Periodic Reporting for period 2 - TRINITI (Multi-Material Thermoplastic high pressure Nitrogen Tanks for Aircraft)
Berichtszeitraum: 2020-10-01 bis 2022-06-30
TRINITI Project was aimed at developing and demonstrating concepts and methodologies enabling the realization of an integrated multi-material pressure vessel for long term storage of nitrogen. The application of thermoplastic materials combined with automated and out-of autoclave technologies answered to need for less consuming, faster manufacturing processes (1 stage process) and ensured reduced weights.
Conclusions:
1. A commercial PEEK/C was the most compliant for the project requirements.
2. AFP preforming process followed by VBO has been used for the fabrication of a linerless tank.
3. The circumferential layers were laminated continuously without interruptions.
4. A Mandrel in Cavuscore material was used.
6. A comparative LCA/LCC of a Type V tank vs a Type IV tank has been carried out. A 63 lt linerless tape laid carbon composite Type V tank results in 20% less GWP Kg CO2 eq. when compared to a plastic lined composite wrapped Type IV tank of the same size. Furthermore, the reduced weight of a Type V tank has potentially large CO2 tonnage savings when compared to the Type IV equivalent. A 63 litre Type V tank weighs 10kg less than a 63 litre Type IV tank. Each saved Kg. is estimated to give fuel saving between 0, 04 - 0, 06 l per fly hour (Source IATA for efficient a / c like A380).
Unfortunately the results of the pressure test was not good, the leakages were relevant, but the lesson learnt was significant for the progress of this innovative tank:
a) The use of an extension, to overcome the main limitation of the NVT AFP machine, must be deepened considering the criticalities faced during the lamination phase;
b) More pre-consolidation phases could improve the quality of the final vessel;
c) An autoclave consolidation, also in more than a single phase process, would be more appropriate;
d) A test campaign on permeability of curved coupons could improve the results;
e) The assembly of the metallic component could result less problematic if the laminate surface had been worked as a mirror of the ferrule;
f) A test campaign on the bonding Metallic component of the vent + structural adhesive + upper surface of laminate could improve the results;
g) The vent could be fabricated with the same thermoplastic material of the tank;
h) Permeability tests should be carried out on coupons with thickness comparable with that one of the vessel.
Conclusions:
1. A commercial PEEK/C was the most compliant for the project requirements.
2. AFP preforming process followed by VBO has been used for the fabrication of a linerless tank.
3. The circumferential layers were laminated continuously without interruptions.
4. A Mandrel in Cavuscore material was used.
6. A comparative LCA/LCC of a Type V tank vs a Type IV tank has been carried out. A 63 lt linerless tape laid carbon composite Type V tank results in 20% less GWP Kg CO2 eq. when compared to a plastic lined composite wrapped Type IV tank of the same size. Furthermore, the reduced weight of a Type V tank has potentially large CO2 tonnage savings when compared to the Type IV equivalent. A 63 litre Type V tank weighs 10kg less than a 63 litre Type IV tank. Each saved Kg. is estimated to give fuel saving between 0, 04 - 0, 06 l per fly hour (Source IATA for efficient a / c like A380).
Unfortunately the results of the pressure test was not good, the leakages were relevant, but the lesson learnt was significant for the progress of this innovative tank:
a) The use of an extension, to overcome the main limitation of the NVT AFP machine, must be deepened considering the criticalities faced during the lamination phase;
b) More pre-consolidation phases could improve the quality of the final vessel;
c) An autoclave consolidation, also in more than a single phase process, would be more appropriate;
d) A test campaign on permeability of curved coupons could improve the results;
e) The assembly of the metallic component could result less problematic if the laminate surface had been worked as a mirror of the ferrule;
f) A test campaign on the bonding Metallic component of the vent + structural adhesive + upper surface of laminate could improve the results;
g) The vent could be fabricated with the same thermoplastic material of the tank;
h) Permeability tests should be carried out on coupons with thickness comparable with that one of the vessel.
The main achievements at M33 are:
- Completion of the test activities in compliance with the requirements. Specifically the results were:
1) The PEEK/C panel 3,5mm, manufactured by AFP + VBO process, had permeability values comparable with those obtained adding the inner layer.
2) All the coupons were compliant to the FST requirements
3) The AFP + VBO process was the most compliant to the requirements.
- Finalization of the Design: CETMA carried out FE numerical simulations to set up the thickness and the stacking sequence of the composite part and to optimize the geometries of metal components. A failure model and a damage criterion were implemented to simulate the progressive failure of the composite part. One vent was chosen for the final design of the tank.
- Fabrication of the final demonstrator (Type V): Based on the results of the manufacturing activity carried out at coupon and scaled tank (8L) level, the production process was frozen. The final vessel consisted of unidirectional plies placed both in the circumferential direction and in the axial direction. Unfortunately there have been big losses in the area around the vent and on both hemispherical zones, while the cylindrical part looks to have held at the tested pressure.
- Comparative LCA and LCC of a type V tank vs a type IV tank have been completed.
Main Dissemination, Communication and Exploitation activities at M33:
• Participation in a call for composite hydrogen tanks for light vehicles: Topic FCH-01-1-2020 Development of hydrogen tanks for electric vehicle architectures (CETMA).
• Participation in a call for expressions of ideas/private members for the future european partnership on clean aviation, under Horizon Europe, with a project for development of an innovative hydrogen vessel for regional aircraft (CETMA).
• Paper on Composite World CETMA(öffnet in neuem Fenster).
• Meeting with other companies that would like to achieve an hydrogen tank in thermoplastic composite materials for automotive (CETMA).
• Participation in the Confindustria meetings dedicated to the theme of thermoplastic materials for hydrogen storage (CETMA).
• Periodic Meetings with ENEA for a collaboration in the Hydrogen Valley regarding the topic of thermoplastic composite pressure vessel (CETMA).
• Program agreement ENEA - Ministry of Ecological Transition for the development of new hydrogen technologies. A study for the prototyping of hydrogen pressure vessels will carry out, exploiting the TRINITI know how (CETMA).
• Participation to Aeromart 2020 (virtual B2B) (NOVOTECH).
• Paper on Composite World NOVOTECH(öffnet in neuem Fenster).
• Participation to the 10th EASN VIRTUAL INTERNATIONAL CONFERENCE with a presentation “Validation of a novel thermoplastic material concept for the production of primary aerostructures, based on a continuous and highly automated OoA fabrication process” (NOVOTECH).
• Participation to the Italian MITE (Italian Ministry of Ecological Transition) call with the project name: “VESSEL V - Study and development of an innovative tank in thermoplastic composite material for containing hydrogen” (NOVOTECH).
• Avio Spa order finalized the construction of a TP tank in AVIO material on a water-soluble mandrel (NOVOTECH).
• Novotech will be a relevant partner in a project financed by JU- Clean Hydrogen named COCOLIH2T, coordinated by Collins Aerospace.
The majority of these activities (scientific events, conferences and workshops) were carried out in remote way (webinar, webmeeting, etc.) due to the pandemic COVID-19.
- Completion of the test activities in compliance with the requirements. Specifically the results were:
1) The PEEK/C panel 3,5mm, manufactured by AFP + VBO process, had permeability values comparable with those obtained adding the inner layer.
2) All the coupons were compliant to the FST requirements
3) The AFP + VBO process was the most compliant to the requirements.
- Finalization of the Design: CETMA carried out FE numerical simulations to set up the thickness and the stacking sequence of the composite part and to optimize the geometries of metal components. A failure model and a damage criterion were implemented to simulate the progressive failure of the composite part. One vent was chosen for the final design of the tank.
- Fabrication of the final demonstrator (Type V): Based on the results of the manufacturing activity carried out at coupon and scaled tank (8L) level, the production process was frozen. The final vessel consisted of unidirectional plies placed both in the circumferential direction and in the axial direction. Unfortunately there have been big losses in the area around the vent and on both hemispherical zones, while the cylindrical part looks to have held at the tested pressure.
- Comparative LCA and LCC of a type V tank vs a type IV tank have been completed.
Main Dissemination, Communication and Exploitation activities at M33:
• Participation in a call for composite hydrogen tanks for light vehicles: Topic FCH-01-1-2020 Development of hydrogen tanks for electric vehicle architectures (CETMA).
• Participation in a call for expressions of ideas/private members for the future european partnership on clean aviation, under Horizon Europe, with a project for development of an innovative hydrogen vessel for regional aircraft (CETMA).
• Paper on Composite World CETMA(öffnet in neuem Fenster).
• Meeting with other companies that would like to achieve an hydrogen tank in thermoplastic composite materials for automotive (CETMA).
• Participation in the Confindustria meetings dedicated to the theme of thermoplastic materials for hydrogen storage (CETMA).
• Periodic Meetings with ENEA for a collaboration in the Hydrogen Valley regarding the topic of thermoplastic composite pressure vessel (CETMA).
• Program agreement ENEA - Ministry of Ecological Transition for the development of new hydrogen technologies. A study for the prototyping of hydrogen pressure vessels will carry out, exploiting the TRINITI know how (CETMA).
• Participation to Aeromart 2020 (virtual B2B) (NOVOTECH).
• Paper on Composite World NOVOTECH(öffnet in neuem Fenster).
• Participation to the 10th EASN VIRTUAL INTERNATIONAL CONFERENCE with a presentation “Validation of a novel thermoplastic material concept for the production of primary aerostructures, based on a continuous and highly automated OoA fabrication process” (NOVOTECH).
• Participation to the Italian MITE (Italian Ministry of Ecological Transition) call with the project name: “VESSEL V - Study and development of an innovative tank in thermoplastic composite material for containing hydrogen” (NOVOTECH).
• Avio Spa order finalized the construction of a TP tank in AVIO material on a water-soluble mandrel (NOVOTECH).
• Novotech will be a relevant partner in a project financed by JU- Clean Hydrogen named COCOLIH2T, coordinated by Collins Aerospace.
The majority of these activities (scientific events, conferences and workshops) were carried out in remote way (webinar, webmeeting, etc.) due to the pandemic COVID-19.
One of the most important results of the project has been the fabrication of a liner-less nitrogen tank (Type V) that opens very promising perspectives for future airplane transport as a break-through technology.
Furthermore it has been shown that the in-situ consolidation (AFP ISC) of thermoplastic materials is an affordable technology as it is fast, clean, automated and uses sustainable materials. Specific market opportunity have been explored for the innovative products investigated during the project. The potential benefits for other technology areas are multifold, in particular when considering the universal applicability and importance of lightweight composites, insulation materials and lightweight pressure vessels.
The LCA/LCC didn't match a reduction in manufacturing flow costs of 30%. One of the main reasons is that some of the data for the manufacturing of the type IV tank was assumed to be similar to the type V, due to the lack of data for the manufacturing process of a type IV tank, but this comparison was the only option. There is also the case that the type V tank manufactured was a prototype and therefore its production costs do not accurately represent the costs if it was sent into full scale production. Considering that, a 6.67% increase in production cost doesn’t seem like an overly high figure for what is a new technology.
Furthermore it has been shown that the in-situ consolidation (AFP ISC) of thermoplastic materials is an affordable technology as it is fast, clean, automated and uses sustainable materials. Specific market opportunity have been explored for the innovative products investigated during the project. The potential benefits for other technology areas are multifold, in particular when considering the universal applicability and importance of lightweight composites, insulation materials and lightweight pressure vessels.
The LCA/LCC didn't match a reduction in manufacturing flow costs of 30%. One of the main reasons is that some of the data for the manufacturing of the type IV tank was assumed to be similar to the type V, due to the lack of data for the manufacturing process of a type IV tank, but this comparison was the only option. There is also the case that the type V tank manufactured was a prototype and therefore its production costs do not accurately represent the costs if it was sent into full scale production. Considering that, a 6.67% increase in production cost doesn’t seem like an overly high figure for what is a new technology.