eVTOL) market, which is raising high hopes with analysts suggesting it could be a cumulative $285 billion business by 2030.
To date, more than $1 billion has been poured into eVTOL and hybrid VTOL concepts and at least 125 designs are now on the drawing board in anticipation of what is expected to be at least a $30 billion market annually. Well-known industry players including Airbus, Boeing, Bell, and Embraer are joining companies such as Intel, Amazon, Honda, Toyota, and Uber to explore concepts. And they are among myriad eVTOL startups in the market, and the lab will feature some of these start-ups, including Ascendance Flight Technologies.
Many of the major manufacturers will spotlight their advancements this week in Paris. Airbus (Static C4), which has a number of projects in the works, is showcasing its Vahana all-electric, autonomous VTOL demonstrator that uses eight 45-kilowatt electric motors and a tandem tilt-wing configuration.
While VTOLs begin to take shape, manufacturers are continuing to progress on the electrification of more traditional designs. Israel-based Eviation (Chalet 282, Static B8), is making the global public debut of its all-electric nine-passenger Alice commuter aircraft prototype this week in Paris.
Alice is currently one of the largest aircraft to solely run on electric power. Eviation has teamed up with Embry-Riddle Aeronautical University (ERAU) on research and development of the commuter aircraft –the largest aircraft to solely run on electric power. Eviation hopes to fly the aircraft in upcoming months.
Powering the Alice are Siemens motors, though Eviation announced a second engine option for the MagniX engine in late April. Over the past decade, Siemens (Chalet 59) has become a fixture at the Paris Air Show and is now a key driver in numerous of all-electric designs.
The company signed a memorandum of understanding at the 2013 Paris Air Show to explore technologies with Diamond and Airbus (then EADs). In 2017, Siemens’ 260-kW motor powered the Extra 330LE aerobatic plane that performed at the Paris Air Show flying display in 2015.
Airbus, meanwhile, arrives at Paris just weeks after signing an MoU with SAS Scandinavian Airlines for hybrid and electric aircraft eco-system and infrastructure requirements research. Airbus already has been testing hybrid-electric subsystems as it explores the potential for powering the next-generation narrowbody, working with companies such as Siemens.
French startup electric-hybrid aircraft manufacturer VoltAero (Static A6) is displaying an iron bird” mockup of its concept as it preps for flight testing of its Cessna 337-based "Cassio 1" hybrid-electric aircraft.
This type of research is being carried out throughout the industry with major engine-makers such as Rolls-Royce, GE, Honeywell, and Pratt & Whitney all testing hybrid-electric concepts. UTC is investing $50 million in a new lab, “The Grid,” that is devoted to the development of new electric power technologies for future electric and hybrid aircraft. This includes research to further the Project 804, a hybrid demonstrator that involves a re-engined de Havilland Dash 8-100 stationed at Pratt & Whitney’s facility in Montreal, Quebec.
Several airframers have flown or tested concepts, including Diamond Aircraft. And stay tuned—many more are in the works.
 
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Seerndv

Местный
Rolls-Royce Buying Siemens eAircraft Business
by Matt Thurber
- June 18, 2019, 9:24 AM


Paul Stein
https://www.facebook.com/sharer/sharer.php?u=https%3A%2F%2Fwww.ainonline.com%2Faviation-news%2Fair-transport%2F2019-06-18%2Frolls-royce-buying-siemens-eaircraft-business
Rolls-Royce is accelerating its shift to more environmentally sustainable aviation transportation with a plan, announced at the Paris Air Show, to acquire Siemens’s electric and hybrid-electric aerospace propulsion “eAircraft” business. Terms of the agreement were not disclosed, but Rolls-Royce expects the deal to be completed late this year, “following a period of employee consultation.”
Since 2017, Rolls-Royce (Chalet 93) and the Siemens eAircraft operation have been working together along with Airbus on the E-Fan-X demonstrator, which is a hybrid-electric propulsion test program for a BAe 146 regional jet—one of the jet’s four engines is being replaced with a two-megawatt hybrid-electric powerplant.
Rolls-Royce has conducted ground testing of a hybrid system based on its M250 turboshaft in three different configurations. One is driving a generator that charges onboard batteries (series hybrid); the second is parallel hybrid, with thrust from a combined engine/electrical system; and finally as a turbo-generator, with the engine powering a generator that delivers electricity directly to electric motors and for other onboard power needs.
The impetus for the purchase, according to Rolls-Royce chief technology officer Paul Stein, is that “pressure is on us to increase the environmental performance of all our products.”
While Rolls-Royce is applying this philosophy to products other than turbine engines and not just for aviation, it is focusing on three pillars for aviation: continuing to evolve the gas turbine engine; collaborating on the use of sustainable alternative fuel; and exploring radical alternatives such as electrification. Underpinning these efforts are Rolls-Royce’s “Intelligent Engine” digital technology efforts.
Rolls-Royce envisions a range of technologies applicable to future aircraft, from more electric architecture for large aircraft that will continue to be powered by efficient turbofan engines to hybrids for regional aircraft and eventually all-electric power for personal air mobility vehicles that will fly from 100 to 600 nm.

Aviation remains important for Rolls-Royce as it plans on how to integrate the 180 Siemens eAircraft employees. “Flying is not bad for the environment,” Stein said. “CO2 is. Flying can be better. We have to manage emissions and CO2.”
“Electrification is set to have as dramatic an impact on aviation as the replacement of piston engines by gas turbines,” said Rolls-Royce Electrical director Rob Watson. “We are at the dawn of the third era of aviation, which will bring a new class of quieter and cleaner air transport to the skies.”
 
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Сергей Гончаров

Местный
Для начального обучения электрички вполне могут прижиться. НО не более.
"На сейчас" - видимо, Вы правы. А вот на будущее - "полностью электрический самолет/вертолет" для перевозки пассажиров в качестве аэротакси и даже машины МВЛ вполне может стать реальностью.
 
YB

YB

Старожил
Как раз позавчера в английской программе "Время" - десятичасовых новостях ВВС корреспонденточка приехала на завод "Роллс-Ройс" в Дерби, ее водили по стерильному цеху перед исполинскими Трентами, а она все спрашивала, а почему они не электрические и как это, такие отсталые, потребляют керосин, даже после того, как святые школьники бастовали . Солидный товарищ в хорошем костюме терпеливо объяснял, что до электрического еще лет эдак ..дцать, а пока емкость батарей и все такое. Но тайны предстоящего присоединения сименсовского авиаэлектрического бизнеса не выдал.
 
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A

Alex72

Местный
... а она все спрашивала, а почему они не электрические и как это, такие отсталые, потребляют керосин, даже после того, как святые школьники бастовали...
Все эти люди, пекущиеся об экологии, не понимают (или делают вид, что не понимают), что в начале любой цепочки выработки электроэнергии всё равно стоит "грязный" уголь, нефть или атом (ну, за редким исключением в лице экологически чистых источников), производство аккумуляторов и фотоэлементов тоже не образец чистоты... Короче говоря, получается банальный вынос грязных производств в неблагополучные районы/ страны.