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The use of electric propulsion in airplanes is not a new phenomenon. However, it is only recently that it has taken off in a concrete manner with a viable commercial future.This book reviews the history of this field, discusses the key underlying technologies, and describes how the future for these technologies will likely unfold, distinguishing between all-electric (AE) and hybrid-electric (HE) architectures.

International maritime transport organizations are proposing regulatory actions and strategies aimed at decarbonizing the sector to reduce its greenhouse gas (GHG) emissions, which currently constitute around 3% of the global total. Hybrid propulsion systems have significant potential in this respect, as a means of power-saving in ships. This paper describes a high-fidelity benchmark for hybrid-electric vessels, combining diesel generators and batteries. The benchmark consists of detailed models, the parameters of which are provided so that the models can be reproduced. The proposed hybrid-electric ship topology and control system was validated using real-time hardware-in-the-loop (HIL) simulations on a Typhoon HIL402 platform. The results provide a detailed analysis of the operation of the different components under varying conditions, which should be useful in prototyping these kinds of systems. In addition, the response of the system was evaluated with regard to potential disturbances resulting from the control system’s operation. The results show the system performed correctly during these transitory events, with no undesirable responses.

As advanced in-space propulsion moves from science fiction to reality, the Variable Specific Impulse Magnetoplasma Rocket, or VASIMR engine, is a leading contender for making 'Mars in a month' a possibility. A paradigm shift in space transportation, this book is an in-depth and compelling story co-written by its inventor. It traces the riveting history of the development of the VASIMR engine. This landmark technology is grounded in concepts of advanced plasma physics. It cross-pollinates ideas and disciplines to offer a new, practical, and sustainable solution for in-space transportation beyond low Earth orbit in the decades to come. Invented by the co-holder of the world's spaceflight record, astronaut Franklin Chang Diaz, the VASIMR engine is developed by Ad Astra Rocket Company in its Texas facilities with NASA as part of the NextSTEP VASIMR partnership. With adequate funding, the first spaceflight of the VASIMR engine is imminent. Plasma rockets feature exhaust velocities far above those achievable by conventional chemical rockets. The VASIMR engine is the most advanced high-power plasma propulsion system operating in the world today and it may place long, fast interplanetary journeys withinour reach in the near future.

The International Maritime Organization (IMO) announced that maritime transport share by 2.89% in global greenhouse gases. Electric propulsion system appears as a promising option for reducing ship emissions, especially for high-powered vessels. The aim of the current paper is to investigate the environmental and economic impact of using electric propulsion systems. Simple eco-environmental model was presented to assess the best propulsion system for passenger ships. A comparison between diesel electric (DE) and combined gas turbine electric and steam (COGES) propulsion systems is conducted. As a case study, one of the cruise ships is selected. The results showed specific environmental benefits of COGES over DE propulsion option. From the design and operational viewpoints, COGES propulsion system is more energy efficient than DE by 9.3% and 27.55%, respectively. Economically, the values of the life cycle costs are 5,013 and 6,042 $/kW for DE and COGES systems, respectively. Finally, COGES seems as a greener option with a life-cycle cost-effectiveness of 612, 1970, and 6 $/ton for NO x , SO x , and CO 2 emissions, respectively.

Zu den aktuellen Entwicklungen in der Raumfahrtindustrie zählen das stetig wachsende Interesse an miniaturisierten Satelliten sowie der immer häufigere Einsatz elektrischer Antriebssysteme zu allgemeinen Lage- und Bahnregelungszwecken. Die Entwicklung miniaturisierter Satelliten erfordert ihrerseits den Einsatz von Antriebssystemen, die sehr kleine und präzise zu steuernde Schubkräfte erzeugen. Vor diesem Hintergrund stellen elektrische Triebwerke eine attraktive Option dar, die Antriebsanforderungen von Satelliten sowohl in herkömmlichen als auch in miniaturisierten Größen langfristig zu erfüllen. Bei miniaturisierten Satelliten sind die Schubanforderungen oft mit niedrigen Treibstoff-Massenstromwerten und verhältnismäßig kleinen geometrischen charakteristischen Längen verbunden. Dies kann zu verdünnten Gaszuständen innerhalb der Triebwerksdüsen führen. Wegen der hohen Komplexität der Plasmaphänomene innerhalb elektrischer Triebwerke sowie der typischerweise hohen Rechenanforderungen, die mit der Plasmamodellierung einhergehen, werden elektrische Antriebssysteme oft auf Basis empirischer Modelle und experimenteller Daten entwickelt. Der Fokus der vorliegenden Arbeit liegt auf den oben beschriebenen Herausforderungen und den dazugehörigen Forschungsfeldern: der Untersuchung verdünnter Gaszustände in transsonischen Strömungen sowie der Entwicklung numerischer Modellierungsansätze zur Beschreibung des Plasmaverhaltens innerhalb elektrischer Antriebssysteme.New trends regarding fundamental design approaches of orbital spacecraft have been developing in the space industry in recent years. They include an increased interest in miniaturized satellites as well as a general rise in the use of electric propulsion systems for orbit and attitude control. The successful implementation of miniaturized satellites requires the use of propulsion devices able to provide small and precise thrust and impulse levels. One technical solution able to meet the requirements of both standard-sized as well as miniaturized spacecraft involves the use of highly efficient and precise electric propulsion systems. In the particular case of miniaturized satellites, the propulsion requirements are often associated with low propellant mass flow rates and small characteristic geometrical lengths, potentially leading to the appearance of rarefied conditions inside the nozzles of the propulsion devices. Because of the high complexity of the plasma phenomena taking place inside such systems and the usually very high computational requirements associated with their numerical modelling, electric propulsion systems for space applications are usually designed based on empirical models and experimental data. The present work focuses on two key aspects outlined above: rarefied gas conditions in transonic micronozzle flows as well as the numerical modelling of plasma phenomena inside electric propulsion systems.

The environmental impact of aviation in terms of noise and pollutant emissions has gained public attention in the last few years. In addition, the foreseen financial benefits of an increased energy efficiency have motivated the transport industry to invest in propulsion alternatives. This work is collocated within the Clean Sky 2 project GENESIS, focused on the environmental sustainability of 50-passenger hybrid-electric aircraft from a life-cycle-based perspective to support the development of a technology roadmap for transitioning towards sustainable and competitive electric aircraft systems. While several studies have already focused on the definition of possible aircraft designs combining several propulsion systems, the novelty of the present work is to consider technology forecasts and more comprehensive indicators in the design phase. These include the performance and emissions on a 200 nmi typical mission, which reflects the most economically attractive range for aircraft in the regional class. The work proposes a complete exploration of three major technology streams for energy storage: batteries, fuel cells, and turbine internal combustion engine generators, also including possible combinations of those technologies. The exploration was carried out through the execution of several designs of experiments aiming at the identification of the most promising solutions in terms of aircraft configuration for three different time horizons: short-term, 2025–2035; medium-term, 2035–2045; and long-term, 2045–2050+. As a result, in the short-term scenario, fuel energy consumption is estimated to be reduced by around 24% with respect to conventional aircraft with the same entry-into-service year thanks to the use of hybrid propulsive systems with lithium batteries. Fuel saving increases to 45% in the medium-term horizon due to the improvement in the energy density of storage systems. By the year 2050, when hydrogen fuel cells are estimated to be mature enough to completely replace kerosene-based engines, the forthcoming hybrid-electric aircraft promise no NOx and CO2 direct emissions, while being approximately 50% heavier than conventional ones.

Orbit accuracy of the transfer orbit and the mission orbit is the basis for the orbit control of all-electric-propulsion Geostationary Orbit (GEO) satellites. Global Navigation Satellite System (GNSS) simulation data are used to analyze the main factors affecting GEO satellite orbit prediction accuracy under the no-thrust condition, and an electric propulsion calibration algorithm is designed to analyze the orbit determination and prediction accuracy under the thrust condition. The calculation results show that the orbit determination accuracy of mission orbit and transfer orbit without thrust is better than 10 m using onboard GNSS technology. The calibration accuracy of electric thrust is about 10−9 m/s2 and 10−7 m/s2 with 40 h and 16 h arc length, respectively, using the satellite self-positioning data of 100 m accuracy to calibrate the electric thrust. If satellite self-positioning data accuracy is at the 10 m level, the electric thrust calibration accuracy can be improved by about one order of magnitude, and the 14-day prediction accuracy of the transfer orbit with thrust is better than 1 km.

Sizing and energy management strategy (EMS) for a hybrid electric propulsion system (HEPS), taking into account failures, are challenging areas, especially for regional aircraft. In this paper, a failure‐based sizing method and a resilient switching‐fuzzy logic control (RSFLC) for a regional hybrid aircraft concept named AFT‐ATR42 are presented. For this purpose, the sizing procedure for the HEPS components under the failures of either the all‐turbine or the battery pack, which is equivalent to one engine inoperative (OEI) condition in fossil fuel aircraft, has been formulated. The reference battery state of charge (SOC) trajectory has then been determined based on the HEPS simulation during the flight mission. In addition, using the data generated by a combined rule‐based regulator and optimal EMS, an RSFLC is tuned by the genetic algorithm that is able to satisfy the reference SOC trajectory. Moreover, model‐in‐the‐loop results are provided to show the satisfaction of HEPS operating constraints. Furthermore, by comparing the performance of the hybrid AFT‐ATR42 and conventional aircraft, the effectiveness of the proposed RSFLC for reducing fuel consumption and emissions has been demonstrated. Finally, using the hardware‐in‐the‐loop testing, the suitable and resilient operation of the RSFLC in real‐world conditions has been confirmed. Sizing of hybrid propulsion system considering failure of hybrid propulsion energy sources. Determination of reference battery SOC trajectories during flight for emergency or safe landing of aircraft in the event of all turbine's failure. Design of resilient switching‐fuzzy energy management strategy for HEPS.

Propulsion motors are essential for driving underwater platforms, which are designed to explore and exploit marine resources, primarily materials located within oceans and other bodies of water. Historically, humans have used artificial underwater structures such as ships, oil rigs, boats, submarines, robots, and autonomous vehicles to harness marine resources, encompassing commercial and military applications. Whether static or dynamic, these underwater platforms rely on different propulsion systems for manoeuvrability, including nuclear power, diesel engines, fuel cell/air independent propulsion (AIP) and electrically driven motors. These propulsion systems create thrust, using propeller or water jet mechanisms to move inside waterbodies. This study traces the evolution of underwater propulsion motors in deep-sea applications from their inception to the current state-of-the-art advancements. It provides a detailed overview of existing underwater motor and controller technologies used for underwater platforms, emphasising their capabilities and limitations while highlighting potential areas for innovation in the design of multiphase motors. This paper critically evaluates the current electric propulsion motors used in underwater platforms. Furthermore, the paper identifies gaps in existing technologies for multiphase electric motors designed for deep-sea application, which are more than a hundred meters deep with power requirements exceeding 200 kW with the motor mounted externally, directly exposed to the high pressures of the deep-sea environment, setting the stage for future research and development opportunities that can lead to improved exploration of oceans and their resources.

Green aviation is one of the effective ways to cope with future oil energy shortages and improve the atmospheric environment. As the executing mechanism of electric propulsion aircraft, the fault tolerance and safety of the electric drive system are the primary considerations. This article uses dual three-phase permanent magnet synchronous motors (PMSM) to drive propellers to provide power for electric propulsion aircraft. Firstly, the working principle of the propellers is analyzed, and a simulation model of the propellers is established using Simulink; Secondly, the space vector control method of dual three-phase PMSM is elaborated, and two different forms of space vector control are compared. At the same time, a vector control model of dual three-phase PMSM is established, and the third harmonic content of dual three-phase PMSM under two different space vectors is compared through simulation. Finally, establish a simulation model of dual three-phase PMSM driving propeller, compare the motor phase current and driving performance of different vector control methods, and analyze the advantages and disadvantages of different vector control methods.