Development of a Thermal Management System for Electrified Aircraft

Chapman, Jeffryes W.; Schnulo, Sydney L.; Nitzsche, Michael P.

doi:10.2514/6.2020-0545

Cited by 25 publications

(9 citation statements)

References 11 publications

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“…Finally, the authors emphasize that this study is based on the results of theoretical studies of the gravimetric storage density of a tank [16], the cooling system [47], and assumptions about the properties of future components, which may prove to be different in the future.…”

Section: Resultsmentioning

confidence: 99%

“…The sizing of the cooling system depends on the efficiency of the fuel cell. According to the study by [47], power demand for cooling depends on the air temperature, the working temperature of the fuel cell, and the amount of heat to be removed. At an altitude of 7600 m, 50% fuel cell efficiency, and when all heat generated by the fuel cells is removed by the cooling system and not by natural ventilation, C cool varies between 0.04 and 0.05, depending on the working temperature of the fuel cells, and σ cool = 2 kW/kg.…”

Section: Fuel Cell Aircraft Power-train Parametrizationmentioning

confidence: 99%

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Maximum Take-Off Mass Estimation of a 19-Seat Fuel Cell Aircraft Consuming Liquid Hydrogen

Marksel

Brdnik

2022

Sustainability

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In this paper, the maximum take-off mass (MTOM) of a 19-seat fuel cell aircraft with similar characteristics to a conventional 19-seat aircraft is estimated using the combination of a rapid method and semi-empirical equations. The study shows that the MTOM of a 19-seat fuel cell aircraft with current technology would be 25% greater than that of a conventional aircraft. However, with the expected technological improvements, the MTOM of a 19-seat fuel cell aircraft could reach lower values than that of a conventional aircraft. The most important parameter affecting the MTOM of fuel cell aircraft is the power-to-weight ratio of the fuel cells. If this ratio of fuel cell aircraft does not improve significantly in the future, fuel cell aircraft with lower power loading will become the preferred choice; thus, certain trade-offs in flight performance, such as a longer takeoff distance, will be accepted. The study provides the basis for further economic analysis of fuel cell aircraft, which has yet to be conducted.

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Section: Resultsmentioning

confidence: 99%

Section: Fuel Cell Aircraft Power-train Parametrizationmentioning

confidence: 99%

Maximum Take-Off Mass Estimation of a 19-Seat Fuel Cell Aircraft Consuming Liquid Hydrogen

Marksel

Brdnik

2022

Sustainability

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“…Moreover, these numbers were collected on current prototypes and/or models and they do not take into account possible future improvements. The data shown are derived mainly from references [7], [8], [9], [10], [11], [12], [13], [14] and [15].…”

Section: Quantitative Datamentioning

confidence: 99%

System architectures for thermal management of hybrid-electric aircraft - FutPrInt50

Affonso

Tavares

Barbosa

et al. 2022

IOP Conf. Ser.: Mater. Sci. Eng.

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Electric and Hybrid-Electric Aircraft (HEA) propulsion system designs shall bring challenges at aircraft and systems level, mainly in propulsion, electric and thermal management systems (TMS). The electrification of the propulsion system relies on large and high-power electrical equipment (e.g., electrical motors, converters, power electronics, batteries, and others) that dissipate heat at a rate at least one order of magnitude higher than conventional propulsion aircraft systems. As a result, high impacts on weight, drag and power consumption of the TMS/cooling systems at the aircraft level are expected. This paper proposes potential technologies to perform the thermal management of future electric and HEA, in the context of FUTPRINT50 project. For each technology, relevant aspects such as its integration to aircraft, safety, operational and maintenance impacts, certification, technologies readiness level (TRL) and the latest research works are analysed. A quantitative comparison of the several technologies is also proposed considering weight, volume, electric power consumption, pneumatic air flow and cooling air flow per cooling effect. Lastly, we present a set of potential TMS architectures for HEA.

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“…As our focus was on sizing of the electric components, the heat exchanger was taken into account mainly through one quantity, namely the weight-to-power ratio γ HX , i.e., how much weight has to be added to the system for each kW of heat that has to be dissipated into the environment. A survey on state-of-the-art lightweight heat exchangers (such as used for super sportscars) reveals that this number is in the range of γ HX = 1.0 kg/kW to γ HX = 3.0 kg/kW and potentially could go down to γ HX = 0.5 kg/kW if optimized to the requirements of the particular flight specification [32]. Consequently, the heat exchanger adds a penalty factor for designs with low efficiencies.…”

Section: Heat Exchangermentioning

confidence: 99%

Comparative Analysis and Optimization of Technical and Weight Parameters of Turbo-Electric Propulsion Systems

et al. 2020

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According to Flightpath 2050, the aviation industry is aiming to substantially reduce emissions over the coming decades. One possible solution to meet these ambitious goals is by moving to hybrid-electric drivetrain architectures which require the electric components to be extremely lightweight and efficient at the same time. It has been claimed in several publications that cryogenic and in particular superconducting components can help to fulfill such requirements that potentially cannot be achieved with non-cryogenic components. The purpose of this work was to make a fair comparison between a cryogenic turbo-electric propulsion system (CEPS) and a non-cryogenic turbo-electric propulsion system (TEPS) on a quantitative level. The results on the CEPS were presented in detail in a previous publication. The focus of this publication is to present the study on the TEPS, which in conclusion allows a direct comparison. For both systems the same top-level aircraft requirements were used that were derived within the project TELOS based on an exemplary mission profile and the physical measures of a 220-passenger aircraft. Our study concludes that a CEPS could be 10% to 40% lighter than a TEPS. Furthermore, a CEPS could have a total efficiency gain of up to 18% compared to a similar TEPS.

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Development of a Thermal Management System for Electrified Aircraft

Cited by 25 publications

References 11 publications

Maximum Take-Off Mass Estimation of a 19-Seat Fuel Cell Aircraft Consuming Liquid Hydrogen

Maximum Take-Off Mass Estimation of a 19-Seat Fuel Cell Aircraft Consuming Liquid Hydrogen

System architectures for thermal management of hybrid-electric aircraft - FutPrInt50

Comparative Analysis and Optimization of Technical and Weight Parameters of Turbo-Electric Propulsion Systems

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