Flying Fuel Cell: Antares DLR-H2

Take off with hydrogen: Driven solely by the energy of a fuel cell is an airplane for its maiden flight in Hamburg started. Researchers want to demonstrate that the technology for use in aviation is suitable.

The Antares DLR-H2 during its technical flight trial in June 2009 at Zweibrücken. The fuel cell is slung under the left wing and the hydrogen tank under the right wing – with a capacity of either 2 or 4.9 kilograms. The fuel cell system used to power the Antares delivers up to 25 kilowatts of electrical power, and when flying in a straight line, the aircraft only requires about ten kilowatts of power. In this situation, the fuel cell is operating at an efficiency level of approximately 52 percent.

Antares DLR-H2

Antares DLR-H2

Antares DLR-H2

Antares DLR-H2

Another new feature of the Antares is the way its fuel cell is connected to the main electric motor that powers the aircraft. The motor controller, developed jointly with Lange Aviation and with the College of Advanced Technology in Berne/Biel, is capable of taking in and controlling voltages from 188 to 400 V. Through the direct link between fuel cell and motor, efficiency is optimised while costs, reliability and maintenance costs are minimised.

The hissing white tank drops in aerodynamically favorable shape hangs under the wing of a glider. Antares DLR H2 is the Air Force, in a few minutes to the first official flight at the airport Hamburg-Fuhlsbüttel will take off. It is the world’s first public flight of a single fuel cell-powered aircraft – and therefore sends Hamburg’s First Mayor Ole von Beust personally some Greetings. He says “It almost like the first flight of Yuri Gagarin into space”.

The DLR’s scientists will continue to work closely with Airbus and Lufthansa Technik cooperate. The technology-yard, the Antares DLR-H2, at the Lufthansa base in Hamburg will be stationed, technically supervise. The experimental fuel-cell makers of DLR, the Airbus A320 ATRA, a fuel cell in which the functions of the APU Hilfsgasturbine takes effect from the yard looks.

Source: DLR motor glider Antares takes off in Hamburg

Posted under Fuel Cells, Hydrogen Vehicles

This post was written by admin on July 17, 2009

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Boeing will fly through the new generation of biofuel

After cars, airplanes take up sustainable biofuels!

Boeing and Air New Zealand reported that a demonstration flight to sustainable biofuel will be made on a Boeing 747-400 from Auckland on 3 December 2008: one of the four RB211 engines from Rolls-Royce will operate in part through a new generation of biofuel-based jatropha, commercially viable.

Boeing biofuel
The process is as follows: a processing technology for fuel developed internally by the company UOP has helped convert the crude oil of jatropha bio-fuel. It is thus the first large-scale production of a biofuel for aerospace applications. The technical team of British engine manufacturer Rolls-Royce has tested it conducted a campaign full laboratory testing to ensure compatibility with jet engines now in service and its compliance with the conditions of use in aviation. Announced its strengths? A good performance, a very low freezing and good energy density.

To address the jatropha crude oil, the team used the technology of “green fuel” developed by UOP and methodologies based on hydro commonly used to produce fuel for transport. In the process, hydrogen is added to remove oxygen from biomass, resulting in a bio-derived fuel that could replace the kerosene used by the aviation industry.

It is possible to cultivate jatropha under very different circumstances: it produces a seed that contains a lipid oil inedible, which allows the extraction of fuel to manufacture. Each seed can produce 30% to 40% of its mass in oil. The oil used to create fuel for the Air New Zealand is based on non-arable land located in south-eastern Africa (Malawi, Mozambique and Tanzania) and India.

The goals: to identify and exploit the primary source of biofuel sustainable scale for civil aviation to reduce fuel consumption and emissions generated by aircraft; create a range of new generation biofuels that can be associated with Classical kerosene (Jet A) to improve the environmental performance of aircraft.

In the context of sustainable mobility and alternative fuels have the future ahead of them, whether on roads or in the air!

Posted under Hydrogen Economy

This post was written by admin on November 18, 2008

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Antares DLR H2

The research aircraft Antares DLR H2 is the world’s first bootable, airplane pilot with fuel cell propulsion. It is based substantially on the last few years built boat Antares 20E. In two additional external load containers will be the fuel cell system and the hydrogen tanks under the wings for increased appropriate. In further steps could the performance data of the plane with up to four external load containers and more advanced fuel cells still significantly increased.

Developed and built the high-flying testbed project partners from Long Aviation in Zweibruecken. As the primary source of energy for propulsion is one of the DLR Institute for Technical Thermodynamics specially provided fuel cell system. This system is nearly identical to that used in aircraft fuel supply system for board and provides the electrical energy for the Long Aviation developed powertrain, from the power electronics, motor and propeller exists. The use of a highly efficient fuel cell (efficiency up to 52% electrically) with the hydrogen fuel makes driving this airplane CO2 released. The waste product is clean water.

Antares DLR H2

Antares DLR H2

It is expected that the pairing of the fuel cell with a very quiet and powerful electric propulsion small plane in comparison with piston-driven engines set new standards in the fitness level requires. The project impresses by bringing together interdisciplinary activities. To a very economical flight to allow the entire aircraft is technically optimized flow. The goal is turbulent air currents in all areas to be avoided.

Long Aviation, the company is making a long-standing experience with. The integration of the experimental vessel was both aerodynamically aeroelastic both a challenge by the solid experience of the Institute for Aeroelasticity of the German Aerospace Center, an optimal placement of the containers can be achieved. This is the dynamics of the airplane is not affected. The additional air resistance on the Antares 20E model series are less than 15% and with a potential additional burden of more than 200kg.

Antares DLR H2

Antares DLR H2

When the coupling of the fuel cell powertrain system with the new routes were also begun. The fuel cell system was designed so that it directly with the engine control unit can be connected. The components and saves costs and increases efficiency. Therefore, both the Institute for vehicle concepts of the DLR as well as the Bern University of Applied Sciences Biel and the Long Aviation an important contribution. A subsequent hybridization with a lithium-polymer battery will power the aircraft continue to improve. The result is a high-tech makers of a variety of architectures of fuel cell systems can absorb. These can then be luftfahrtrelevanten conditions such as pressure, temperature, acceleration and vibration tested.

For the first flight at the end of this year, a fuel cell system in cooperation with the firm BASF Fuel Cell GmbH (electrolyte + electrodes) and Serenergy A / S (Stack Subsystem) for the airline upgraded. That was at the Institute of Technical Thermodynamics alongside overall system architecture design and build a whole range of temperature and pressure measurements.

With a specially designed control architecture Algorithm shows this is a very good weight / performance ratio, an important criterion for the airline. Upon completion of the first tests, which are aimed at a maximum altitude and thus a minimal negative pressure to reach the fuel cell system developed for maximum efficiency in converting fuel energy into electrical energy to guarantee. Now the entire fuel cell system used and the hydrogen tank weigh about 100 kilograms. Thus, only half of the additional burden exploited. This offers a high potential for the aircraft for possible flights record (height, width, etc.) compartment.

To make a comparison to be able to stand further fuel cell systems and architectures prepared to your airworthiness to be investigated.

20m/65 span, 6p.d
Wing area 12.6 m2/135ft2
The main body length of 7.4 m/24, 3f
POD length 2,87 m / 9.43 ft
POD diameter of 0.6 m / 1.97 ft
Curb weight around 460kg/1014 lb
Weight around 60kg fuel cell system
BZ operating system in flight <-45 ° C to 40 ° C
Maximum weight of 750kg DLR H2 (> 900kg in 4 POD version)
Range> 750km (> 2000km in 4 POD version)
Max fuel cell power system around 25kW (up to 45kW in 4 POD version)
Continuous power fuel cell system> 20kW
Max attainable height>> 3000m />> 10000ft
Max climb speed (560kg)> 2.5 m / s (with 25kW)

DC / DC Brushless
Maximum power> 42 kW
Rated 1500 1/min
Maximum speed 1,700 1/min
Max torque 216 Nm
Total Efficiency 90%

Antares DLR H2 Video (12.01 MB)

Posted under Fuel Cells, Hydrogen Vehicles

This post was written by admin on October 6, 2008

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