Method for operating an aircraft and aircraft

Abstract

The invention relates to a method for operating an aircraft with a gaseous fuel, in particular hydrogen, and a liquid fuel, in particular a sustainable alternative fuel and / or kerosene, wherein the gaseous fuel and the liquid fuel are supplied in parallel or alternatively to one another to a combustion chamber of at least one engine of the aircraft. A method optimized with regard to efficiency and pollutant emissions is provided in that the aircraft is operated at least temporarily with a constant flow of gaseous fuel while the liquid fuel flow (26) is varied.

Description

[0001] The invention relates to a method for operating an aircraft with a gaseous fuel, in particular hydrogen, and a liquid fuel, in particular a sustainable alternative fuel and / or kerosene, wherein the gaseous fuel and the liquid fuel are supplied in parallel or alternatively to one another to a combustion chamber of at least one engine of the aircraft. Furthermore, the invention relates to an aircraft configured for operation with a gaseous fuel and a liquid fuel, a computer program, and a control device.

[0002] In known processes of the type mentioned above, the aircraft is generally operated with different fuels (gaseous and liquid, "dual fuel" operation) first exclusively with the gaseous fuel and then exclusively with the liquid fuel. This requires a combustion chamber system that can combust both the gaseous and the liquid fuel independently of each other and meets all legal requirements regarding safety (e.g., reignition at altitude), emissions, and the like. This is generally accompanied by a loss of system quality compared to a combustion chamber system that is designed and optimized for operation with only one type of fuel, particularly with regard to efficiency and emissions such as particulates or nitrogen oxides (NO x ).

[0003] The invention is based on the object of providing a method of the type mentioned above which is optimized with regard to efficiency and pollutant emissions, as well as a correspondingly designed aircraft, a computer program and a control device.

[0004] The problem is solved for the method with the features of claim 1, for the aircraft with the features of claim 8, for the computer program with the features of claim 9 and for the control device with the features of claim 10.

[0005] The method provides that the aircraft is operated at least temporarily with an at least substantially constant flow of gaseous fuel, while the liquid fuel flow is varied.

[0006] For example, “at least substantially” means with deviations within the fuel flow of less than 5% from a target value.

[0007] The aircraft is designed to carry out the method according to the invention. It has at least one engine configured for at least temporary parallel operation with the gaseous fuel and the liquid fuel. In particular, all of the aircraft's engines are configured accordingly. The engine can have fuel nozzles in the combustion chamber system that are configured for operation with both the gaseous fuel, in particular hydrogen, and the liquid fuel, wherein the nozzle(s) can be operated in parallel (simultaneously) with both types of fuel and preferably at least exclusively with hydrogen. Alternatively or additionally, the engine can have two different types of fuel nozzles, one type being operable exclusively with the gaseous fuel, in particular hydrogen, and the other type exclusively with the liquid fuel.

[0008] In order to facilitate control and / or regulation, the aircraft (with the at least one engine) is preferably operated with the constant flow of gaseous fuel over several operating phases, while the liquid fuel flow is varied, in particular depending on the operating phase and / or the required engine power.

[0009] Preferably, the aircraft (in a first exemplary mode of operation) is operated with the constant flow of gaseous fuel from an idle operating phase, in particular immediately after an ignition operating phase (with start-up of the at least one engine) up to an off operating phase (with shutdown of the at least one engine) at the end of the entire operating time of a flight mission (operation of the aircraft from a take-off location to a destination, from ignition to shutdown of the engines). Alternatively, the aircraft (in a second exemplary mode of operation) can be operated with the constant flow of gaseous fuel from (and including) a taxiing operating phase before a take-off operating phase up to (and including) a taxiing operating phase after a landing operating phase of a flight mission. In the second mode of operation, the engine orThe aircraft is operated at idle with the required flow of (exclusively) gaseous fuel. Through continuous or at least predominantly parallel operation, the combustion chamber system of the (particularly respective) engine can be designed to be significantly more efficient and, particularly with regard to emissions, with a higher quality than a combustion chamber system that operates with two fuels alternatively to each other.

[0010] Preferably, the amount of the constant flow (setpoint) of gaseous fuel corresponds at most, e.g. at least substantially, to the flow required to operate the engine when the aircraft is taxiing (i.e., the flow required during the "taxiing operating phase") and / or at least substantially to the flow of gaseous fuel to operate the engine at idle exclusively with the gaseous fuel. "At least substantially" means, e.g., with a deviation of less than 30%, preferably less than 15%, from the fuel flow when taxiing and / or at idle. In this way, ground operations of the aircraft can advantageously be carried out exclusively or with a large portion of gaseous fuel, in particular hydrogen as fuel, thereby positively influencing the emission characteristics of the aircraft (in particular with regard to particle emissions and CO2) on the ground.

[0011] In a preferred embodiment of the method, the engine is ignited exclusively with the gaseous fuel. This applies not only to ignition on the ground during regular operation but also to re-ignition at high altitude ("altitude relight"). The fuel flow of gaseous fuel is particularly lower than during idle. The ignition process within the engine can thus be significantly improved due to the better ignition properties and combustion stability of hydrogen, which also significantly simplifies the control and / or regulation of the ignition process. Furthermore, only ignition with the gaseous fuel needs to be considered for engine certification.

[0012] Preferably, the liquid fuel is switched on for operating phases in which the engine power exceeds the power in the idle operating phase and / or in the taxiing operating phase, wherein the engine is operated in parallel with the (constant flow of) gaseous fuel, in particular hydrogen, and the liquid fuel. This particularly applies to the takeoff, cruise and / or landing operating phases and, if applicable, the taxiing operating phases in the case of the first exemplary operating mode. The liquid fuel flow is in particular adjusted or varied taking into account the constant hydrogen flow. This advantageously allows hydrogen to be burned to a comparatively small extent at altitude, in contrast to the liquid fuel. In this way, the emission of water and nitrogen oxides (NO x) is significantly reduced during high-altitude operation compared to pure hydrogen. Both species have a significantly higher climate impact (in terms of greenhouse gases) at altitude than carbon dioxide (CO2).

[0013] Preferably, the gaseous fuel is stored and / or provided in gaseous or liquid form, wherein, in the case of liquid storage and / or provision, the gaseous fuel is vaporized before being fed into the combustion chamber. For this purpose, the aircraft has at least one appropriately designed refueling device and fuel peripherals for supplying the (in particular respective) combustion chamber system of the (in particular respective) engine.

[0014] The aircraft according to the invention is designed to operate with a gaseous fuel and with a liquid fuel, which are supplied at least temporarily in parallel to at least one engine (preferably all engines in parallel) of the aircraft, and comprises a control device which is designed to operate the aircraft according to a method according to the invention.

[0015] The computer program comprises instructions which cause the aircraft according to the invention to be operated using a method according to the invention.

[0016] In addition, the aircraft has a control device on which this computer program is stored.

[0017] The invention will be explained in more detail below using exemplary embodiments with reference to the drawings. They show: Fig.1 a diagram with a fuel flow per time over a time for a total operating time of an aircraft in an exemplary flight mission in a parallel operation, Fig. 2 a diagram with an enlarged view of the diagram according to Fig. 1, with a first part of the flight mission, and Fig. 3 a diagram with an enlarged view of the diagram according to Fig. 1, with a second part of the flight mission.

[0018] Fig.1 shows a diagram 10 with a fuel flow (as mass flow) per time 20 over a time 22 for an entire operating time of an exemplary flight mission of an aircraft operated with a method according to the invention according to an exemplary first operating mode. During the flight mission, the aircraft is operated with gaseous fuel, in particular hydrogen (H2), and a liquid fuel, in particular kerosene or a sustainable alternative fuel (SAF). In diagram 10, operation with hydrogen is illustrated using a hydrogen flow 24 by means of a solid line, and operation with the liquid fuel is illustrated using a liquid fuel flow 26 by means of a dashed line.

[0019] In Fig.Figure 1 depicts the entire flight mission, with different operating phases essentially corresponding to the aircraft's flight phases. The operating phases include, in sequence, an ignition operating phase 1, an idle operating phase 2, a taxi operating phase 3, a takeoff operating phase 4, a climb operating phase 5, a cruise operating phase 6, a landing operating phase 7, a taxi operating phase 8, and a takeoff operating phase 9.

[0020] The Ignition 1 operating phase corresponds to a comparatively short operating phase during which one of the aircraft's engines, preferably several engines, is / are ignited. In the Takeoff 4 operating phase, the maximum engine power is used to develop takeoff thrust ("maximum power take-off", MTO). During the Off 9 operating phase, the engine is shut down.

[0021] Fig. 2 shows in a diagram 12 an enlarged view of Fig.1 with a first part of the flight mission, comprising the operating phases ignition 1, idle 2 and taxi 3 before the operating phase takeoff 4.

[0022] Fig. 3 shows in a diagram 14 an enlarged view of Fig. 1 with a second part of the flight mission, comprising the operational phases landing 7, taxi 8, and takeoff 9.

[0023] The range of the flight mission is, for example, 6,000 km at a cruising speed of 800 km / h.

[0024] In a prior art operation using both gaseous fuel and liquid fuel (“dual fuel” operation), at least one engine is operated exclusively with hydrogen during the first part of the flight and exclusively with liquid fuel during the second (usually longer) part of the flight. In the example flight mission, the aircraft is operated exclusively with hydrogen during the first part, e.g., the first 1200 km including ground operations at the launch site, with the first operating phases ignition 1, idle 2, taxi 3, takeoff 4, climb 5 and the first part of cruise 6. Subsequently, the second part, with the remaining 4800 km including ground operations at the landing site, is operated exclusively with liquid fuel during the operating phases cruise 6, landing 7 and taxi 8 up to the operating phase takeoff 9 (see also table).

[0025] An overview of the operating phases with the fuels used during the flight mission specified above as an example according to the prior art, with switching, and according to the method according to the invention, with parallel operation according to the first and a second exemplary operating mode, is summarized in the following table: Operational phase Fuel, operation with switchover (StdT) Fuel in parallel operation according to the invention (first OR second operating mode) Ignition 1 Ignition H2 Ignition H2 Idle 2 H2 for idle H2 for idle (idle H2) Roles 3 H2 for roles (Idle H2 + SAF) for rolling OR H2 for rolling Start 4 H2 for start ((Idle-H2 + SAF) OR(H2 for taxi + SAF)) for takeoff Climb 5 H2 for climb ((Idle-H2 + SAF) OR (H2 for taxi + SAF)) for climb Cruise flight 6 H2 for cruise flight ((Idle-H2 + SAF) OR (H2 for taxiing + SAF)) for cruise Cruise flight 6 SAF for cruise flight ((Idle-H2 + SAF) OR (H2 for taxiing + SAF)) for cruise Landing 7 SAF for landing ((Idle-H2 + SAF) OR (H2 for taxiing + SAF)) for landing Rolls 8 SAF for roles ((Idle-H2 + SAF) OR (H2 for rolling + SAF)) for rolling From 9 - -

[0026] In contrast to the known flight operation described, in the method according to the invention the aircraft is preferably operated with a constant flow of gaseous fuel, here the hydrogen flow 24, over substantially the entire operating time, or at least substantially during ground operation.

[0027] In the first operating mode, e.g., apart from the ignition 1 operating phase, the constant hydrogen flow 24 corresponds in particular to the hydrogen flow for operating the engine (or engines) at idle exclusively with hydrogen. In the second, in Fig. In the exemplary operating mode not shown in Figure 1 (see also table), the constant hydrogen flow from the taxiing 3 operating phase before the takeoff 4 operating phase to the taxiing 8 operating phase after the landing 7 operating phase corresponds to the constant hydrogen flow required for the taxiing 3 and 8 operating phases. In this way, ground operations of the aircraft can advantageously be carried out exclusively or with a large proportion of hydrogen as fuel, which has a positive impact on the aircraft's emission characteristics (particularly with regard to particulate emissions and CO2) on the ground.

[0028] Parallel (simultaneously) to the constant hydrogen flow 24, the liquid fuel flow 26 is switched on at higher engine powers than in the idle 2 operating phase and is varied when the required engine power changes, in particular depending on the operating phases, as in Fig. 1, Fig. 2 and Fig. 3 shown as an example.

[0029] In this way, hydrogen is burned to a comparatively low extent at altitude, in contrast to liquid fuel. This reduces the emission of water and nitrogen oxides (NO x ) is significantly reduced during high-altitude operation compared to pure hydrogen. Both species have a significantly higher climate impact (in terms of greenhouse gases) at altitude than carbon dioxide (CO2).

[0030] For a comparable flight mission, the same amount of gaseous fuel and liquid fuel is required when operating according to the state of the art and according to the method according to the invention (“parallel operation”).

[0031] In the method according to the invention, the engine is preferably started with hydrogen in the ignition 1 operating phase, wherein the combustion chamber of the (in particular respective) engine is ignited in particular exclusively with hydrogen. Subsequently, during the idle 2 operating phase, the engine is supplied exclusively with the hydrogen flow 24, i.e., the engine is operated exclusively with hydrogen. At the beginning of the taxi 3 operating phase, the hydrogen flow 24 continues to be kept constant, and the liquid fuel flow 26 is switched on. The liquid fuel flow 26 is set over the remaining operating time to achieve the subsequent operating phases of the aircraft, such as the takeoff 4 operating phase, with the maximum engine power for takeoff thrust, climb 5, cruise 6, etc., or is varied taking into account the constant hydrogen flow 24.

[0032] Preferably, all engine ignitions are performed with hydrogen, which, in addition to the illustrated Ignition 1 operating phase, may also include any necessary re-ignition of the engine at altitude (not shown here). This significantly improves the ignition process within the engine due to the better ignition properties and combustion stability of hydrogen. The control and / or regulation of the ignition process is also significantly simplified.

[0033] The gaseous fuel, in particular hydrogen, can be stored and / or provided in gaseous or liquid form within the aircraft. When stored and / or provided in liquid form, the hydrogen is preferably vaporized before being fed into the combustion chamber. The quantity stored in a suitable tank device (not shown here) is matched to the respective flight mission such that the aircraft can be operated with the constant hydrogen flow 24 for at least substantially the entire operating time. Additional fuel carried for safety reasons is, for example, at least predominantly formed by the liquid fuel.

[0034] In addition, the aircraft has a control device, in particular an aircraft, configured to operate the aircraft according to the invention. In particular, a computer program comprising instructions that cause the aircraft to be operated using the method according to the invention is stored on the control device.

[0035] Through (almost) constant or predominantly combined or parallel operation (e.g., excluding the ignition 1 and idle 2 operating phases, as well as possibly rolling 3 and 8), the engine's combustion chamber system can be designed to be significantly more efficient and demand-oriented, and only requires certification for this operating mode. Overall, emissions can be effectively reduced. List of reference symbols 1 Operating phase ignition 2 Operating phase idle 3 Operating phase roles 4 Operating phase start 5 Operating phase climb 6 Operational phase cruise flight 7 Operational phase landing 8 Operating phase roles 9 Operating phase off 10 Diagram 12 Diagram 14 Diagram 20 fuel flow per time 22 Time 24 Hydrogen stream 26 Liquid fuel stream

Claims

[1] Method for operating an aircraft with a gaseous fuel, in particular hydrogen, and a liquid fuel, in particular a sustainable alternative fuel and / or kerosene, wherein the gaseous fuel and the liquid fuel are supplied in parallel or alternatively to one another to a combustion chamber of at least one engine of the aircraft, characterized by that the aircraft is operated at least temporarily with a constant flow of gaseous fuel while the liquid fuel flow (26) is varied. [2] Method according to claim 1, characterized by that the aircraft is operated with the constant flow of gaseous fuel over several operating phases, while the liquid fuel flow (26) is varied, in particular depending on the operating phase and / or a required engine line. [3] Method according to claim 2, characterized by , that the aircraft from an idle operating phase (2), in particular immediately after an ignition operating phase (1) up to an off operating phase (9) at the end of the entire operating time of a flight mission or from a taxiing operating phase (3) before a take-off operating phase (4) up to a taxiing operating phase (8) after a landing operating phase (7) with the constant flow of gaseous fuel. [4] Method according to one of the preceding claims, characterized by , that the amount of the constant flow of gaseous fuel corresponds at most, e.g. at least substantially, to the flow of gaseous fuel required to operate the engine during taxiing of the aircraft and / or at least substantially the flow of gaseous fuel to operate the engine at idle exclusively with the gaseous fuel. [5] Method according to one of the preceding claims, characterized by that the engine is ignited exclusively with the gaseous fuel. [6] Method according to claim 3, characterized by that the liquid fuel is switched on for operating phases in which the power of the engine exceeds the power in the idling operating phase (2) and / or in the rolling operating phase (3), the engine being operated in parallel with the gaseous fuel and the liquid fuel. [7] Method according to one of the preceding claims, characterized by that the gaseous fuel is stored and / or provided in gaseous or liquid form, wherein the gaseous fuel is vaporized before being fed into the combustion chamber when stored and / or provided in liquid form. [8] Aircraft designed to operate with a gaseous fuel and with a liquid fuel, which are supplied at least temporarily in parallel to at least one engine of the aircraft, with a control device designed to operate the aircraft according to a method according to one of the preceding claims. [9] A computer program comprising instructions which cause the aircraft according to claim 8 to be operated by a method according to any one of claims 1 to 7. [10] Control device on which the computer program according to claim 9 is stored.

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