@misc{EickmannEschFunkeetal.2014, author = {Eickmann, Matthias and Esch, Thomas and Funke, Harald and Abanteriba, Sylvester and Roosen, Petra}, title = {Biofuels in Aviation - Safety Implications of Bio-Ethanol Usage in General Aviation Aircraft}, year = {2014}, abstract = {Up in the clouds and above fuels and construction materials must be very carefully selected to ensure a smooth flight and touchdown. Out of around 38,000 single and dual-engined propeller aeroplanes, roughly a third are affected by a new trend in the fuel sector that may lead to operating troubles or even emergency landings: The admixture of bio-ethanol to conventional gasoline. Experiences with these fuels may be projected to alternative mixtures containing new components.}, language = {en} } @article{MoehrenBergmannJanseretal.2023, author = {M{\"o}hren, Felix and Bergmann, Ole and Janser, Frank and Braun, Carsten}, title = {On the influence of elasticity on propeller performance: a parametric study}, series = {CEAS Aeronautical Journal}, volume = {14}, journal = {CEAS Aeronautical Journal}, publisher = {Springer Nature}, address = {Berlin}, issn = {1869-5590 (Online)}, doi = {10.1007/s13272-023-00649-y}, pages = {311 -- 323}, year = {2023}, abstract = {The aerodynamic performance of propellers strongly depends on their geometry and, consequently, on aeroelastic deformations. Knowledge of the extent of the impact is crucial for overall aircraft performance. An integrated simulation environment for steady aeroelastic propeller simulations is presented. The simulation environment is applied to determine the impact of elastic deformations on the aerodynamic propeller performance. The aerodynamic module includes a blade element momentum approach to calculate aerodynamic loads. The structural module is based on finite beam elements, according to Timoshenko theory, including moderate deflections. Several fixed-pitch propellers with thin-walled cross sections made of both isotropic and non-isotropic materials are investigated. The essential parameters are varied: diameter, disc loading, sweep, material, rotational, and flight velocity. The relative change of thrust between rigid and elastic blades quantifies the impact of propeller elasticity. Swept propellers of large diameters or low disc loadings can decrease the thrust significantly. High flight velocities and low material stiffness amplify this tendency. Performance calculations without consideration of propeller elasticity can lead to decreased efficiency. To avoid cost- and time-intense redesigns, propeller elasticity should be considered for swept planforms and low disc loadings.}, language = {en} } @article{LaarmannThomaMischetal.2023, author = {Laarmann, Lukas and Thoma, Andreas and Misch, Philipp and R{\"o}th, Thilo and Braun, Carsten and Watkins, Simon and Fard, Mohammad}, title = {Automotive safety approach for future eVTOL vehicles}, series = {CEAS Aeronautical Journal}, journal = {CEAS Aeronautical Journal}, publisher = {Springer Nature}, issn = {1869-5590 (Online)}, doi = {10.1007/s13272-023-00655-0}, pages = {11 Seiten}, year = {2023}, abstract = {The eVTOL industry is a rapidly growing mass market expected to start in 2024. eVTOL compete, caused by their predicted missions, with ground-based transportation modes, including mainly passenger cars. Therefore, the automotive and classical aircraft design process is reviewed and compared to highlight advantages for eVTOL development. A special focus is on ergonomic comfort and safety. The need for further investigation of eVTOL's crashworthiness is outlined by, first, specifying the relevance of passive safety via accident statistics and customer perception analysis; second, comparing the current state of regulation and certification; and third, discussing the advantages of integral safety and applying the automotive safety approach for eVTOL development. Integral safety links active and passive safety, while the automotive safety approach means implementing standardized mandatory full-vehicle crash tests for future eVTOL. Subsequently, possible crash impact conditions are analyzed, and three full-vehicle crash load cases are presented.}, language = {en} } @article{FunkeEschRoosen2022, author = {Funke, Harald and Esch, Thomas and Roosen, Petra}, title = {Powertrain Adaptions for LPG Usage in General Aviation}, series = {MTZ worldwide}, volume = {2022}, journal = {MTZ worldwide}, number = {83}, publisher = {Springer Nature}, address = {Basel}, doi = {10.1007/s38313-021-0756-6}, pages = {58 -- 62}, year = {2022}, abstract = {In general aviation, too, it is desirable to be able to operate existing internal combustion engines with fuels that produce less CO₂ than Avgas 100LL being widely used today It can be assumed that, in comparison, the fuels CNG, LPG or LNG, which are gaseous under normal conditions, produce significantly lower emissions. Necessary propulsion system adaptations were investigated as part of a research project at Aachen University of Applied Sciences.}, language = {en} } @article{FayyaziSardarThomasetal.2023, author = {Fayyazi, Mojgan and Sardar, Paramjotsingh and Thomas, Sumit Infent and Daghigh, Roonak and Jamali, Ali and Esch, Thomas and Kemper, Hans and Langari, Reza and Khayyam, Hamid}, title = {Artificial intelligence/machine learning in energy management systems, control, and optimization of hydrogen fuel cell vehicles}, volume = {15}, number = {6}, publisher = {MDPI}, address = {Basel}, doi = {10.3390/su15065249}, pages = {38}, year = {2023}, abstract = {Environmental emissions, global warming, and energy-related concerns have accelerated the advancements in conventional vehicles that primarily use internal combustion engines. Among the existing technologies, hydrogen fuel cell electric vehicles and fuel cell hybrid electric vehicles may have minimal contributions to greenhouse gas emissions and thus are the prime choices for environmental concerns. However, energy management in fuel cell electric vehicles and fuel cell hybrid electric vehicles is a major challenge. Appropriate control strategies should be used for effective energy management in these vehicles. On the other hand, there has been significant progress in artificial intelligence, machine learning, and designing data-driven intelligent controllers. These techniques have found much attention within the community, and state-of-the-art energy management technologies have been developed based on them. This manuscript reviews the application of machine learning and intelligent controllers for prediction, control, energy management, and vehicle to everything (V2X) in hydrogen fuel cell vehicles. The effectiveness of data-driven control and optimization systems are investigated to evolve, classify, and compare, and future trends and directions for sustainability are discussed.}, language = {en} } @inproceedings{ThomaStiemerBraunetal.2023, author = {Thoma, Andreas and Stiemer, Luc and Braun, Carsten and Fisher, Alex and Gardi, Alessandro G.}, title = {Potential of hybrid neural network local path planner for small UAV in urban environments}, series = {AIAA SCITECH 2023 Forum}, booktitle = {AIAA SCITECH 2023 Forum}, publisher = {AIAA}, address = {Reston, Va.}, doi = {10.2514/6.2023-2359}, pages = {13 Seiten}, year = {2023}, abstract = {This work proposes a hybrid algorithm combining an Artificial Neural Network (ANN) with a conventional local path planner to navigate UAVs efficiently in various unknown urban environments. The proposed method of a Hybrid Artificial Neural Network Avoidance System is called HANNAS. The ANN analyses a video stream and classifies the current environment. This information about the current Environment is used to set several control parameters of a conventional local path planner, the 3DVFH*. The local path planner then plans the path toward a specific goal point based on distance data from a depth camera. We trained and tested a state-of-the-art image segmentation algorithm, PP-LiteSeg. The proposed HANNAS method reaches a failure probability of 17\%, which is less than half the failure probability of the baseline and around half the failure probability of an improved, bio-inspired version of the 3DVFH*. The proposed HANNAS method does not show any disadvantages regarding flight time or flight distance.}, language = {en} } @article{DickhoffHorikawaFunke2021, author = {Dickhoff, Jens and Horikawa, Atsushi and Funke, Harald}, title = {Hydrogen Combustion - new DLE Combustor Addresses NOx Emissions and Flashback}, series = {Turbomachinery international : the global journal of energy equipment}, volume = {62}, journal = {Turbomachinery international : the global journal of energy equipment}, number = {4}, publisher = {MJH Life Sciences}, address = {Cranbury}, issn = {2767-2328}, pages = {26 -- 27}, year = {2021}, language = {en} } @inproceedings{HorikawaAshikagaYamaguchietal.2022, author = {Horikawa, Atsushi and Ashikaga, Mitsugu and Yamaguchi, Masato and Ogino, Tomoyuki and Aoki, Shigeki and Wirsum, Manfred and Funke, Harald and Kusterer, Karsten}, title = {Combined heat and power supply demonstration of Micro-Mix Hydrogen Combustion Applied to M1A-17 Gas Turbine}, series = {Proceedings of ASME Turbo Expo 2022: Turbomachinery Technical Conference and Exposition (GT2022) (Volume 3A)}, booktitle = {Proceedings of ASME Turbo Expo 2022: Turbomachinery Technical Conference and Exposition (GT2022) (Volume 3A)}, publisher = {American Society of Mechanical Engineers}, address = {Fairfield}, isbn = {978-0-7918-8599-4}, doi = {10.1115/GT2022-81620}, pages = {7 Seiten}, year = {2022}, abstract = {Kawasaki Heavy Industries, Ltd. (KHI), Aachen University of Applied Sciences, and B\&B-AGEMA GmbH have investigated the potential of low NOx micro-mix (MMX) hydrogen combustion and its application to an industrial gas turbine combustor. Engine demonstration tests of a MMX combustor for the M1A-17 gas turbine with a co-generation system were conducted in the hydrogen-fueled power generation plant in Kobe City, Japan. This paper presents the results of the commissioning test and the combined heat and power (CHP) supply demonstration. In the commissioning test, grid interconnection, loading tests and load cut-off tests were successfully conducted. All measurement results satisfied the Japanese environmental regulation values. Dust and soot as well as SOx were not detected. The NOx emissions were below 84 ppmv at 15 \% O2. The noise level at the site boundary was below 60 dB. The vibration at the site boundary was below 45 dB. During the combined heat and power supply demonstration, heat and power were supplied to neighboring public facilities with the MMX combustion technology and 100 \% hydrogen fuel. The electric power output reached 1800 kW at which the NOx emissions were 72 ppmv at 15 \% O2, and 60 \%RH. Combustion instabilities were not observed. The gas turbine efficiency was improved by about 1 \% compared to a non-premixed type combustor with water injection as NOx reduction method. During a total equivalent operation time of 1040 hours, all combustor parts, the M1A-17 gas turbine as such, and the co-generation system were without any issues.}, language = {en} } @inproceedings{MoehrenBergmannJanseretal.2023, author = {M{\"o}hren, Felix and Bergmann, Ole and Janser, Frank and Braun, Carsten}, title = {On the determination of harmonic propeller loads}, series = {AIAA SCITECH 2023 Forum}, booktitle = {AIAA SCITECH 2023 Forum}, publisher = {AIAA}, doi = {10.2514/6.2023-2404}, pages = {12 Seiten}, year = {2023}, abstract = {Dynamic loads significantly impact the structural design of propeller blades due to fatigue and static strength. Since propellers are elastic structures, deformations and aerodynamic loads are coupled. In the past, propeller manufacturers established procedures to determine unsteady aerodynamic loads and the structural response with analytical steady-state calculations. According to the approach, aeroelastic coupling primarily consists of torsional deformations. They neglect bending deformations, deformation velocities, and inertia terms. This paper validates the assumptions above for a General Aviation propeller and a lift propeller for urban air mobility or large cargo drones. Fully coupled reduced-order simulations determine the dynamic loads in the time domain. A quasi-steady blade element momentum approach transfers loads to one-dimensional finite beam elements. The simulation results are in relatively good agreement with the analytical method for the General Aviation propeller but show increasing errors for the slender lift propeller. The analytical approach is modified to consider the induced velocities. Still, inertia and velocity proportional terms play a significant role for the lift propeller due to increased elasticity. The assumption that only torsional deformations significantly impact the dynamic loads of propellers is not valid. Adequate determination of dynamic loads of such designs requires coupled aeroelastic simulations or advanced analytical procedures.}, language = {en} } @misc{HilleStumpfMayntzetal.2023, author = {Hille, Sebastian and Stumpf, Eike and Mayntz, Joscha and Dahmann, Peter}, title = {Prediction of sound exposure caused by a landing motor glider with recuperating propellers}, series = {AIAA SCITECH 2023 Forum}, journal = {AIAA SCITECH 2023 Forum}, publisher = {AIAA}, address = {Reston, Va.}, doi = {10.2514/6.2023-0211}, year = {2023}, abstract = {This paper presents an approach to predicting the sound exposure on the ground caused by a landing aircraft with recuperating propellers. The noise source along the trajectory of a flight specified for a steeper approach is simulated based on measurements of sound power levels and additional parameters of a single propeller placed in a wind tunnel. To validate the measured data/measurement results, these simulations are also supported by overflight measurements of a test aircraft. It is shown that the simple source models of propellers do not provide fully satisfactory results since the sound levels are estimated too low. Nevertheless, with a further reference comparison, margins for an acceptable increase in the sound power level of the aircraft on its now steeper approach path could be estimated. Thus, in this case, a +7 dB increase in SWL would not increase the SEL compared to the conventional approach within only 2 km ahead of the airfield.}, language = {en} }