COMPARATIVE ANALYSIS OF LITHIUM ION BATTERIES (SOLID, LIQUID, AND

GEL) AS THE POWER SOURCE OF THE AIRBUS A220

GROUP 2

Ang, John Joseph M.

Calderon, Julian Llenard S.

Garrovillas, Cyril Joseph C.

Fulgencio, Kevin Troy G.

Voluntad, Reign Albert P.

12 – STEM 1

October 1, 2019
 CHAPTER 1

PROBLEM AND ITS BACKGROUND

Introduction

Issue, problem, concept, some improvements

Purely article, with citation

Rationale, reason

Makikita lahat ng nandito sa chap2

The socio-economic benefits of the global air transport industry

are irrefutable - connecting people and cultures, providing access to

global markets, and underpinning trade and tourism growth (Sillers, P.

2015). The aviation industry continues to advance up until today but

different problems and issues are still being faced and improvements

shall be considered. One of which problems that are needed to be solved

are environmental problems. According to Intergovernmental Panel on

Climate Change (IPCC), as cited by Abdalla (2018), air transport

contributes to 4.9 per cent of human-caused climate change, including

emissions of carbon dioxide and other greenhouse gases.

This study focuses in Lithium-Ion batteries that will serve as the

power source of the Airbus A220. The researchers are able to think of

this study with the help of the concept and product of Tesla which is

known for their electric powered cars. This study is inspired by the

Tesla Model S which is a Lithium-Ion battery powered car. The

researchers were able to formulate a concept in which Lithium-Ion

battery could also be an alternative power source for an aircraft that

will also help to solve the continuous environmental problem that the

aviation industry faces. The possibility of electric powered aircraft

depends on the components of the batteries. It might look impossible to

apply the Lithium-Ion batteries to perform on a long period of time.

The weight of each cell battery will greatly affect the aircraft so it

needs to be precise and accurate in terms of computations and by

conducting tests.

Statement of the Problem

This study aims to assess the possibility of Lithium Batteries as

the power source of the Airbus A220. This study aims to answer the

following questions:

1. What will be the impact of Lithium-ion Battery powered

aircrafts to the aviation world?

2. Are there significance differences in the types of Lithium

Batteries (Gel, Liquid, and Air) applied in the aircraft.

Hypothesis

1. The Lithium-ion Battery powered aircrafts will have no

impact in the aviation world

2. There will be no significant difference in the types of

Lithium-ion Batteries (Gel, Liquid, and Air) applied in the

aircraft

Objectives of the Study

This study aims to assess the possibility of Lithium Batteries as

the power source of the Airbus A220. The research also aims to:

• Provide an alternative power source to the Airbus A220 instead

of the traditional chemical producing combustion engines and lessen the

production of chemicals that is harmful for the environment. And lessen

the continuous consumption of fossil fuel worldwide.

 • Produce cheap and environmental-friendly lithium-ion powered

aircrafts that would lessen the cost of flight training for aspiring

pilots, at the same time would lessen the cost in power consumption and

the maintenance of the aircrafts.

Significance of the Study

Fuel nowadays is necessary in the everyday life of many individuals

from different use and purposes such as vehicles for travelling by land,

RC or Remote-controlled toys for entertainment, machines in some

workplace, and also aircrafts for travelling by air. Fuel consumption

is still continuous up until today because some uses fuel as the power

source of vehicles and machines, especially in the field of

transportation. But with the continuous consumption of fuel it also

contributes to pollution. Cars, Airplanes and different machines

releases Carbon Monoxide and different kinds of chemicals and fumes

which are harmful for the environment. The study will do a comparative

analysis of what type of Lithium powered batteries (solid, liquid, and

gel electrolytes) would be a great alternative power source instead of

fuel to run engines. The different beneficiaries of this research are

the following:

Airlines. With the help of lithium-ion battery powered aircraft, the

airplane would have no fuel consumption. The aircraft would run on a

cheaper and more energy friendly power source. Which means the

airline would pay less for the power consumption of the aircrafts.

Because of that, the airline would also have more profit than before.

Customers. Lithium-ion battery powered aircrafts would produce no

fumes and chemicals that the passengers sometimes inhale in the

vicinity of a running aircraft unlike the traditional aircrafts. The

lithium-ion battery powered or electric aircrafts would also be more

quiet for passengers and the people in the vicinity of the airports.

It is because of the electrically driven turbines that makes the

flight smoother, more quiet and more comfortable.

Future pilots. The main problem of students aspiring to be a pilot

is the amount of money they need to spend in jet fuel in order to

gain the amount of flight hours required to acquire a pilot license.

The lithium-ion powered aircrafts uses no fuel consumption only

renewable, cheap, and environmental friendly energy. This means that

aspiring pilots can now acquire a pilot license without spending a

lot of money.

Environment. Lithium-ion batteries would replace the fuel that the

aircraft consumes. Normally a turbine runs from combustion of fuel

and highly pressurized air that produces carbon monoxide and

different chemicals and fumes that are harmful for the environment.

Shifting to an electric powered aircraft would eliminate the

production of chemicals of the turbines because there will no longer

be a combustion.

Manufacturers. lithium-ion powered aircrafts would be on demand

because of its cheap, and energy friendly power source. Airlines and

different private companies would invest on such aircrafts because

it would benefit them in the long run.

Future Researcher. They can use this as a reference for their future

plans on other aircraft models. They can also use this research as a

basis and as a guide. Future researches can also improve this research
 to provide cheap and energy friendly Lithium-ion powered aircrafts

that would provide benefits and good services for the future

generations.

Scope and delimitations of the study

State everything that youll do, seems… summary of methodology

This research study focuses on the batteries specifically in

Lithium-ion batteries namely solid, liquid, and gel. The study will be

having a comparison of each Li-ion batteries to promote an

environmental-friendly to reduce the emission of greenhouse gases.

Furthermore, we will concentrate on electrical and mechanical component

of Airbus A220. Consequently, the need on conversion in terms of weight,

capacity, and aerodynamics. The researchers will buy different Li-ion

batteries WHERE!!!! , also electrical wires and other components which

will, then ,be tested individually. A scale model of the Airbus A220

will also be needed in this research study. Meaning, the standard and

typical airplane would not be included in this study because of its

large scale, thus, creating of a smaller version and accessible airplane

will be used in conducting this research. This paper will only be

focusing on the flight test and the scale model design of the chosen

aircraft [Airbus A220], other than these, goes beyond this study.

Def of terms

The terms to be used are related to the study??

Bullet form, alphabetical

Operational definition

At least 10
 CHAPTER 2

REVIEW OF RELATED LITERATURE

This chapter presents the related literature of studies after the

thorough and in-depth search done by researchers. It is a synthesis

of literature and researches that supports Lithium-ion batteries that

will be associated on an airplane. This will also discuss the

Related literature

RL.. article, paraphrase, citation,, concepts, facts

Meaning daw ng li-ion na from article

components

How does a Li-ion battery work?

Like any other battery, a rechargeable lithium-ion battery is made

of one or more power-generating compartments called cells. Each cell

has essentially three components: a positive electrode (connected to

the battery's positive or + terminal), a negative electrode (connected

to the negative or − terminal), and a chemical called an electrolyte in

between them. The positive electrode is typically made from a chemical

compound called lithium-cobalt oxide (LiCoO2) or, in newer batteries,

from lithium iron phosphate (LiFePO4). The negative electrode is

generally made from carbon (graphite) and the electrolyte varies from

one type of battery to another—but isn't too important in understanding

the basic idea of how the battery works.

All lithium-ion batteries work in broadly the same way. When the

battery is charging up, the lithium-cobalt oxide, positive electrode

gives up some of its lithium ions, which move through the electrolyte

to the negative, graphite electrode and remain there. The battery

takes in and stores energy during this process. When the battery is

discharging, the lithium ions move back across the electrolyte to the

positive electrode, producing the energy that powers the battery. In

both cases, electrons flow in the opposite direction to the ions

around the outer circuit. Electrons do not flow through the

electrolyte: it's effectively an insulating barrier, so far as

electrons are concerned.

The movement of ions (through the electrolyte) and electrons

(around the external circuit, in the opposite direction) are

interconnected processes, and if either stops so does the other. If

ions stop moving through the electrolyte because the battery

completely discharges, electrons can't move through the outer circuit

either—so you lose your power. Similarly, if you switch off whatever

the battery is powering, the flow of electrons stops and so does the

flow of ions. The battery essentially stops discharging at a high

rate (but it does keep on discharging, at a very slow rate, even with

the appliance disconnected).

Unlike simpler batteries, lithium-ion ones have built

in electronic controllers that regulate how they charge and

discharge. They prevent the overcharging and overheating that can

cause lithium-ion batteries to explode in some circumstances.

Liquid Electrolyte

Liquid electrolytes in lithium-ion batteries consist of

lithium salts, such as LiPF LiBF or LiCIO in an organic solvent, such

as ethylene carbonate, dimethyl carbonate, and diethyl carbonate. A

liquid electrolyte acts as a conductive pathway for the movement of

cations passing from the negative to the positive electrodes during

discharge. Typical conductivities of liquid electrolyte at room

temperature (20 °C (68 °F)) are in the range of 10 mS/cm, increasing

by approximately 30–40% at 40 °C (104 °F) and decreasing slightly at

0 °C (32 °F).

The combination of linear and cyclic carbonates (e.g., ethylene

carbonate (EC) and dimethyl carbonate (DMC)) offers high conductivity

and solid electrolyte interphase (SEI)-forming ability.

 Organic solvents easily decompose on the negative electrodes

during charge. When appropriate organic solvents are used as the

electrolyte, the solvent decomposes on initial charging and forms a

solid layer called the solid electrolyte interphase, which is

electrically insulating yet provides significant ionic conductivity.

The interphase prevents further decomposition of the electrolyte

after the second charge. For example, ethylene carbonate is

decomposed at a relatively high voltage, 0.7 V vs. lithium, and forms

a dense and stable interface.

It has been demonstrated that it is possible to form SEI in

water-based batteries. Aqueous electrolytes with a very high

concentration of a specific Lithium salt form a thin, protective

layer of film on the anode electrode, which was previously thought to

only occur in non-aqueous electrolytes.

Composite electrolytes based on POE (poly(oxyethylene)) provide

a relatively stable interface. It can be either solid (high molecular

weight) and be applied in dry Li-polymer cells, or liquid (low

molecular weight) and be applied in regular Li-ion cells.

Room temperature ionic liquids (RTILs) are another approach to

limiting the flammability and volatility of organic electrolytes.

Solid Electrolyte

Recent advances in battery technology involve using a solid as

the electrolyte material. The most promising of these are ceramics.

Solid ceramic electrolytes are mostly lithium metal oxides which

allow lithium ion transport through the solid more readily due to the
intrinsic lithium. The main benefit of solid electrolytes is that

there is no risk of leaks, which is a serious safety issue for

batteries with liquid electrolytes.

Solid ceramic electrolytes can be further broken down into two

main categories: ceramic and glassy. Ceramic solid electrolytes are

highly ordered compounds with crystal structures that usually have

ion transport channels. Common ceramic electrolytes are lithium super

ion conductors (LISICON) and perovskites. Glassy solid electrolytes

are amorphous atomic structures made up of similar elements to

ceramic solid electrolytes, but have higher conductivities overall

due to higher conductivity at grain boundaries.

Both glassy and ceramic electrolytes can be made more ionically

conductive by substituting sulfur for oxygen. The larger radius of

sulfur and its higher ability to be polarized allow for higher

conductivity of lithium. This contributes to conductivities of solid

electrolytes are nearing parity with their liquid counterparts, with

most on the order of 0.1 mS/cm and the best at 10 mS/cm.

Gel Electrolyte

A Lithium polymer battery or more correctly lithium-ion polymer

battery (abbreviated as LiPo, LIP, Li-poly, lithium-poly and others),

is a rechargeable battery of lithium-ion technology using a

polymerelectrolyte instead of a liquid electrolyte. High conductivity

semisolid (gel) polymers form this electrolyte. These batteries

provide higher specific energy than other lithium battery types and

are used in applications where weight is a critical feature, like

mobile devices and radio-controlled aircraft.

Airbus A220
The Airbus A220, previously known as Bombardier CSeries (or C Series),

is a family of narrow-body, twin-engine, medium-range jet

airliners originally designed and built by the Canadian

manufacturer Bombardier Aerospace, now marketed by Airbus and built

by joint venture Airbus Canada Limited Partnership.

The 108 to 133-seat CS100 (now A220-100) made its maiden

flight on 16 September 2013, was awarded an initial type

certification by Transport Canada on 18 December 2015, and entered

service on 15 July 2016 with Swiss Global Air Lines. The 130 to 160-

seat CS300 (now A220-300) first flew on 27 February 2015, received an

initial type certification on 11 July 2016, and entered service with

launch customer airBaltic on 14 December 2016. Early operators

recorded better-than-expected fuel burn and dispatch reliability, as

well as positive feedback from passengers and crew.

Airbus acquired a 50.01% majority stake in the CSeries program

in October 2017, with the deal closing in July 2018. As part of the

deal, Bombardier retained a 31% stake in the aircraft

and Investissement Québec19%. In August 2019, Airbus opened a second

assembly line for the aircraft at its Mobile, Alabama factory.

Airbus A220 Specifications

Variant A220-100 (BD-500-1A10) A220-300 (BD-500-1A11)

Cockpit crew 2 pilots

Passengers 116 typical / 135 max 141 typical / 160 max

28–36 in (71–91 cm) 28–38 in (71–97 cm) in

Seat pitch
in Y/J Y/J

Seat width 18.5 to 20 in (47 to 51 cm)

Cargo volume 838 cu ft / 23.7 m³ 1,116 cu ft / 31.6 m³

Length 114 ft 9 in / 35.0 m 127 ft 0 in / 38.7 m

115 ft 1 in / 35.1 m span, 1,209 sq ft / 112.3 m²

Wing
area (10.97 AR)

Height 37 ft 8 in / 11.5 m
 Fuselage
12 ft 2 in / 3.7 m
diameter

Cabin 129.0 in / 3.28 m width, 83.0 in / 2.11 m height

Cabin length 77 ft 10 in / 23.7 m 90 ft 1 in / 27.5 m

MTOW 63,049 kg (138,999 lb) 69,853 kg (154,000 lb)

Maximum
33,350 lb / 15,127 kg 41,250 lb / 18,711 kg
payload

OEW 77,650 lb (35,221 kg) 81,750 lb (37,081 kg)

Fuel capacity 21,918 l (5,790 USg) 39,080 lb (17,726 kg)

Range 3,400 nmi (6,300 km) 3,350 nmi (6,200 km)

Mach .82 (470 kn; 871 km/h) max, Mach .78 (447 kn;
Cruise speed
829 km/h) typical

Takeoff (MTOW) 4,800 ft / 1,463 m 6,200 ft / 1,890 m

Landing (MLW) 4,550 ft / 1,387 m 4,950 ft / 1,509 m

Ceiling 41,000 ft / 12,497 m[193]

Engines 2× Pratt & Whitney PW1500G

18,900-23,300 lbf / 84.1- 21,000-23,300 lbf / 93.4-

Unit thrust
103.6 kN 103.6 kN

ICAO Type BCS1 BCS3

Jet Engine

A jet engine uses the same scientific principle as a car engine:

it burns fuel with air (in a chemical reaction called combustion) to

release energy that powers a plane, vehicle, or other machine. But

instead of using cylinders that go through four steps in turn, it

uses a long metal tube that carries out the same four steps in a

straight-line sequence—a kind of thrust-making production line! In

the simplest type of jet engine, called a turbojet, air is drawn in

at the front through an inlet (or intake), compressed by a fan, mixed

with fuel and combusted, and then fired out as a hot, fast moving

exhaust at the back.

How jet engine works

Intro daw

1. For a jet going slower than the speed of sound, the engine is

moving through the air at about 1000 km/h (600 mph). We can

think of the engine as being stationary and the cold air moving

toward it at this speed.

2. A fan at the front sucks the cold air into the engine and forces

it through the inlet. This slows the air down by about 60

percent and its speed is now about 400 km/h (240 mph).

3. A second fan called a compressor squeezes the air (increases its

pressure) by about eight times, and this dramatically increases

its temperature.

4. Kerosene (liquid fuel) is squirted into the engine from a fuel

tank in the plane's wing.

5. In the combustion chamber, just behind the compressor, the kerosene mixes

with the compressed air and burns fiercely, giving off hot exhaust gases

and producing a huge increase in temperature. The burning mixture reaches

a temperature of around 900°C (1650°F).

6. The exhaust gases rush past a set of turbine blades, spinning them like

a windmill. Since the turbine gains energy, the gases must lose the same

amount of energy—and they do so by cooling down slightly and losing

pressure.

7. The turbine blades are connected to a long axle (represented by the

middle gray line) that runs the length of the engine. The compressor and

the fan are also connected to this axle. So, as the turbine blades spin,

they also turn the compressor and the fan.

8. The hot exhaust gases exit the engine through a tapering exhaust nozzle.

Just as water squeezed through a narrow pipe accelerates dramatically

into a fast jet (think of what happens in a water pistol), the tapering

design of the exhaust nozzle helps to accelerate the gases to a speed

of over 2100 km/h (1300 mph). So the hot air leaving the engine at the

back is traveling over twice the speed of the cold air entering it at

the front—and that's what powers the plane. Military jets often have

an after burner that squirts fuel into the exhaust jet to produce extra
 thrust. The backward-moving exhaust gases power the jet forward. Because

the plane is much bigger and heavier than the exhaust gases it produces,

the exhaust gases have to zoom backward much faster than the plane's own

speed.

In brief, you can see that each main part of the engine does a different

thing to the air or fuel mixture passing through:

 Compressor: Dramatically increases the pressure of the air (and,

to a lesser extent) its temperature.

 Combustion chamber: Dramatically increases the temperature of the

air-fuel mixture by releasing heat energy from the fuel.

 Exhaust nozzle: Dramatically increases the velocity of the

 What is the basis of the possibility of converting a fuel powered

engine into electric?

 In place of an internal combustion engine, the Tesla Roadster

sports a bank of batteries -- the In developing a power source

befitting such a high-performance car, Tesla went with technology

proven in the laptop computer field -- rechargeable lithium-ion

batteries. The Roadster contains 6,831 of them. They weigh about

1,000 pounds in total, and Tesla claims that they provide "four to

five times the energy-density stores of other batteries". The

batteries fit into 11 sectors with 621 batteries each. A separate

computer processor controls each sector to make sure all of the

charging and discharging is handled smoothly.

The Power Electronics Module (PEM) is a power inverter and

charging system that converts DC power to AC power using 72 insulated

gate bipolar transistors (IGBTs). This results in a marked increase

in power output compared to first-generation electric cars. Under

peak acceleration, the batteries can crank out 200 kW of energy --

enough to light 2,000 incandescent light bulbs.

In addition to controlling charge and discharge rates, the Power

Electronics Module controls voltage levels, the motor's RPM

(revolutions per minute), torque and the regenerative braking system.

This braking system captures the kinetic energy usually lost

through braking and transfers it back into the ESS. The

efficiency and integration of the battery, PEM and motor systems

is between 85 and 95 percent, allowing the motor to put out up

to 185 kW of power. Aluminum heat dissipation fins and a rear-

mounted ventilation port keep the power transistors from

overheating.
Related Studies

RS.. disseminations, paraphrase, citation

Lithium-ion battery

According to a website named SKYbrary 2016), Aircraft

manufacturers are starting to switch from Nickel Cadmium (Ni-cad) to

Lithium Ion(Li-ion) batteries which can offer increased weight

capacities and, if required, more power for traditionally powered

aircraft systems by other means.

Effects of Li-ion batteries

Skybrary (2016) mentioned that the hazards to aircraft safety

arising from Li-ion battery use arise from the potential for thermal

runaway of one or more cells in such a battery. This overheating can

lead to the emission of gas and/or smoke or the spillage of flammable

electrolyte. Such possible effects of a malfunction must be mitigated

by containment or discharge overboard unless the probability of their

occurrence can be shown to be less than appropriately-specified

certification requirements. It has been considered that overcharging

was the only known failure mode that could result in battery cell

venting with fire but it is now recognized that cell venting of smoke

and/or gas can arise from a range of other causes including external

overheating, external short circuiting of appropriate impedance,

internal short circuiting, recharging a battery that has been over-

discharged, high-rate charging, and charging at cold temperatures.

According to Davide Andrea (2011) Li-Ion cells perform

magnificently, but are rather unforgiving if operated outside a rather

tight safe operating area, with consequences ranging from the annoying

to the dangerous. In most cases the only effect is simply that the life

of the cell is reduced, or that the cells are damaged, with no safety

issues. However, abusing a Li-Ion cell in particular ways can be

extremely dangerous and can result in physical damage (piercing,

crushing) and/or overheating (from over-voltage, over-current, or

external heat).

Incorporating Lithium-ion in an airplane [research pa.. expound]

The first big aircraft manufacturer to try this was Boeing with

the Boeing 78 (SKYbrary, 2019)

Analysis of Related Literature and Studies

Own words with citations, summary