IEEE Power Electronics Magazine - December 2019 - 39

In the opening session, Dr. John A. Cavolowsky, direcConventional megawatt applications include mediumtor of the Transformative Aeronautics Concepts Program at
voltage motor drives, grid-tied interfaces of renewable
NASA's Aeronautics Research Mission Directorate, introenergy sources, high-voltage dc systems, and flexible ac
duced NASA's vision and efforts regarding EAP. Next, from
transmission devices. Emerging megawatt applications
the perspective of academia, Prof. Patrick Wheeler from
include shipboard medium-voltage distribution and prothe University of Nottingham, United Kingdom, presented
pulsion, super chargers for electric vehicles, mediumdilemmas and research opportunivoltage grid-tied interfaces for data
ties for EAP building blocks including
centers, and hybrid propulsion for
electric machines, power electronics,
future aircrafts. All of these applicaThe high-power session
and distribution systems. Prof. Fred
tions have their own unique requireWang from the University of Tennesments and face common challenges
was organized to
see, Knoxville, discussed approaches
with utilizing emerging high-power
discuss common and
to addressing challenges related to
wide-bandgap (WBG) devices, espehigh dv/dt, di/dt, voltage, and temcially medium-voltage silicon carapplication-specific
perature for WBG-based high-power
bide and future vertical gallium
issues with
converters. The needs for modular
nitride devices.
circuit topologies, advanced packagThe high-power session was orimplementing WBG
ing at both the component and sysganized to discuss common and
devices in megawatt
tem levels, passive device integration,
application- specif ic issues with
effective thermal management, and
implementing WBG devices in megaapplications.
intelligent fault detection and prowatt applications. Electrified aircraft
tection were emphasized. The last
propulsion (EAP) for future aircrafts
talk of the session was given by
was discussed in detail due to its
P rof. A xel Mer tens from Leibniz Universität Hanstringent requirements for efficiency, power density, and
nover, Germany, who discussed approaches to reducing
reliability. The session had four invited panel speakers and
the size of passive components in the popular modular
was organized and moderated by Prof. Jin Wang from The
multilevel converter.
Ohio State University, Columbus.

2015

2035
Largest Electrical Machine on an Aircraft

Noncryogenic 100 kW

1 MW

3 MW

9-Seat
Total Propulsive Power: 0.5 MW

10 MW

30 MW

Superconducting

The left side of each power range bar is the
smallest motor that yields overall aerodynamic
efficiency increase for a partially electrified
airplane.

Electric Machines: 50-250 kW
19-Seat
Total Propulsive Power: 2 MW
Electric Machines: 0.1-1 MW
50-Seat Turboprop
Total Propulsive Power: 3 MW

The right side is the size of a
generator for a twin turboelectric
system for a fully electrified airplane.

Electric Machines: 0.3-6 MW
50-Seat Jet
Total Propulsive Power: 12 MW
Electric Machines: 0.3-6 MW
150-Seat
Total Propulsive Power: 22 MW
Electric Machines: 1.5-2.6 MW
150-Seat
Total Propulsive Power: 22 MW
Electric Machines: 1-11 MW
300-Seat
Total Propulsive Power: 60 MW
Electric Machines: 3-30 MW

FIG 1 NASA's vision for electric aircraft propulsion. (Source: [1]; used with permission.)

December 2019

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IEEE Power Electronics Magazine - December 2019

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