The Blended-Wing-Body is a conceptual aircraft design with rear-mounted, over wing engines. Turboelectric distributed propulsion system with boundary layer ingestion has been considered for this aircraft. It uses electricity to transmit power from the core turbine to the fans, therefore dramatically increases bypass ratio to reduce fuel consumption and noise. This dissertation presents methods on designing the TeDP system, evaluating effects of boundary layer ingestion, modelling engine performances, and estimating weights of the electric components. The method is first applied to model a turboshaft-driven TeDP system, which produces thrust only by the propulsors array. Results show that by distributing an array of propulsors that ingest a relatively large mass flow directly produces an 8% fuel burn saving relative to the commercial N+2 aircraft (such as the SAX-40 airplane). Ingesting boundary layer achieves a 7-8% fuel saving with a well-designed intake duct and the improved inlet flow control technologies. However, the value is sensitive to the duct losses and fan inlet distortion. Poor inlet performance can offset or even overwhelm this potential advantage. The total weight of the electric system would be around 5,000-7,000 kg. The large mass penalties further diminish benefits of the superconducting distributed propulsion system. The method is then applied to model a turbofan-driven TeDP system, which produces thrust by both the propulsors array and the core-engines. Results show that splitting the thrust between propulsors and core-engines could have a beneficial effect in fuel savings, when installation effects are neglected. The optimised thrust splitting ratio is between 60-90%, the final value depends on the propulsor intake pressure losses and the TeDP system bypass ratio. Moreover, splitting the thrust can reduce the weight of the electric system with the penalty of the increased core-engine weight. In short, if the power density of the superconducting system were high enough, turboshaft-driven TeDP would be preferable to power the N3-X aircraft.

The Blended-Wing-Body is a conceptual aircraft design with rear-mounted, over wing engines. Turboelectric distributed propulsion system with boundary layer ingestion has been considered for this aircraft. It uses electricity to transmit power from the core turbine to the fans, therefore dramatically increases bypass ratio to reduce fuel consumption and noise. This dissertation presents methods on designing the TeDP system, evaluating effects of boundary layer ingestion, modelling engine performances, and estimating weights of the electric components. The method is first applied to model a turboshaft-driven TeDP system, which produces thrust only by the propulsors array. Results show that by distributing an array of propulsors that ingest a relatively large mass flow directly produces an 8% fuel burn saving relative to the commercial N+2 aircraft (such as the SAX-40 airplane). Ingesting boundary layer achieves a 7-8% fuel saving with a well-designed intake duct and the improved inlet flow control technologies. However, the value is sensitive to the duct losses and fan inlet distortion. Poor inlet performance can offset or even overwhelm this potential advantage. The total weight of the electric system would be around 5,000-7,000 kg. The large mass penalties further diminish benefits of the superconducting distributed propulsion system. The method is then applied to model a turbofan-driven TeDP system, which produces thrust by both the propulsors array and the core-engines. Results show that splitting the thrust between propulsors and core-engines could have a beneficial effect in fuel savings, when installation effects are neglected. The optimised thrust splitting ratio is between 60-90%, the final value depends on the propulsor intake pressure losses and the TeDP system bypass ratio. Moreover, splitting the thrust can reduce the weight of the electric system with the penalty of the increased core-engine weight. In short, if the power density of the superconducting system were high enough, turboshaft-driven TeDP would be preferable to power the N3-X aircraft

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