Search Results (8)

Liquid hydrogen (LH₂) fuel system architectures for aviation remain at low Technology Readiness Levels (TRLs) due to limited experimental data and the challenges of modelling cryogenic hydrogen’s behavior. This paper presents a computationally efficient framework for sensitivity analysis that integrates cryogenic thermodynamics, tank geometry, external heat ingress, engine mass flow demands, and pressurization control strategies. A set of operational scenarios was modeled to demonstrate how tank pressure and temperature evolve under various control and geometric conditions, delivering five key insights: (1) Passive tank self-pressurization leads to continuous pressure rise and subcooled liquid. (2) LH₂ withdrawal alone may not fully stop pressurization with high heat ingress. (3) Gaseous hydrogen (GH₂) injection stabilizes pressure only up to moderate heat ingress during LH₂ extraction. (4) The addition of venting enables full pressure control. (5) Tank geometry and heat flux govern transient behavior. Spherical tanks show slower pressure and temperature rise than cylindrical ones, and both geometries maintain near-constant pressure at low heat flux. These insights offer practical guidance for designing reliable and thermally stable LH₂ storage systems for future aircraft applications, paving the way towards sustainable and zero-emission aviation. Full article

Reciprocating liquid hydrogen pumps are essential equipment for hydrogen refueling stations with liquid hydrogen stored. The valves play a crucial role in facilitating unidirectional flow and the pressurization of liquid hydrogen within the pump. This paper establishes a comprehensive numerical model to simulate the whole working cycle of a reciprocating liquid hydrogen pump. The influence of valve parameters and pump operating conditions on the motion characteristics of valves, including lift, closing lag angle, and impact velocity, is investigated. The results indicate that with the maximum lift of the suction valve at 10 mm and the discharge valve at 5 mm, the closing lag angle is minimal, and the impact velocity of the valve falls within an acceptable range. The optimal rotation speed range is between 200 and 300 rpm, within which both the closing lag angle and impact velocity of valves are minimized. Excessive maximum lift and low rotational speed lead to significant oscillations and high impact velocity in valve movement with the effects being more pronounced in the suction valve. The effects of the subcooling degree of inflow liquid hydrogen on the valve motion are further analyzed. The findings suggest that the subcooling degree of inflow liquid hydrogen helps inhibit the vaporization in the pump operation and ensures the valves work correctly. This work would contribute to pump optimization and valve collision failure analysis in reciprocating liquid hydrogen pumps. Full article

Subcooled liquid hydrogen (sLH2) is an onboard storage, as well as a hydrogen refueling technology that is currently being developed by Daimler Truck and Linde to boost the mileage of heavy-duty trucks, while also improving performance and reducing the complexity of hydrogen refueling stations. In this article, the key technical aspects, advantages, challenges and future developments of sLH2 at vehicle and infrastructure levels will be explored and highlighted. Full article

A four-node model is proposed to investigate the no-vent filling performance of liquid hydrogen (LH₂) at microgravity. The no-vent filling method can directly prevent the influence of random gas–liquid distributions at microgravity, making it a good choice for cryogenic propellants to achieve orbital refueling. The typical phase distribution of the centrally located ullage was assumed and, in particular, the correlations for the boiling heat transfer of LH₂ at microgravity were corrected in this model. After the accuracy of this model was effectively verified, the effects of different filling conditions, including the initial tank pressure, the initial temperature, and the temperature of the inlet liquid, were studied. The results showed that the initial pressure had a major influence on the initial pressure rise but only a slight influence on the final pressure development. A higher initial temperature would have led to an obvious increase in the tank pressure and an obvious decrease in the final filling level when reaching the upper pressure limit. Reducing the temperature of the inlet liquid has certain effects on the pressure control and the improvement of the final filling level. In conclusion, to achieve a higher filling level under a lower pressure level during the no-vent filling of LH₂ at microgravity, sufficient pre-cooling of the filling system is required. Furthermore, appropriate evacuation of the receiver tank before filling and subcooling of the inlet liquid within an acceptable range of costs are both suggested. While the proposed model is less accurate than full-resolution CFD for the detailed evolution of physical fields, it offers much greater computational speed for quick parametric studies of key input conditions. Full article

A designed cryogenic upper stage adopted liquid hydrogen and liquid oxygen (LH₂/LO₂) as an aerospace propellant. During a zero-gravity coast period in space, the wall heat leakage into the delivery tube could induce liquid propellant evaporation and two-phase flow phenomenon, so that a bubble discharge operation must be employed prior to engine restart. In this study, a CFD approach was utilized to numerically study the bubble discharge behaviors inside the LH₂ delivery tube of the upper stage. The bubble motion properties under two different schemes, including positive acceleration effect and circulation flow operation, were analyzed and discussed. The results showed that the boiled hydrogen bubbles could increase to the size of the tube inner diameter and distribute randomly within the entire tube volume, and that, in order for the bubble to spill upward under the acceleration effect, a higher acceleration level than the needed value of acquiring liquid–vapor separation inside the propellant tank should be provided. When creating an acceleration level of 10⁻³ g₀, most of the bubbles could spill upward within 700 s. Significantly, the bubbles could not be completely expelled in the created acceleration condition since a number of small bubbles always stagnate in the bulk liquid region. In the circulation flow operation, the gas volume reduction was mainly attributed to two mechanisms: the vapor condensation effect; and bubble discharge effect. For the case with a circulation flow rate of 0.2 kg/s, a complete bubble discharge purpose was reached within 820 s, while a large bubble stagnation in the spherical distributor occupied a remarkable proportion of the total time. In addition, both the liquid flow rate and liquid subcooling exert important effects on bubble performance. When applying a high circulation flow, the gas volume reduction is mainly due to the inertial effect of liquid flow, but the bubble stagnation in the spherical distributor still affects the total discharge time. The liquid subcooling influence on the gas volume reduction is more significant in smaller circulation flow cases. Generally, the present study provides valuable conclusions on bubble motions inside a LH₂ delivery tube in microgravity, and the results could be beneficial to the sequence design of engine restart for the cryogenic upper stage. Full article

Green liquid hydrogen (LH2) could play an essential role as a zero-carbon aircraft fuel to reach long-term sustainable aviation. Excluding challenges such as electrolysis, transportation and use of renewable energy in setting up hydrogen (H₂) fuel infrastructure, this paper investigates the interface between refueling systems and aircraft, and the impacts on fuel distribution at the airport. Furthermore, it provides an overview of key technology design decisions for LH2 refueling procedures and their effects on the turnaround times as well as on aircraft design. Based on a comparison to Jet A-1 refueling, new LH2 refueling procedures are described and evaluated. Process steps under consideration are connecting/disconnecting, purging, chill-down, and refueling. The actual refueling flow of LH2 is limited to a simplified Reynolds term of v · d = 2.35 m²/s. A mass flow rate of 20 kg/s is reached with an inner hose diameter of 152.4 mm. The previous and subsequent processes (without refueling) require 9 min with purging and 6 min without purging. For the assessment of impacts on LH2 aircraft operation, process changes on the level of ground support equipment are compared to current procedures with Jet A-1. The technical challenges at the airport for refueling trucks as well as pipeline systems and dispensers are presented. In addition to the technological solutions, explosion protection as applicable safety regulations are analyzed, and the overall refueling process is validated. The thermodynamic properties of LH2 as a real, compressible fluid are considered to derive implications for airport-side infrastructure. The advantages and disadvantages of a subcooled liquid are evaluated, and cost impacts are elaborated. Behind the airport storage tank, LH2 must be cooled to at least 19K to prevent two-phase phenomena and a mass flow reduction during distribution. Implications on LH2 aircraft design are investigated by understanding the thermodynamic properties, including calculation methods for the aircraft tank volume, and problems such as cavitation and two-phase flows. In conclusion, the work presented shows that LH2 refueling procedure is feasible, compliant with the applicable explosion protection standards and hence does not impact the turnaround procedure. A turnaround time comparison shows that refueling with LH2 in most cases takes less time than with Jet A-1. The turnaround at the airport can be performed by a fuel truck or a pipeline dispenser system without generating direct losses, i.e., venting to the atmosphere. Full article

Densified liquid hydrogen/liquid oxygen is a promising propulsion fuel in the future. In order to systematically demonstrate the benefits and challenges of densified liquid hydrogen/liquid oxygen, a transient thermodynamical model considering the heat leakage, temperature rise, engine thrust, pressurization pressure of the tank, and wall thickness of tank is developed in the present paper, and the performance of densified liquid hydrogen/liquid oxygen as propulsion fuel is further evaluated in actual application. For liquid hydrogen/liquid oxygen tanks at different structural dimensions, the effects of many factors such as temperature rise during propellant ground parking, lift of engine thrust, mass reduction of the tank structure, and extension of spacecraft in-orbit time are analyzed to demonstrate the comprehensive performance of liquid hydrogen/liquid oxygen after densification. Meanwhile, the problem of subcooling combination matching of liquid hydrogen/liquid oxygen is proposed for the first time. Combining the fuel consumption and engine thrust lifting, the subcooling combination matching of liquid hydrogen/liquid oxygen at different mixing ratios and constant mixing ratios are discussed, respectively. The results show that the relative engine thrust enhances by 6.96% compared with the normal boiling point state in the condition of slush hydrogen with 50% solid content and enough liquid oxygen. The in-orbit time of spacecraft can extend about 2–6.5 days and 24–95 days for slush hydrogen with 50% solid content and liquid oxygen in the triple point state in different cryogenic tanks, respectively. Due to temperature rise during parking, the existing adiabatic storage scheme and filling scheme for densification LH2 need to be redesigned, and for densification LO2 are suitable. It is found that there is an optimal subcooling matching relation after densification of liquid hydrogen/liquid oxygen as propulsion fuel. In other words, the subcooling temperature of liquid hydrogen/liquid oxygen is not the lower the better, but the matching relationship between LH2 subcooling degree and LO2 subcooling degree needs to be considered at the same time. It is necessary that the LO2 was cooled to 69.2 K and 54.5 K, when the LH2 of 13.9 K and SH2 with 45% was adopted, respectively. This research provides theoretical support for the promotion and application of densification cryogenic propellants. Full article

Benzaldehydes are components of atmospheric aerosol that are poorly represented in current vapour pressure predictive techniques. In this study the solid state ($P_{\mathrm{S}}^{\mathrm{sat}}$) and sub-cooled liquid saturation vapour pressures ($P_{\mathrm{L}}^{\mathrm{sat}}$) were measured over a range of temperatures (298–328 K) for a chemically diverse group of benzaldehydes. The selected benzaldehydes allowed for the effects of varied geometric isomers and functionalities on saturation vapour pressure ($P^{\mathrm{sat}}$) to be probed. $P_{\mathrm{S}}^{\mathrm{sat}}$ was measured using Knudsen effusion mass spectrometry (KEMS) and $P_{\mathrm{L}}^{\mathrm{sat}}$ was obtained via a sub-cooled correction utilising experimental enthalpy of fusion and melting point values measured using differential scanning calorimetry (DSC). The strength of the hydrogen bond (H-bond) was the most important factor for determining $P_{\mathrm{L}}^{\mathrm{sat}}$ when a H-bond was present and the polarisability of the compound was the most important factor when a H-bond was not present. Typically compounds capable of hydrogen bonding had $P_{\mathrm{L}}^{\mathrm{sat}}$ 1 to 2 orders of magnitude lower than those that could not H-bond. The $P_{\mathrm{L}}^{\mathrm{sat}}$ were compared to estimated values using three different predictive techniques (Nannoolal et al. vapour pressure method, Myrdal and Yalkowsky method, and SIMPOL). The Nannoolal et al. vapour pressure method and the Myrdal and Yalkowsky method require the use of a boiling point method to predict $P^{\mathrm{sat}}$. For the compounds in this study the Nannoolal et al. boiling point method showed the best performance. All three predictive techniques showed less than an order of magnitude error in $P_{\mathrm{L}}^{\mathrm{sat}}$ on average, however more significant errors were within these methods. Such errors will have important implications for studies trying to ascertain the role of these compounds on aerosol growth and human health impacts. SIMPOL predicted $P_{\mathrm{L}}^{\mathrm{sat}}$ the closest to the experimentally determined values. Full article