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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
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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 Page 4© 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
June 2008 Alternative Fuels For Aircraft - Presentation to JMT - EEDR - Ref. X71PR0809987 - Issue 1 Page 5© A
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Oil Price per Barrel
Kerosine cost approx. 1.5 * Crude Oil cost
Source : NYMEX (New York Mercantile Exchange
June 2008 Alternative Fuels For Aircraft - Presentation to JMT - EEDR - Ref. X71PR0809987 - Issue 1 Page 6© A
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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
June 2008 Alternative Fuels For Aircraft - Presentation to JMT - EEDR - Ref. X71PR0809987 - Issue 1 Page 7© A
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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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Other Applications : H2 Injection into Engines (2/3)Other Applications : H2 Injection into Engines (2/3)
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…)
Other Applications : H2 Injection into Engines (3/3)Other Applications : H2 Injection into Engines (3/3)
June 2008 Alternative Fuels For Aircraft - Presentation to JMT - EEDR - Ref. X71PR0809987 - Issue 1 Page 21© A
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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%)
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