Over the past two days we have heard or we have seen a lot of presentations and we have

seen a lot of diagrams of different power trains in airship but I have only seen as

I remember one or two slides in the presentation of Mr. Bender from ZF where I've seen power

electronics and hopefully after my presentation you will remember for the rest of your life

without power electronics nothing of the systems we have seen would work. Okay to give you some

information where I come from only two slides as already mentioned our Institute Fraunhofer Institute

is located in Erlangen it's 20 kilometers from here in the north of Nuremberg and in this Institute

we have about 300 engineers and scientists working on the whole topic of power electronics we operate

a clean room and cover the whole value chain of power electronics and I think it's quite unique

in Europe and even worldwide this means that starting from material this means starting from

silicon carbide crystal grow we have a full semiconductor line so we are able to produce

our own silicon carbide power semiconductors then we have a department focusing on packaging

and reliability issues and we have the two system departments we electronics focusing

on the engineering of power electronic systems for mobile applications cars ships but in the last

five years also for aircraft and we have the department intelligent energy system focusing

on power electronics application for stationary power electronic systems for stationary applications

and this Fraunhofer Institute as you see here on the logos it's closely linked to several

universities so both business areas are linked to a chair at the University FAEU and we have

also some branch labs in Freiburg in Saxonia where we have some material research and link

to the Bavarian battery center in in Bayreuth it's about 60 kilometers from here and at my chair

we are also active in a number of aircraft research projects European project over the

last six eight years and we just finished the Genesis project where we evaluated different

drivetrain topologies for aircraft and here we had a few very deep to the individual component

so in case of power electronics for example really down to the chips to the capacitors and so to the

materials and to the economic footprint these different materials produce and so we sum up

and at the end it was possible to compare different drivetrain topologies also based on

their economic footprint during production and over the whole operating time and there are a lot

of publications here if you go to this Genesis site you can download all the deliverables I think

it's a very valuable source of information we have all so heard a lot of power drain topologies

and it starts from the choice of of the fuel we have heard the different options whether it is

hydrogen, methane, ammonia in different forms and then we have the question how do you burn the fuel?

Burn it do we burn it hot in a gas turbine or internal combustion engine or do we burn it cold

in a fuel cell and also regarding the topology we have already heard from ZF we have it's a choice

what we know from automotive, zero, parallel, hybrid topologies or as you can see here a power

split approach this means that a part of the turbine power is directly fed to a propeller for

example and a certain amount of the power is used to generate electrical power and of course it can

be added by a battery system and so on and we have heard the number of options that result from this

and regarding aircraft there was an analysis presented today what regarding what is the best

option but of course it depends on the size of the aircraft of on the mission profile so at the end

is there is not the optimum solution the optimum is always an individual result of an individual

optimization and especially if you have a large ratio between the maximum power demand for example

during climbing and the average power demand then hybridization is yeah it's a choice because if

you use only an one system you have always a certain characteristic of the efficiency over

over the power and then and it's not possible to optimize the system for for all flight phases

but this is possible if you use an hybrid approach in one of our projects the reference

system was a 15 passenger aircraft mid-range similar to the ATR 42 and here we this was our

reference where we examined a lot of different yeah power train topologies and without going

in detail it was very interesting because I learned also learned a lot during the last two

days because our focus up to now was mainly on on fixed wing aircraft and not on on airship but

the power that is necessary for airships I was it was really interested for me that is in a very