TY - JOUR A1 - Meyer, Max-Arno A1 - Granrath, Christian A1 - Feyerl, Günter A1 - Richenhagen, Johannes A1 - Kaths, Jakob A1 - Andert, Jakob T1 - Closed-loop platoon simulation with cooperative intelligent transportation systems based on vehicle-to-X communication JF - Simulation Modelling Practice and Theory Y1 - 2021 U6 - https://doi.org/10.1016/j.simpat.2020.102173 SN - 1569-190X VL - 106 IS - Art. 102173 PB - Elsevier CY - Amsterdam ER - TY - CHAP A1 - Horikawa, Atsushi A1 - Ashikaga, Mitsugu A1 - Yamaguchi, Masato A1 - Ogino, Tomoyuki A1 - Aoki, Shigeki A1 - Wirsum, Manfred A1 - Funke, Harald A1 - Kusterer, Karsten T1 - Combined heat and power supply demonstration of Micro-Mix Hydrogen Combustion Applied to M1A-17 Gas Turbine T2 - Proceedings of ASME Turbo Expo 2022: Turbomachinery Technical Conference and Exposition (GT2022) (Volume 3A) N2 - 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. KW - industrial gas turbine KW - combustor development KW - fuels KW - hydrogen KW - emission Y1 - 2022 SN - 978-0-7918-8599-4 U6 - https://doi.org/10.1115/GT2022-81620 N1 - ASME Turbo Expo 2022: Turbomachinery Technical Conference and Exposition June 13–17, 2022 Rotterdam, Netherlands PB - American Society of Mechanical Engineers CY - Fairfield ER - TY - JOUR A1 - Havermann, Marc A1 - Beylich, A. E. T1 - Combined Measurement of Velocity, Temperature and Pressure in Compressible Gas Flows Using Laser-Induced Iodine Fluorescence / Havermann, M. ; Beylich, A. E. Y1 - 1998 N1 - 9th International Symposium on Applications of Laser Techniques to Fluid Mechanics, Lisbon (Portugal), 1998 PB - - ER - TY - CHAP A1 - Horikawa, Atsushi A1 - Okada, Kunio A1 - Yamaguchi, Masato A1 - Aoki, Shigeki A1 - Wirsum, Manfred A1 - Funke, Harald A1 - Kusterer, Karsten T1 - Combustor development and engine demonstration of micro-mix hydrogen combustion applied to M1A-17 gas turbine T2 - Conference Proceedings Turbo Expo: Power for Land, Sea and Air, Volume 3B: Combustion, Fuels, and Emissions N2 - Kawasaki Heavy Industries, LTD. (KHI) has research and development projects for a future hydrogen society. These projects comprise the complete hydrogen cycle, including the production of hydrogen gas, the refinement and liquefaction for transportation and storage, and finally the utilization in a gas turbine for electricity and heat supply. Within the development of the hydrogen gas turbine, the key technology is stable and low NOx hydrogen combustion, namely the Dry Low NOx (DLN) hydrogen combustion. KHI, Aachen University of Applied Science, and B&B-AGEMA have investigated the possibility of low NOx micro-mix hydrogen combustion and its application to an industrial gas turbine combustor. From 2014 to 2018, KHI developed a DLN hydrogen combustor for a 2MW class industrial gas turbine with the micro-mix technology. Thereby, the ignition performance, the flame stability for equivalent rotational speed, and higher load conditions were investigated. NOx emission values were kept about half of the Air Pollution Control Law in Japan: 84ppm (O2-15%). Hereby, the elementary combustor development was completed. From May 2020, KHI started the engine demonstration operation by using an M1A-17 gas turbine with a co-generation system located in the hydrogen-fueled power generation plant in Kobe City, Japan. During the first engine demonstration tests, adjustments of engine starting and load control with fuel staging were investigated. On 21st May, the electrical power output reached 1,635 kW, which corresponds to 100% load (ambient temperature 20 °C), and thereby NOx emissions of 65 ppm (O2-15, 60 RH%) were verified. Here, for the first time, a DLN hydrogen-fueled gas turbine successfully generated power and heat. KW - industrial gas turbine KW - combustor development KW - engine demonstration KW - fuels KW - hydrogen Y1 - 2021 U6 - https://doi.org/10.1115/GT2021-59666 N1 - ASME Turbo Expo 2021: Turbomachinery Technical Conference and Exposition. June 7–11, 2021. Virtual, Online. Paper No: GT2021-59666, V03BT04A014 ER - TY - JOUR A1 - Finger, Felix A1 - Braun, Carsten A1 - Bil, Cees T1 - Comparative assessment of parallel-hybrid-electric propulsion systems for four different aircraft JF - Journal of Aircraft N2 - Until electric energy storage systems are ready to allow fully electric aircraft, the combination of combustion engine and electric motor as a hybrid-electric propulsion system seems to be a promising intermediate solution. Consequently, the design space for future aircraft is expanded considerably, as serial hybrid-electric, parallel hybrid-electric, fully electric, and conventional propulsion systems must all be considered. While the best propulsion system depends on a multitude of requirements and considerations, trends can be observed for certain types of aircraft and certain types of missions. This Paper provides insight into some factors that drive a new design toward either conventional or hybrid propulsion systems. General aviation aircraft, regional transport aircraft vertical takeoff and landing air taxis, and unmanned aerial vehicles are chosen as case studies. Typical missions for each class are considered, and the aircraft are analyzed regarding their takeoff mass and primary energy consumption. For these case studies, a high-level approach is chosen, using an initial sizing methodology. Only parallel-hybrid-electric powertrains are taken into account. Aeropropulsive interaction effects are neglected. Results indicate that hybrid-electric propulsion systems should be considered if the propulsion system is sized by short-duration power constraints. However, if the propulsion system is sized by a continuous power requirement, hybrid-electric systems offer hardly any benefit. Y1 - 2020 U6 - https://doi.org/10.2514/1.C035897 SN - 1533-3868 VL - 57 IS - 5 PB - AIAA CY - Reston, Va. ER - TY - CHAP A1 - Finger, Felix A1 - Braun, Carsten A1 - Bil, Cees T1 - Comparative assessment of parallel-hybrid-electric propulsion systems for four different aircraft T2 - AIAA Scitech 2020 Forum N2 - As battery technologies advance, electric propulsion concepts are on the edge of disrupting aviation markets. However, until electric energy storage systems are ready to allow fully electric aircraft, the combination of combustion engine and electric motor as a hybrid-electric propulsion system seems to be a promising intermediate solution. Consequently, the design space for future aircraft is expanded considerably, as serial-hybrid-, parallel-hybrid-, fully-electric, and conventional propulsion systems must all be considered. While the best propulsion system depends on a multitude of requirements and considerations, trends can be observed for certain types of aircraft and certain types of missions. This paper provides insight into some factors that drive a new design towards either conventional or hybrid propulsion systems. General aviation aircraft, VTOL air taxis, transport aircraft, and UAVs are chosen as case studies. Typical missions for each class are considered, and the aircraft are analyzed regarding their take-off mass and primary energy consumption. For these case studies, a high-level approach is chosen, using an initial sizing methodology. Results indicate that hybrid-electric propulsion systems should be considered if the propulsion system is sized by short-duration power constraints (e.g. take-off, climb). However, if the propulsion system is sized by a continuous power requirement (e.g. cruise), hybrid-electric systems offer hardly any benefit. Y1 - 2020 U6 - https://doi.org/10.2514/6.2020-1502 N1 - AIAA Scitech 2020 Forum, Driving aerospace solutions for global challenges, Orlando, 06. - 10. January 2020 ER - TY - CHAP A1 - Finger, Felix T1 - Comparative Performance and Benefit Assessment of VTOL and CTOL UAVs T2 - Deutscher Luft- und Raumfahrtkongress (DLRK) 2016, 13.-15.9.2016 Y1 - 2016 ER - TY - JOUR A1 - Bergmann, Ole A1 - Götten, Falk A1 - Braun, Carsten A1 - Janser, Frank T1 - Comparison and evaluation of blade element methods against RANS simulations and test data JF - CEAS Aeronautical Journal N2 - This paper compares several blade element theory (BET) method-based propeller simulation tools, including an evaluation against static propeller ground tests and high-fidelity Reynolds-Average Navier Stokes (RANS) simulations. Two proprietary propeller geometries for paraglider applications are analysed in static and flight conditions. The RANS simulations are validated with the static test data and used as a reference for comparing the BET in flight conditions. The comparison includes the analysis of varying 2D aerodynamic airfoil parameters and different induced velocity calculation methods. The evaluation of the BET propeller simulation tools shows the strength of the BET tools compared to RANS simulations. The RANS simulations underpredict static experimental data within 10% relative error, while appropriate BET tools overpredict the RANS results by 15–20% relative error. A variation in 2D aerodynamic data depicts the need for highly accurate 2D data for accurate BET results. The nonlinear BET coupled with XFOIL for the 2D aerodynamic data matches best with RANS in static operation and flight conditions. The novel BET tool PropCODE combines both approaches and offers further correction models for highly accurate static and flight condition results. KW - BET KW - CFD propeller simulation KW - Propeller aerodynamics KW - Actuator disk modelling KW - Propeller performance Y1 - 2022 U6 - https://doi.org/10.1007/s13272-022-00579-1 SN - 1869-5590 (Online) SN - 1869-5582 (Print) N1 - Corresponding author: Ole Bergmann VL - 13 SP - 535 EP - 557 PB - Springer CY - Wien ER - TY - JOUR A1 - Funke, Harald A1 - Beckmann, Nils A1 - Keinz, Jan A1 - Abanteriba, Sylvester T1 - Comparison of Numerical Combustion Models for Hydrogen and Hydrogen-Rich Syngas Applied for Dry-Low-Nox-Micromix-Combustion JF - Journal of Engineering for Gas Turbines and Power N2 - The Dry-Low-NOx (DLN) Micromix combustion technology has been developed as low emission combustion principle for industrial gas turbines fueled with hydrogen or syngas. The combustion process is based on the phenomenon of jet-in-crossflow-mixing (JICF). Fuel is injected perpendicular into the air-cross-flow and burned in a multitude of miniaturized, diffusion-like flames. The miniaturization of the flames leads to a significant reduction of NOx emissions due to the very short residence time of reactants in the flame. In the Micromix research approach, computational fluid dynamics (CFD) analyses are validated toward experimental results. The combination of numerical and experimental methods allows an efficient design and optimization of DLN Micromix combustors concerning combustion stability and low NOx emissions. The paper presents a comparison of several numerical combustion models for hydrogen and hydrogen-rich syngas. They differ in the complexity of the underlying reaction mechanism and the associated computational effort. The performance of a hybrid eddy-break-up (EBU) model with a one-step global reaction is compared to a complex chemistry model and a flamelet generated manifolds (FGM) model, both using detailed reaction schemes for hydrogen or syngas combustion. Validation of numerical results is based on exhaust gas compositions available from experimental investigation on DLN Micromix combustors. The conducted evaluation confirms that the applied detailed combustion mechanisms are able to predict the general physics of the DLN-Micromix combustion process accurately. The FGM method proved to be generally suitable to reduce the computational effort while maintaining the accuracy of detailed chemistry. Y1 - 2018 U6 - https://doi.org/10.1115/1.4038882 SN - 0742-4795 N1 - Article number 081504; Paper No: GTP-17-1567 VL - 140 IS - 8 PB - ASME CY - New York, NY ER - TY - JOUR A1 - Funke, Harald A1 - Beckmann, Nils A1 - Keinz, Jan A1 - Abanteriba, Sylvester T1 - Comparison of Numerical Combustion Models for Hydrogen and Hydrogen-Rich Syngas Applied for Dry-Low-NOx-Micromix-Combustion JF - ASME Turbo Expo 2016: Turbomachinery Technical Conference and Exposition Volume 4A: Combustion, Fuels and Emissions Seoul, South Korea, June 13–17, 2016 N2 - The Dry-Low-NOₓ (DLN) Micromix combustion technology has been developed as low emission combustion principle for industrial gas turbines fueled with hydrogen or syngas. The combustion process is based on the phenomenon of jet-in-crossflow-mixing. Fuel is injected perpendicular into the air-cross-flow and burned in a multitude of miniaturized, diffusion-like flames. The miniaturization of the flames leads to a significant reduction of NOₓ emissions due to the very short residence time of reactants in the flame. In the Micromix research approach, CFD analyses are validated towards experimental results. The combination of numerical and experimental methods allows an efficient design and optimization of DLN Micromix combustors concerning combustion stability and low NOₓ emissions. The paper presents a comparison of several numerical combustion models for hydrogen and hydrogen-rich syngas. They differ in the complexity of the underlying reaction mechanism and the associated computational effort. For pure hydrogen combustion a one-step global reaction is applied using a hybrid Eddy-Break-up model that incorporates finite rate kinetics. The model is evaluated and compared to a detailed hydrogen combustion mechanism derived by Li et al. including 9 species and 19 reversible elementary reactions. Based on this mechanism, reduction of the computational effort is achieved by applying the Flamelet Generated Manifolds (FGM) method while the accuracy of the detailed reaction scheme is maintained. For hydrogen-rich syngas combustion (H₂-CO) numerical analyses based on a skeletal H₂/CO reaction mechanism derived by Hawkes et al. and a detailed reaction mechanism provided by Ranzi et al. are performed. The comparison between combustion models and the validation of numerical results is based on exhaust gas compositions available from experimental investigation on DLN Micromix combustors. The conducted evaluation confirms that the applied detailed combustion mechanisms are able to predict the general physics of the DLN-Micromix combustion process accurately. The Flamelet Generated Manifolds method proved to be generally suitable to reduce the computational effort while maintaining the accuracy of detailed chemistry. Especially for reaction mechanisms with a high number of species accuracy and computational effort can be balanced using the FGM model. Y1 - 2016 SN - 978-0-7918-4975-0 U6 - https://doi.org/10.1115/GT2016-56430 PB - ASME CY - New York, NY ER -