Analysis and Design of Fuel Cell Systems for Aviation

Kadyk, Thomas; Winnefeld, Christopher; Hanke‐Rauschenbach, Richard; Krewer, Ulrike

doi:10.3390/en11020375

Cited by 76 publications

(41 citation statements)

References 23 publications

Supporting

Mentioning

Contrasting

Order By: Relevance

“…However, the important question that remains is to what extent ships and ferries can be fully electrified.Airplanes are operated solely by liquid fuels at present, while it is expected that this solitary propulsion system will be complemented by electricity and hydrogen in the upcoming decades to meet the emissions reduction goal [46,47]. The aviation industry is responsible for 12% of transport-related GHG emissions and 2-3% of the entire anthropogenic GHG emissions [48]. GHG emissions can be reduced by either defossilizing the used jet fuel [49], or by using alternative fuels without GHG emissions [50].…”

mentioning

confidence: 99%

Global Transportation Demand Development with Impacts on the Energy Demand and Greenhouse Gas Emissions in a Climate-Constrained World

et al. 2019

View full text Add to dashboard Cite

The pivotal target of the Paris Agreement is to keep temperature rise well below 2 °C above the pre-industrial level and pursue efforts to limit temperature rise to 1.5 °C. To meet this target, all energy-consuming sectors, including the transport sector, need to be restructured. The transport sector accounted for 19% of the global final energy demand in 2015, of which the vast majority was supplied by fossil fuels (around 31,080 TWh). Fossil-fuel consumption leads to greenhouse gas emissions, which accounted for about 8260 MtCO2eq from the transport sector in 2015. This paper examines the transportation demand that can be expected and how alternative transportation technologies along with new sustainable energy sources can impact the energy demand and emissions trend in the transport sector until 2050. Battery-electric vehicles and fuel-cell electric vehicles are the two most promising technologies for the future on roads. Electric ships and airplanes for shorter distances and hydrogen-based synthetic fuels for longer distances may appear around 2030 onwards to reduce the emissions from the marine and aviation transport modes. The rail mode will remain the least energy-demanding, compared to other transport modes. An ambitious scenario for achieving zero greenhouse gas emissions by 2050 is applied, also demonstrating the very high relevance of direct and indirect electrification of the transport sector. Fossil-fuel demand can be reduced to zero by 2050; however, the electricity demand is projected to rise from 125 TWhel in 2015 to about 51,610 TWhel in 2050, substantially driven by indirect electricity demand for the production of synthetic fuels. While the transportation demand roughly triples from 2015 to 2050, substantial efficiency gains enable an almost stable final energy demand for the transport sector, as a consequence of broad electrification. The overall well-to-wheel efficiency in the transport sector increases from 26% in 2015 to 39% in 2050, resulting in a respective reduction of overall losses from primary energy to mechanical energy in vehicles. Power-to-fuels needed mainly for marine and aviation transport is not a significant burden for overall transport sector efficiency. The primary energy base of the transport sector switches in the next decades from fossil resources to renewable electricity, driven by higher efficiency and sustainability.

show abstract

mentioning

confidence: 99%

Global Transportation Demand Development with Impacts on the Energy Demand and Greenhouse Gas Emissions in a Climate-Constrained World

et al. 2019

View full text Add to dashboard Cite

show abstract

“…The obtained system designs are analyzed statistically in Figures 5, 6. For these figures, the most interesting set of performance parameters was selected: for the fuel cell, a specific power of 1.6 kW/kg, corresponding to current automotive fuel cell systems (Yoshida and Kojima, 2015;Kadyk et al, 2018), and for the battery, a specific energy of 0.8 kWh/kg, achievable in the future with lithium sulfur battery systems (Zhang et al, 2017;Cerdas et al, 2018). An analysis of the full parameter space of future energy technologies will be discussed in the next section.…”

Section: Stochastic Model and Monte Carlo Sampling Of Histogramsmentioning

confidence: 99%

“…Note that for both parameters uniform distributions over the considered ranges are used in Equation (27). The considered range of specific fuel cell power is from state-of-the-art fuel cell systems with 1.6 kW/kg up to possible future lightweight fuel cell systems with 8 kW/kg, as estimated by Kadyk et al (2018). The considered range of specific energies of the battery is from current batteries with 0.5 kWh/kg up to the theoretical material limit of lithiumsulfur batteries of 2 kWh/kg (Zhang et al, 2017).…”

Section: Sensitivity Analysis Of Performance Parameters For Estimatinmentioning

confidence: 99%

“…Because of its three times higher gravimetric energy density (33.3 kWh/kg), using hydrogen can reduce the overall weight of the aircraft. This effect is pronounced in fuel-intensive aircraft like long-distance, large passenger number, or hypersonic aircraft (Brewer and Morris, 1976;Bockris and Justi, 1980;Khandelwal et al, 2013;Verstraete, 2013;Kadyk et al, 2018). However, the volumetric energy density of hydrogen is four times lower than hydrocarbons, giving some grievance for fitting the tanks into the aircraft.…”

Section: Introductionmentioning

confidence: 99%

See 1 more Smart Citation

Design of Fuel Cell Systems for Aviation: Representative Mission Profiles and Sensitivity Analyses

et al. 2019

Self Cite

View full text Add to dashboard Cite

The global transition to a clean and sustainable energy infrastructure does not stop at aviation. The European Commission defined a set of environmental goals for the "Flight Path 2050": 75% CO 2 reduction, 90% NO x reduction, and 65% perceived noise reduction. Hydrogen as an energy carrier fulfills these needs, while it would also offer a tenable and flexible solution for intermittent, large-scale energy storage for renewable energy networks. If hydrogen is used as an energy carrier, there is no better device than a fuel cell to convert its stored chemical energy. In order to design fuel cell systems for passenger aircraft, it is necessary to specify the requirements that the system has to fulfill. In this paper, a statistical approach to analyze these requirements is presented, which accounts for variations in the flight mission profile. Starting from a subset of flight data within the desired class (e.g., mid-range inter-European flights) a stochastic model of the random mission profile is inferred. This model allows for subsequent predictions under uncertainty as part of the aircraft design process. By using Monte Carlo-based sampling of flight mission profiles, the range of necessary component sizes, as well as optimal degrees of hybridization with a battery, is explored, and design options are evaluated. Furthermore, Monte Carlo-based sensitivity analysis of performance parameters explores the potential of future technological developments. Results suggest that the improvement of the specific power of the fuel cell is the deciding factor for lowering the energy system mass. The specific energy of the battery has a low influence but acts in conjunction with the specific power of the fuel cell.

show abstract

“…The resulting characteristic curves used for the design process are shown in Figure 7. For a detailed discussion and derivation of these design curves, the reader is referred to [29]. The fuel cell is sized so that its maximum power equals the maximum required power, which includes converter and cable efficiencies and a safety factor of 50%.…”

Section: Design Of the Fuel Cell Systemmentioning

confidence: 99%

Design Considerations for the Electrical Power Supply of Future Civil Aircraft with Active High-Lift Systems

Mueller

Bensmann

et al. 2018

Energies

View full text Add to dashboard Cite

Active high-lift systems of future civil aircraft allow noise reduction and the use of shorter runways. Powering high-lift systems electrically have a strong impact on the design requirements for the electrical power supply of the aircraft. The active high-lift system of the reference aircraft design considered in this paper consists of a flexible leading-edge device together with a combination of boundary-layer suction and Coanda-jet blowing. Electrically driven compressors distributed along the aircraft wings provide the required mass flow of pressurized air. Their additional loads significantly increase the electric power demand during takeoff and landing, which is commonly provided by electric generators attached to the aircraft engines. The focus of the present study is a feasibility assessment of alternative electric power supply concepts to unburden or eliminate the generator coupled to the aircraft engine. For this purpose, two different concepts using either fuel cells or batteries are outlined and evaluated in terms of weight, efficiency, and technology availability. The most promising, but least developed alternative to the engine-powered electric generator is the usage of fuel cells. The advantages are high power density and short refueling time, compared to the battery storage concept.

show abstract

Analysis and Design of Fuel Cell Systems for Aviation

Cited by 76 publications

References 23 publications

Global Transportation Demand Development with Impacts on the Energy Demand and Greenhouse Gas Emissions in a Climate-Constrained World

Global Transportation Demand Development with Impacts on the Energy Demand and Greenhouse Gas Emissions in a Climate-Constrained World

Design of Fuel Cell Systems for Aviation: Representative Mission Profiles and Sensitivity Analyses

Design Considerations for the Electrical Power Supply of Future Civil Aircraft with Active High-Lift Systems

Contact Info

Product

Resources

About