An approach to the use of hydrogen for commercial aircraft engines

Corchero, G.; Montañés, J. L.

doi:10.1243/095441005x9139

Cited by 46 publications

(41 citation statements)

References 18 publications

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“…Concerning the overall efficiencies of propulsion, we anticipate an increase from 0.3 in 1992 to 0.4 in 2015 and to 0.5 in 2050 MARQUART et al, 2003). Current state of knowledge suggests that propulsion can be made equally efficient for both kinds of engines (e.g., CORCHERO and MONTANES, 2003;SVENSSON et al, 2004). Possible future changes in the background climate are neglected for simplicity, because climate change can be expected to affect conventional and cryoplane contrails in the same qualitative way.…”

Section: Methodsmentioning

confidence: 93%

An upgraded estimate of the radiative forcing of cryoplane contrails

Marquart¹,

Ponater²,

Ström³

et al. 2005

metz

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The radiative forcing of contrails is quantified for a hypothetical fleet of cryoplanes in comparison with a conventional aircraft fleet. The differences in bulk optical properties between conventional and cryoplane contrails are determined by numerical simulations of the microphysical evolution of conventional and cryoplane contrails, under several ambient conditions. Both types of contrails contain about the same ice mass, but the mean effective particle radius is found to be smaller by about a factor of 0.3 in conventional contrails than in cryoplane ones. Hence, in case of cryoplanes the contrail optical depth is lower, which counteracts (with respect to radiative forcing) the effect of increased contrail cover due to the higher specific emission of water vapour. If the information gained from the microphysical simulations is translated to the framework of a global climate model, the global mean radiative forcing of cryoplane contrails is simulated to be between about 30% lower and 30% higher compared to the radiative forcing of conventional contrails, depending on the quantitative assumptions made for the mean particle properties and also depending on the time slice considered. Our results indicate that the effect of decreased optical depth is about the same magnitude as the effect of increased contrail cover. Current state of knowledge does not allow a conclusive assessment whether the net radiative impact of cryoplane contrails will be smaller or larger than that of conventional contrails. Uncertainty with respect to radiative forcing arises mainly from insufficient knowledge regarding the mean effective ice crystal radius for both conventional and, especially, cryoplane contrails. Zusammenfassung

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Section: Methodsmentioning

confidence: 93%

An upgraded estimate of the radiative forcing of cryoplane contrails

Marquart¹,

Ponater²,

Ström³

et al. 2005

metz

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“…The engine deck embedded in FLOPS cannot be used the hydrogen fuel, so an external engine deck covering the entire flight envelope is generated in Gasturb 12 for both fuels [35] and imported in FLOPS. The engine selected for the long range aircraft is representative of a 3 spool engine of the RollsRoyce Trent family [36], whereas the engine for the mediumrange respectively short-range aircraft resembles a twospool engine of the CF6-80 respectively IAE V2530 class [37]. The long-range aircraft use 4 wing-mounted engines whereas both smaller categories employ a twin-engine configuration.…”

Section: Methodsmentioning

confidence: 99%

“…When using hydrogen, the combustion gases namely contain a higher percentage of water vapour, which leads to an increase in their specific heat [37,38]. This increase results in a smaller pressure drop in the turbine, which leaves more energy to be converted into thrust in the nozzle [37,38] and results in a small energy efficiency advantage [12,37].…”

Section: Methodsmentioning

confidence: 99%

On the energy efficiency of hydrogen-fuelled transport aircraft

Verstraete

2015

International Journal of Hydrogen Energy

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“…For Supersonic Transport Aircraft (STA), the specific consumption of LH 2 and Jet A fuel during cruising is expected to be about 0.260 (kg/h)/kg and 0.680 (kg/h)/kg, respectively, (the ratio for Jet A/LH 2 is 2.61). Last but not least, the hydrogen engines for either aircraft category are expected to operate with a slightly lower turbine entry temperature, which in turn will extend their life and reduce maintenance costs (Brewer 1991;Corchero and Montanes 2005;EC 2003;Guynn and Olson 2002;Svensson et al 2004; http://www.tupolev.ru).…”

Section: Technical/technological and Operational Performancesmentioning

confidence: 99%

Advanced Transport Systems: Technologies and Environment

Janić

2014

Advanced Transport Systems

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This chapter deals with the performances of advanced passenger cars, large advanced container ships, and LH 2 (Liquid Hydrogen)-fuelled commercial air transportation. The prime objective is to show the potential effects of such advanced technologies on the environment in terms of energy/fuel consumption and related emissions of GHG (Green House Gases).Man-made GHG emissions, particularly those from using nonrenewable energy sources, have become an increasing burden on the industry, society, and politics all around the world. This is because these emissions and particularly their CO 2 component (Carbon Dioxide) are perceived to remain in the atmosphere for prolonged periods of time (presumably hundreds of years) and are proven to contribute to global warming and consequent climate change (Archer 2008). In order to mitigate or even diminish these impacts, both national and international policy makers, industrial organizations, and associations have undertaken a range of different measures. For example, in Europe, the EU (European Union) 27 Member States have fully institutionalized the problem by introducing national and international legislations and conventions, in addition to setting up specific targets for the absolute and relative reduction in emissions of particular GHG. These targets are expected to be achieved by a range of advanced technical/technological and operational improvements and by monitoring and reporting developments throughout particular air polluting sectors of the economy and society (EEA 2010). The most recent evidence indicates that some results have already been achieved: the total emissions of GHG have decreased by about 20 % over the 1990-2009 period, from 5,589 in 1990 to 4,674.5 million tons of CO 2e (Carbon Dioxide equivalents) in 2009 (CO 2e include CO (Carbon Oxide), CO 2 (Carbon Dioxide), SO 4 (Sulfur Oxides), NO x (Nitrogen Oxides), H 2 O (water vapor), and particles). However, at the same time, the share of transport sector in the total emissions of CO 2e has increased from about 17 % in 1990 to about 26 % in 2009, which is an equivalent of about 951 and 1,225 million tons of CO 2e , respectively (EC 2010a, b).M. Janić, Advanced Transport Systems,

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An approach to the use of hydrogen for commercial aircraft engines

Cited by 46 publications

References 18 publications

An upgraded estimate of the radiative forcing of cryoplane contrails

An upgraded estimate of the radiative forcing of cryoplane contrails

On the energy efficiency of hydrogen-fuelled transport aircraft

Advanced Transport Systems: Technologies and Environment

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