Capgemini-可持续航空：净零排放之旅（英）-2023-41页-WN6.pdf

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1、 SUSTAINABLE AVIATION:THE JOURNEY TO NET ZEROCONTENTSINTRODUCTIONREDESIGNING AIRCRAFT FOR NEW ENERGY SOURCESMAKING AIRCRAFT MORE ENERGY-EFFICIENTSUSTAINABLE IN-SERVICE OPERATIONS SUSTAINABLE SUPPLY CHAINSNEXT GENERATION AVIATIONA CULTURE FOR SUSTAINABLE AEROSPACE INNOVATIONCONCLUSION35111721273338Ca

2、pgemini Engineering3Sustainable Aviation:The journey to Net ZeroSustainable aviation:The journey to net zeroThe future of flight will look very different from today,and hopefully much more sustainable.For planes,kerosene will eventually give way to other propulsion sources,whether electric,hydrogen

3、fuel cells,or sustainably produced fuels.Meanwhile,the nature of flight itself will be transformed,as new airborne transport modes,such as air taxis-which will have sustainability designed in from the start-pass certification and hit the market.This will all have far-reaching effects.New propulsion

4、mechanisms may open up more efficient plane designs,which may radically alter the 100-year-old aviation template.Innovations in materials science and recycling may also be revolutionary for aircraft designs.On both new and old designs,new sensors and data will incrementally optimize everything-from

5、airflow over the wings to flight routes-in order to squeeze further energy efficiency gains.All of this will have an unprecedented impact on global supply chains for fuel,materials and manufacturing.This cannot happen soon enough.Aviation is responsible for at least 2%of global carbon dioxide emissi

6、ons according to the International Energy Agency(IEA),though the release of these emissions at high altitudes(eg.nitrogen oxides that increase ozone formation,and water vapour that traps heat through contrail formation)means they have an outsized effect on global warming.Addressing this in every sec

7、tor is increasingly urgent.The global average temperature has already risen by about 1.1C above pre-industrial levels,according to the Intergovernmental Panel on Climate Change(IPCC),approaching the limit of 1.5C,which the Paris Agreement hopes to keep to.Aviation has committed to being part of the

8、solution,and the global aviation industry has agreed to net-zero emissions by 2050.The big impact will come from sustainable fuels with a variety of approaches being explored.For example,Airbus aims to field a zero-emission aircraft by 2035,and is investigating hydrogen combustion and fuel cells.Boe

9、ing,Airbus and others are exploring sustainable aviation fuels(SAFs).Various start-ups are exploring fully electric and hydrogen-powered aircraft-and have recently demonstrated that success is possible.INTRODUCTIONCapgemini Engineering4Sustainable Aviation:The journey to Net ZeroINTRODUCTIONHowever,

10、other changes are also needed to reduce emissions and energy required from aerodynamic designs and lighter materials,to more efficient computer-aided flights and route planning.Supply must also change,replacing dirty raw materials and polluting factories with clean biomaterials,recycling(the circula

11、r economy),and suppliers running on renewable energy.Yet,all of this must happen in a period of aerospace growth,fuelled by new demand(especially in Asia),and increased fleet sizes.An evaluation by Boeing and Airbus reckons the number of aircraft will double in the next 20 years.But,to meet a carbon

12、 budget compatible with the Paris Agreement,this increase in air traffic volume must be balanced with emissions reductions-and will likely be part of a growing debate in the near future,with airlines,airports,consumers and governments all exerting pressure.Sustainable aviation is a complex challenge

13、 that must be tackled in various ways.We are now at a key moment in aviation history.We require a massive,coordinated effort,and a reanimation of the passion of aviation pioneers.We must reignite this spirit of innovation,driven by a sense of urgency,because failure is not an option,and the clock is

14、 ticking.Below,we cover how this must be done.So,how do we make aviation part of the solution?In each piece in this series,we will cover various ways to decarbonize aviation.5SUSTAINABLE AVIATION:THE JOURNEY TO NET ZEROCapgemini Engineering1.REDESIGNING AIRCRAFT FOR NEW ENERGY SOURCESRedesigning air

15、craft for new energy sourcesMaking aircraft more energy-efficientSustainable in-service operationsSustainable supply chainsNext generation aviationA culture for sustainable aerospace innovationDecarbonizing aircraft propulsion The biggest and most important lever for decarbonizing aviation is findin

16、g green sources of propulsion.Burning aviation fuel which currently is mostly oil-derived kerosene represents an estimated 99%of aviation emissions the so-called Scope 3 downstream emissions(ie.emissions from products in use).Sustainable Aviation Fuel is one option,and has the benefit of working wit

17、h most existing engine designs.But entirely new propulsion systems,eg hydrogen and electric,require whole new designs for the aircrafts powertrain,from engines to fuel tanks and transport,and power transmission to propellers.And in some cases,it may require a wholesale redesign of the plane.This wil

18、l not be easy.The companies who have started on this path see many years of work before they can get green planes into regular flight.There is an engineering challenge ahead on a scale and urgency the likes of which aviation has never seen.Nonetheless,companies large and small are taking on the chal

19、lenge.Time is of the essence,not only because the clock is ticking on climate change,but also because the companies that get there first will have a significant advantage.This doesnt just mean fielding new aircraft,but also retrofitting existing fleets for sustainability.For example,just a years jum

20、p on competitors could mean many orders,before others catch up.So,how can companies accelerate this Engineering R&D process?Capgemini Engineering6Sustainable Aviation:The journey to Net Zero99%of aviation emissions is mostly oil-derived keroseneThe challenge ahead Decarbonizing propulsion comes with

21、 a series of options,each with its own challenges.We will summarize the opportunities and challenges of each,before discussing solutions.Sustainable aviation fuelThe easiest and most promising short-term solution is sustainable aviation fuel(SAF),a category of fuels derived from biomass or from carb

22、on capture,which remove CO2 from the air or emissions and chemically process it into precursors of kerosene.According to the International Air Transport Association(IATA),SAF could contribute contribute around 65%of the reduction in emissions needed by aviation to reach net-zero in 2050.In terms of

23、redesigns,SAF is the easy option.SAF can drop in-which means that it can be blended with conventional jet fuel and,in some cases(more in future),replace conventional jet fuel entirely.This means that SAF requires little to no redesign.Airbus already has commercial and military aircraft capable of fl

24、ying with up to a 50%blend of SAF,and aims for 100%by 2030.The UK MOD has begun accepting up to 50%drop in from its fuel suppliers and has already demonstrated a 100%SAF flight.SAF,it should also be noted,can be produced in a carbon neutral way,but take CO2 out at ground level and return it at altit

25、ude so,whilst a good deal better than kerosene,and an excellent transition fuel,SAF is not a completely green solution.Its worth mentioning that the production pathway of SAF(and thus its scalability)is an important factor.For example,its important to ensure that SAF created from biological sources(

26、like forestry residues)does not compete with other sectors that need to use those same resides,like the paper industry.The EU and US are pursuing different approaches to this challenge.You can read more about the importance of sustainable supply chains in Article 4.HydrogenAs a fuel source,hydrogen

27、can be directly combusted,or used in a hydrogen fuel cell to produce electricity.Due to a later start,hydrogen has a shorter timeline and is likely to start seeing major aviation deployment in the 2030s.When combusted,hydrogen reacts with oxygen to create energy and water vapour,and so has no carbon

28、 emissions.If the hydrogen is produced from green sources,flights could,in theory,be carbon neutral(though it is unlikely we will completely eliminate emissions from hydrogens production,storage and transport infrastructure).The energy density of hydrogen,by mass,is three times greater than kerosene

29、,which makes hydrogen very attractive as an energy carrier.However,it has less energy by volume than kerosene:six times less for gas at high pressure(700 bars)and three times less for liquid(which requires it to be cooled to-253C).So liquid hydrogen is more viable but will still require more space f

30、or storage than fuel,which will challenge aircraft shape and architecture.As such,it will likely require planes to be redesigned to accommodate larger fuel tanks.This,for example,could create an opportunity to improve aircraft by moving the fuel storage-for example,taking it out of the wings.The win

31、gs could then be made thinner,generating less drag and increasing fuel efficiency.It also creates complex challenges around the design,engineering and materials choices for hydrogen storage tanks,fuel injection,and the engine itself-which would need to be modified to deal with this new fuel source.H

32、2(whether combusted or used in fuel cells)also produces contrails/water vapour,the dispersion of such clouds(contrail cirrus clouds)can trap heat that radiates from the earth below,increasing warming.Combusting it also produces nitrogen oxides(NOx)which could be a cause of smog,acid rain,and respira

33、tory problems in humans,though it produces less of these than kerosene.Hydrogen could also be used to power fuel cells,which drive an electric powertrain,and which have no waste emissions.A few recent test flights,including from startups ZeroAvia and Universal Hydrogen,are promising.Major primes are

34、 betting on the technology too;Airbus wants to deploy its hydrogen fuel cell-powered engine at a major scale by 2035.It is worth mentioning,however,that the weight of these fuel cells may limit them to single-aisle planes,and medium ranges.Capgemini Engineering7Sustainable Aviation:The journey to Ne

35、t ZeroElectric propulsion As with electric vehicles(EVs),batteries could power engines and be charged at airports in-between operations.The main constraint is the batteries themselves,which are heavy.This decreases flight efficiency and thanks to the laws of physics-places an upper limit on how much

36、 energy can be stored before any given plane is too heavy to fly.Nonetheless,electrical propulsion has already demonstrated promise in smaller aircraft.Pipistrel claims to be the first company to get certification for an electric aircraft(the Velis Electro),back in 2020.More recently,in September 20

37、22,US-based Eviation Aircraft demonstrated what it claims to be the worlds first all-electric passenger craft,with a predicted service date of 2027,and a plan for commuter and cargo flights between 150-250 miles.The primary engineering challenge then will be squeezing optimal efficiencies out of bat

38、tery storage and efficiency,as well as making them lighter weight,to extend the range of electric planes.Progress may come from new battery chemistries that are lighter and more powerful,like lithium sulphur.There is also much improvement to be gained from better thermal management,which can also he

39、lp to prolong battery life.Electric powertrainsThe secondary challenge of electrification will be redesigning plane subsystems and control surfaces with electric motors and transmission lines to replace hydraulic ones.These have differing operating considerations to existing hydraulic controls and m

40、ajor work will need to be done to retrofit them to existing aircraft.This may nonetheless be viable.Electrification can be used on an aircraft with any kind of engine(eg.conventional,SAF,H2),provides potential weight savings compared with conventional hydraulics and potentially draws less energy fro

41、m the aircrafts power plant,as well as being simpler to install and maintain(due to fewer moving parts)whilst arguably offering more precise control.Hybrid electric Hybrid electric propulsion(in which a vehicle uses electric power combined with other propulsion sources)has already proven itself in t

42、he automotive sector.An aircraft could use an electric drive for better energy management,for example,during taxiing,or in conjunction with the aircrafts other engines to provide assistance during take-off and ascent.Airbus claims that hybrid electric propulsion could reduce fuel consumption by 5%pe

43、r flight.It could also be invaluable when combined with other kinds of power sources that lack the peak power output of kerosene.Capgemini Engineering8Sustainable Aviation:The journey to Net ZeroDigital enablers:getting there fasterThe challenges above will clearly take energy and research.Given the

44、 safety-critical nature of aerospace,they will also take a lot of testing before passengers are allowed anywhere near them.Some of this just has to be done,but some elements can be sped up through new digital engineering approaches.Digital design tools can help scope design and architecture,engineer

45、ing,as well as the electrical,mechanical systems and physical domains,and how they should join up.Modelling when designed by aerospace entering experts-can help optimize and define the most effective configuration for fuselages,tanks and wings,predict the best materials choices,and design the integr

46、ation of electrical,electronic,and mechanical components.Even Artificial Intelligence(AI)can help propose optimal designs if provided with clear input criteria,reducing the number of false starts,and the need to produce early physical prototypes.Simulations and physics-based systems modelling can be

47、 used for understanding important properties,like thermal management,which will be critical for the safety and efficiency of designs of battery packs,and engines using new fuel sources stored at different pressures and temperatures.Software design will also be increasingly important for system manag

48、ement,as powertrains are electrified and systems need to be monitored and held at particular states throughout the flight.Model-based system engineering(MBSE)-the application of modeling to support system requirements,design,analysis,verification and validation(V&V)activities allows designers to tak

49、e a holistic view;analyzing the aircraft system as a whole throughout its entire lifecyle,and identify the interactions between its components.The digital approach can help to accelerate projects,hastening the Validation&Verification(V&V)certification process,for example,by allowing more of the test

50、 and evaluation work to be done digitally.AI can also be used to translate flight data into scenarios for simulated testing from the component level up to virtual flight tests in varied and challenging conditions.This helps spot challenges early,reducing risk in costly real-life flight tests though