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Design in the Chair Aerospace for Sustainable Engineering and Technology (ASSET)

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Design in the Chair Aerospace for Sustainable Engineering and Technology (ASSET) Design in the chair AeroSpace for Sustainable Engineering and Technology (ASSET) Joris Melkert 1 Assistant professor, Delft University of Technology, Faculty of Aerospace Engineering, Delft, The Netherlands Abstract This paper gives an overview of the design work being performed in the chair Aerospace for Sustainable Engineering and Technology. The research of the chair is focusing on the themes sustainable energy conversion and sustainable transport. The work of the chair is organized in projects. For both research themes this paper gives an overview of two projects each. Key words: design, sustainability energy conversion, transport 1. Introduction The chair Aerospace for Sustainable Engineering and Technology was started in 2003 by professor wubbo Ockels. The chair aims at applying technology form aerospace for sustainable development. The chair does this from the vision saying that nature has no mercy and that humanity in the future needs to play the game with nature, rather than against nature. In this process technological means are essential, and in particular the technologies developed by aerospace can play an essential role. It is in this respect that ASSET sees an opportunity, namely to initiate activities where the capabilities and results of aerospace engineering are particularly used for sustainable developments. As this field is new, no previous experience existed. The strategy proposed was to initiate a number of highly visible and relevant projects that will lead to subjects for education and further research. The Faculty of Aerospace engineering strives towards organizing its research and education in an object oriented way. In fact for ASSET the objects are formed by initiating visible, challenging and stimulating projects from which the education and research forms a spin-off. The research is both applied and fundamental. This policy fits in the general approach of the Aerospace Faculty and has proven its merits in the past making the faculty very successful. The two main research themes are: 1. Sustainable energy conversion 2. Sustainable transport The most visible projects in each of the research themes are Research theme 1 - sustainable energy conversion − Ladder mill − Kite propelled ships Research theme 2 - sustainable transport − Nuna solar cars − Superbus This paper will focus on the description of the projects and design related aspects. The paper will not focus on the societal and economic impact and viability since this is considered to be outside the scope of this paper. 2. Ladder mill The Ladder mill is a concept to harvest electricity from high altitude winds. The concept’s operating principle is to drive a ground based generator using a series of kites. Several kites fly high in the air at altitudes of more than one km. All kites are connected to one single cable that connects to a drum in the ground station. The lower part of the cable is wound around this drum. A generator is connected to this drum. When the kites fly in kite mode they develop a relatively large lifting force with which they pull the rope from the drum, which in turn drives the generator and thus creates electricity. At the top of the cycle the kites change to a glider like flying mode. In that configuration they generate substantially less lift and can be reeled in using relatively small amounts of energy. At the end of the cycle the kites again change to the kite ode and start pulling again. This cycle produces net energy. Fig. 1. Principle of the Ladder mill with ground based generator (source: Bas Lansdorp) Fig. 2. Artists impression of the Ladder mill (source: Jeroen Breukels) The forces acting on the kites in the two flight phases can be best illustrated using standard airfoil theory. The following two figures show the two basis flying conditions. The first figure shows the kite mode. The second one the glider mode. In the kite mode the design should be made such that the net resulting pulling force created is high. In order to be able to achieve this the lift force has to be considerably higher than the weight of the kite. Next to that the drag force has to be as small as possible since that has to be compensated by a forward component of the pulling force. The larger the component of pulling force in forward direction has to be, the more area the Ladder mill will need. Thus the ratio between the lift and the drag has to be maximized while the weight of the kites has to be minimized. Fig. 3. Kite flying in kite mode (source: Bas Lansdorp) Fig. 4. Kite flying in glider mode (source: Bas Lansdorp) In the glider mode the pulling force in the rope has to be minimized but may not become negative. Therefore a small resulting pulling force will be required. In this phase of the flight the weight will be helpful in moving the kite down with as little pulling force as possible. The mass of the cable also has an effect on the performance of the system. Since he Ladder mill consists of a series of kites the pulling force increases with an increasing number of kites of the same size. The pulling force will be lowest between the top two kites and will be highest between he lowest kite and the ground station. The cross sectional area of the cable can be adjusted for this. As a result the mass of each cable segment will change as well. In optimizing the configuration this can be taken into account as well. The amount of energy is depending on the number of kites, the design of each kite and the wind at altitude. The wind speeds change considerably with altitude. While wind speeds at altitudes below 100 m are rather unpredictable the wind speeds at higher altitudes are more predictable. The following figure shows an overview of average wind speeds as a function of altitude in the Netherlands. 12 10 8 6 Altitude (km) 4 2 0 0 1020304050 Wind speed (knots) Fig. 5. Average wind speeds over altitude in the Netherlands (source: Royal Dutch Meteorological Institute) The figure shows that the wind speeds increases rather rapidly when moving out of the boundary layer of the Earth. At altitudes above 1 km the wind speed changes gradient and keeps increasing until an altitude of approximately 10 km is reached. The design of the kites can be based n a number of concepts. Within the research program two main designs are under consideration. The first is the surf kite configuration as shown in the following figure. These kites are well known for their ability to generate large pulling forces and controllability. In general the mass of these kites is relatively small and they are controlled by at least four wires, two on either side. Manual control is the normal way of operation. The lift to drag ratio of these type of kites is smaller than that from aircraft. Fig. 6. Standard surf kite (source: Bas Lansdorp) The second approach in the design of the kites is the aircraft approach. Kites can be seen as towed aircraft. In towing gliders this is being done on a regular basis. Towing an aircraft will have consequences for its stability. Aircraft in general can reach higher lift to drag ratios than kites. On the other hand the mass is also higher. In the development program therefore aircraft like structures are being considered but they are being designed as inflatable structures. Fig. 7. Example of an inflatable aircraft like kite (source: Jeroen Breukels) One of the factors of primary importance is the control of the kites. Therefore much effort is being put this. The practical part of the research now focuses on control designs of surf kites. The theoretical part of the design focuses on control of aircraft like kites as well. In the control of surf kites a system has been designed in which the control can be performed by two instead of four control wires. One wire on either side of the kite is being moved along a rail. It has been demonstrated that accurate computerized remote control is now possible. Fig. 8. Surf kite control by two wires only (source: Bas Lansdorp, Richard Ruiterkamp) Another part of the Ladder mill project is focusing on he design of the ground station. In this ground station the drum and generator have to be located. Depending on the power being generated the size of both the drum and the generator change. Design requirements of the ground station include items like controllability, mass and efficiency of the generator being used. The following figure gives an overview of the current design of a 4 kW ground station which is currently undergoing testing. Fig. 9. The 4 kW ground station (source: Bas Lansdorp) 3. Kite propelled ships One of the more recent developments is the application of kite propulsion on ships. Next to aircraft ships can be considered as one of the most difficult means of transport to shift towards sustainability. The main reason for this that for the majority of their journey there will be no energy supply station nearby. This makes it impossible to propel them by electricity since the battery capacity would require too much space onboard. Nowadays main source of energy is heavy fuel oil. One possibility would be to look at the use of wind energy. On the oceans there will be wind power available quite often. This could be used for propulsion. Traditional sailing using tall masts will most probably not be an option for commercial shipping but kite like propulsion devices might become feasible. The German company Sky Sails is currently developing systems like this.
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