Can an airport be self-sufficient energy-wise and meet all its needs using only renewable energy? If this is the case, what are the available means to initiate this transition and what is the time frame for this objective? On the contrary, if this 100% autonomous and renewable airport is in fact a utopia, how can we best approach it and go well beyond decarbonation to achieve energy independence and cost control? In order to answer these questions, the work of the PhD student will be be split into several pieces, each of which will address specific issues. However, the holistic vision of all the themes will be essential to the work of the PhD student. A non-exhaustive list of potential chapters is presented below.
- Reduction of emissions
- Evaluate new energy needs, in particular related to the electrification of a certain number of systems
- Ability of the airport's infrastructure and networks to respond to expected changes (electricity, heating network, etc.)
- New energies linked to new aircraft and their impact on the airport platform
- Reflection on the impact of the smart grid, V2G technology, etc.
- On-site energy storage.
- Compensation of residual emissions on site, work on natural and/or technological carbon sinks.
The work of the PhD student will be done in several steps to progress towards the design by optimization integrating dimensioning and energy management of the multiflow network:
- A first step of diagnosis and apprehension of the uses, constraints and resources of the airport will be necessary. It will then be necessary to make projections of the airport's needs and consumption in the short, medium and long term. The evolution of air traffic, climate, passengers, etc. will be among the factors to take into account. The objective of this first step is to have a database of input data and functional and environmental constraints to specify the specifications for the co-optimization
- Then, the PhD student will have to address the problem of the technical-economic and environmental indicators which will constitute the objective functions of the co-optimization
- The third step, of major importance, will concern the model of the multi-flow smart grid. Throughout his investigations, the PhD student will be able to use the digital twin of the STARGATE project as a reference tool that he will complete to build his own design models in order to simulate his scenarios and projections. This model base will constitute the core of the co-optimization tool which constitutes the ultimate step.
- The last step will aim at finalizing the approach and the co-optimization tool that will allow to link the input data (step 1) to the design indicators and constraints (step 2) through the design model base (step 3).
This 100% renewable and autonomous objective being carried within the European Stargate project, it will also be necessary to work on the replicability of the scenarios on other airports: this means that the methodological approach and the co-optimization tool will have to be sufficiently scalable and modular to allow replication of the Toulouse case on other airports. In addition to the thesis work, macro case studies on the airports of Brussels, Athens and Budapest could be carried out.
Finally, the PhD student will have to put the proposed scenarios in parallel with the economic perspectives of the airport and work on the temporality (projected vision) of the solutions to be implemented.
Industrial PhD carried out in 3 years from October/November 2023. Good level of English required (level B2 or more). Knowledge of the main technologies and mechanisms of energy conversion, at least with a global system vision.
The candidate will be an employee of ATB and will benefit from all associated social benefits. He/she will share his/her time between the LAPLACE laboratory (ENSEEIHT site, Toulouse downtown) and the ATB company (airport).
Salary: from 2000€ net per month
Contacts (send a CV, cover letter + names and contact of references to all people below)
