Research - H2 & Fuel Cells System Technology at Airbus - ETB - Ref. X71PR0813077 - Issue 1 H2 & Fuel...

Research - H2 & Fuel Cells System Technology at Airbus - ETB - Ref. X71PR0813077 - Issue 1

H2 & Fuel Cell System Technology at Airbus

26 Sept 08

Prepared by

Alain ChevalierHead of Policy & DevelopmentPowerplant CoC

Marc MaurelHead of Powerplant & Environment R&T Airbus Research Directorate

Research - H2 & Fuel Cells System Technology at Airbus - ETB - Ref. X71PR0813077 - Issue 1 © A

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Agenda

• Airbus Vision : Greener Aircraft • Air Traffic Growth• Oil Price per Barrel• The Cost Increase in Energy Resource• Alternative Fuels : A Necessity • Alternative Fuel Road Map• H2 & LNG Technologies : History• Outcome of EC Cryoplane Project• Fuel Cells Systems at Airbus : Motivation• The Fuel Cell System Functional Principle• Airbus Fuel Cell System Stepwise Strategy• Benefits from Multi-Functional Fuel Cell Application• Low Emission System : Fully Integrated Fuel Cells• Airbus Fuel Cell Emergency Power System• Other Applications : H2 Injection into Engines• Other Applications : FCS Architecture Studies• Conclusion


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Airbus Vision – Greener Aircraft

EADS CEO Louis Gallois at Airbus ISO14001 Certification in Paris, 14 June 2007:EADS CEO Louis Gallois at Airbus ISO14001 Certification in Paris, 14 June 2007:

'We have to increase our efforts in other research areas… Airbus has accumulated significant experience in hydrogen technology ... We also need to consider fuel cell technology to power ground operations at airports. Eliminating CO2 emissions on the ground is a concrete vision I have and I believe there is huge potential. We can’t afford to miss a single opportunity.’

BDLI Technologieforum mit Airbus CEO Dr. Thomas Enders am 11. Oktober 2007 in Berlin:BDLI Technologieforum mit Airbus CEO Dr. Thomas Enders am 11. Oktober 2007 in Berlin:

„.. Wir wollen unsere Flugzeuge noch sauberer, noch sparsamer, noch leiser machen und damit natürlich auch unsere Chancen am Markt erhöhen...Wir werden die Öko-Effizienz unserer Produkte zu einem bestimmenden Maßstab machen, an dem wir unsere Forschung messen.“

The four ACARE GOALS 2020 for the Environment:The four ACARE GOALS 2020 for the Environment:- To reduce fuel consumption and CO2 emissions by 50%- To reduce perceived external noise by 50%- To reduce NOX by 80%- To make substantial progress in reducing the environmental impact of the manufacture, maintenance and disposal of aircraft and related products.

June 2008 Alternative Fuels For Aircraft - Presentation to JMT - EEDR - Ref. X71PR0809987 - Issue 1 © A

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1970 1990 2010

RPK

? 1st Gulf War

Terrorist attacks against US

What will be the future with oil crisis ?

RPK : Revenue Passenger Kilometres

Air Traffic Growth


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Oil Price per Barrel

Kerosine cost approx. 1.5 * Crude Oil cost

Source : NYMEX (New York Mercantile Exchange


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• Unavoidable due toCrude Oil price increaseExpected CO2 Tax from the European Trading Scheme

Expected cost for CO2 Capture & Sequestration during the synthetic kerosine production process

• Assuming that:3,5 Tons CO2 / 1 Ton kerosine

1 Ton kerosine = 1,5 x 1 T crude oilYesterday Today Tomorrow

Crude Oil Price Barrel ($) 100 150 200 Kerosine ($/ton) 1100 1650 2200If CO2 Tax is 50$/ton 0 175 175If CO2 Tax is 500$/ton 0 1750 1750

The Cost Increase In Energy Resource


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US $ ~150

(7/08)

Alternative Fuels : A Necessity


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LH2 et LNG Technologies : History

• European Project CryoPlane (2000-2002) led by Airbus

• USA : modified B59 (1956)

• Russia : NK-88 Engine onto Tu-155, in 1988-1989


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Outcome of EC « CryoPlane » Project (1/2)

• Technologies to be developedLH2 TanksMetrology/probes, pipes, valves and seals and associated life time

in aeronauticsSystems

• Open questions Pumps cavitation phenomena at idleEngines transient behaviour IcingPower Systems Architecture (Fuel Cells ?)

• Consequences at A/C level (eg for 4000 NM)Empty Weight +25%Drag +10%MTOW 0 (LH2) to +10% (LNG)


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• Increase of Operational costs and for 4000 NM

LH2 at 5$/kg

LH2 at 2$/kg

LNG at 1,6$/kg

LNG at 1$/kg

1$/gal.

> +100 % +25 %

2$/gal. +15

% +5 %

Reference

Peak situation

Outcome of EC « CryoPlane » Project (2/2)


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Fuel Cells System at Airbus : Motivation

Fuel cell technology offers a chance Fuel cell technology offers a chance to approach these goals:to approach these goals:

enhanced energy efficiencyenhanced energy efficiency emission free ground operation emission free ground operation emission reduction during whole flight cycleemission reduction during whole flight cycle additional synergy benefits through fuel cell by-additional synergy benefits through fuel cell by-

products (inert gas, water)products (inert gas, water)


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The Fuel Cell System Functional Principle

GG

AASS

GG

AASS

WWAATTEERR

WWAATTEERR

HEATHEATHEATHEAT

ELECTRICITYELECTRICITYELECTRICITYELECTRICITY

H2H2H2H2

AAIIRR

AAIIRR

Fuel Cell Operation:Continuous change of chemical energy (hydrogen and oxygen) directly into electrical energy and heat without combustion

Oxygen Depleted

Air

Hydrogen + Oxygen >> Electrical power + Water + HeatHydrogen + Oxygen >> Electrical power + Water + HeatHydrogen + Oxygen >> Electrical power + Water + HeatHydrogen + Oxygen >> Electrical power + Water + Heat

H2 FROM H2 FROM REFORMER REFORMER

OR OR

H2 CRYOGENIC H2 CRYOGENIC ADDITIONAL TANKADDITIONAL TANK

FUEL CELL SYSTEMFUEL CELL SYSTEM

+ -+ -


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Low Emission System : Fully Integrated Fuel Cells

Emergency Power

Fuel Tank

inerting system

Auxiliary Power

Batteries

Ground SupportEquipment Water Refilling Truck

No pollutants :

(HC, NOx, CO, SO2)

Less noise

Fuel and CO2:

Reduced fuel burn

= lower CO2 emissions

Hydrogen supplied fuel cellHydrogen supplied fuel cell

Fuel cell technology will initiate a step Fuel cell technology will initiate a step change in aircraft systems architecturechange in aircraft systems architectureFuel cell technology will initiate a step Fuel cell technology will initiate a step change in aircraft systems architecturechange in aircraft systems architecture


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Airbus Fuel Cell Emergency Power System

First time ever:First time ever:First time ever:First time ever:

Hamburg, 27 July 2007:Hamburg, 27 July 2007:Successful first flight test performedSuccessful first flight test performed

Hamburg, 27 July 2007:Hamburg, 27 July 2007:Successful first flight test performedSuccessful first flight test performed

Toulouse, 15 February 2008:Toulouse, 15 February 2008:Flight controls powered by fuel cell in flightFlight controls powered by fuel cell in flight

Toulouse, 15 February 2008:Toulouse, 15 February 2008:Flight controls powered by fuel cell in flightFlight controls powered by fuel cell in flight

Hydrogen supplied fuel cell system operation Hydrogen supplied fuel cell system operation on-board of commercial aircrafton-board of commercial aircraft

Hydrogen supplied fuel cell system operation Hydrogen supplied fuel cell system operation on-board of commercial aircrafton-board of commercial aircraft

Hydrogen supplied fuel cell system Hydrogen supplied fuel cell system integrated into electric and hydraulic networkintegrated into electric and hydraulic network

Hydrogen supplied fuel cell system Hydrogen supplied fuel cell system integrated into electric and hydraulic networkintegrated into electric and hydraulic network


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Other Applications : H2 Injection into Engines (1/3)Other Applications : H2 Injection into Engines (1/3)

• Current DPAC Project (2008 –2009) in partnership with SAFRAN (SNECMA Moteur)

• Main principle:Hydrogen accelerates the combustion kinetics of kerosene in air

• Concept: Injection of a small amount of gaseous Hydrogen only during idle

modes (roughly 6 g/s H2 for an A30X SNECMA engine)Reduction of combustor volume for given emission rates at idle and

relight envelope Lower production rate of NOx at full power

• Beneficial Impact on emissions expected


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Supporting SNECMA Laboratory testsSupporting SNECMA Laboratory tests


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•SN first laboratory test results confirm NOx emissions benefit prediction

•Preliminary assessment of benefit at Aircraft level performed by Airbus but needs to be consolidated when NOx benefits at A/C level will be provided by SNECMA but Fuel Burn impact not negligible

•Additional risk assessment needed to clear H2 piping installation (burst zones, condensation…)



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ARCHIPAC : (Any) Fuel Reforming Technology Development for Fuel Cells– Frame : Partnership with NGH-Y & “Ecole des Mines d’Albi” (2006-2007)

GAPPAC : FCS coupled with a small turbo machinery for Armoured Vehicle APU application (25 KW). Architectures studies and demonstrator

– Frame : French ANR Project “PAN-H 2006”(2006-2009)

Partnership : NGH-Y, Renault, GIAT (leader),…

Other Applications : FCS Architectures Studies

Processeurs et Piles A

Combustibles N - G H Y


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To enable emission free operation of a fuel cell H2 is required on board of the A/C:To enable emission free operation of a fuel cell H2 is required on board of the A/C:- Gaseous H2 for small fuel cell systems- Liquid H2 for larger applications for fuel cells

Therefore Airbus is interested in the following:Therefore Airbus is interested in the following:- Hydrogen Storage technology for A/C application (gaseous & liquid)- Hydrogen infrastructure development- Hydrogen price development expectations- Environmentally friendly production technologies for H2- Reforming technologies- Safety aspects

Airbus needs Partnership !

Conclusion (2/2)


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Conclusion (2/2)

Airbus is fully committed to the fuel cell technology and its multiple application to achieve the ACARE 2020 goals

First successful demonstration of the technology achieved!

The integration of fuel cell technology in A/C will bring more improvements ....

.... Airbus welcomes your questions!


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© AIRBUS FRANCE S.A.S. Tous droits réservés. Document confidentiel.

Ce document et son contenu sont la propriété d’AIRBUS FRANCE S.A.S. Aucun droit de propriété intellectuelle n’est accordé par la communication du présent document ou son contenu. Ce document ne doit pas être reproduit ou communiqué à un tiers sans l’autorisation expresse et écrite d’AIRBUS FRANCE S.A.S. Ce document et son contenu ne doivent pas être utilisés à d’autres fins que celles qui sont autorisées.

Les déclarations faites dans ce document ne constituent pas une offre commerciale. Elles sont basées sur les postulats indiqués et sont exprimées de bonne foi. Si les motifs de ces déclarations n’étaient pas démontrés, AIRBUS FRANCE S.A.S serait prêt à en expliquer les fondements.

AIRBUS, son logo, A300, A310, A318, A319, A320, A321, A330, A340, A350, A380 et A400M sont des marques déposées.


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Back-up materials


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• Reforming (continuation)Mature reforming processes in a short term (continuation)

– The Non-Catalytic Auto-Thermal Reforming at high temperature

(N-GHY patented Process)

• H2 less concentrated than in the SR case

• Therefore, lower utilization rate in the fuel cell than in the SR case

• Less adapted to work under pressure (compressor needed for the AIR)

• NON Catalytic therefore INSENSIBLE to sulphur

Choices of each component based on technological survey and preliminary calculations

Carburant

AIR

Carburant+

EAU

H2 + CO + N2 + H2O + CO2

1400°C

Processeurs et Piles A

Combustibles N - G H Y


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Networks

•ALPHEA-H2(*)

–Created in 1986 and supported since 1996 by a “Pôle de Compétences” in Lorraine/ Forbach

•Realise H2 technological & economical survey

•Develop Industries & government/lands interest for H2

•Make studies & expertises around H2 area

19 Members,

2 Associates

& 25 Partners


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Fuel Cells & Hydrogen Joint Technology Initiative

Fuel Cell and Hydrogen Industry Workshops October 13, Brussels, Autoworld Museum.14-15 October Launch of the Fuel Cell and Hydrogen Joint Technology

Initiative (JTI)

The European Hydrogen and Fuel Cell Technology Platform

Airbus involvement through EADS-IW


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Overview By-Products

Fuel Cell System

• 180-200°C

• 330 kW el

• 410 kW th

Hydrogen Supply

• 160 -180°C

• 22 kg/h

• 0,3 m3/h

Cabin Air Supply

• 160 -180°C

• 1551 kg/h

• 1980 m3/h

• N2 79%

• O2 20%

Moist Air Exhaust

• 180 -200°C

•N2 72%

• O2 10%

• H20 17%

Condenser Water System

• 30°C

• 165 l/h

High Purity

Dry Air Exhaust

• 30°C

•N2 87%

• O2 10%

• H20 2%

KEROSENE TANK INERTING

With Dry Air Exhaust

KEROSENE TANK INERTING

With Dry Air Exhaust

WING ANTI ICING

With Moist Air Exhaust

WING ANTI ICING

With Moist Air Exhaust

CARGO BAY INERTING

With Dry Air Exhaust IN C

ASE OF

NO INERTIS

ATION

FIRE EXTINGUISHING

• Cooling & Compression

of Moist Air Exhaust

• Use e.g. Cargo Bay

X

(Available: 6840 kg/h)

( 2-3x the demand @ 66%)

Research - H2 & Fuel Cells System Technology at Airbus - ETB - Ref. X71PR0813077 - Issue 1 H2 & Fuel...

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Transcript of Research - H2 & Fuel Cells System Technology at Airbus - ETB - Ref. X71PR0813077 - Issue 1 H2 & Fuel...