Search

Hydrogen as a fuel of the future for mobile applications has the potential to increase energy efficiency and reduce emissions significantly (Groos et al., 2023 [1]). A main focus to enable hydrogen powered aviation is the efficient storage onboard (Prewitz et al., 2023 [2] ; Verstraete et al., 2010 [3] ; Prewitz et al., 2020 [4]). Especially the storage volume is a major challenge because of the rather low volumetric energy density of compressed or either liquified hydrogen in comparison with kerosene (Hassan et al., 2021 [5] ; Stetson et al., 2014 [6] ; Troeltsch et al., 2020 [7]). Glass capillaries have a high strength, also their geometry and low hydrogen permeability make them a suitable micro pressure tank (Prewitz et al., 2018; Veziroglu et al., 2003 [8] ; Meyer-Scherf, 2015 [9]). By combining glass capillaries and carbon fibers in a polymer matrix, a material composite could be developed that is both a structural element, contributing to load bearing, and a hydrogen tank at the same time. The synergetic use of the structure as storage could be a solution to tackle the problem of the increased required storage volume for hydrogen powered aviation. This paper presents a theoretical micromechanical analysis, the design and manufacturing process of the composite material, and the experimental results of tensile testing conducted on a glass capillary hybridized carbon fiber reinforced plastic (GCRP). The aim is to determine the influence of the glass capillary content on the tensile strength and tensile modulus of the GCRP. • Development of carbon fiber and glass capillary hybrid structural hydrogen storage. • Multipurpose utilization and potential synergetic effects could save weight. • Tensile mechanical properties shows degradation with increasing capillary fraction. [ABSTRACT FROM AUTHOR]

The use of hydrogen as a fuel in civil aviation depends largely on the mass of the tank system. A key parameter for the evaluation of mass development is the gravimetric storage density. With the goal of gaining a maximum equal operating empty weight (OEW), the resulting total mass of hydrogen (fuel) and structural mass must be at most equal to the current total tank mass. The minimum gravimetric storage density required for this is determined in this paper. The passenger aircraft ATR 72–212A, which was developed for short-range operation, serves as a reference. For the first calculation, the assumption is made that the efficiencies of the propulsion systems do not change after the storage, and the other necessary systems have an equivalent mass. For a flight range of 715NM, which corresponds to the design range, a gravimetric storage density of 19 wt% is already sufficient to cover the flight distance and to load the maximum payload. In order to avoid increased OEW, a storage density in the range of 33–35 wt% is necessary. • Energy consumption calculated for ATR-72 212a. • Calculates required minimum gravimetric storage density for equal ATR performance. • Calculation of volumes for different storage methods and ambient pressures. • Discussion about possible constructive misplacement. [ABSTRACT FROM AUTHOR]