The Airbus Fuel Cell Approach

September 2012

EYVE – Airbus Fuel Cell Systems Engineering

The Airbus Fuel Cell Approach

Presented byBarnaby Law, Head of Department „Integrated Fuel Cell Technology“y p g gy

Content

September 2012The Airbus Fuel Cell Approach - EYVE - Ref. PR1200940 - Issue 1

• Airbus in general• Airbus’s motivation for Fuel CellsAirbus s motivation for Fuel Cells• ATA85 and the Airbus Multifunctional Fuel Cell• Walk through of the main fuel cell interfacesWalk through of the main fuel cell interfaces• Goals for the Airbus MFFC Flight Test Campaign

© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document.

Airbus designs and builds the world‘s most modern aircraft

September 2012

aircraft600

A380 Airbus Facts: (27.06.2012)

11 611 O d

Pax

500A340-600

11.611 Orders7.270 Deliveries4.341 Order book

~ 350 Airline Operators

400

A330-300 A340-300A340-500

A350 XWB-1000

300A300-600

A310

A330-200 A350 XWB-800

A350 XWB-900

200

A321

A320

A319

1003000 4000 5000 6000 7000 8000 9000

Range

A319

A318


3000 4000 5000 6000 7000 8000 9000 nm

Motivation: ACARE 2020 Goals


“We want to make our aircraft even more efficient,cleaner and quieter. The eco-efficiency ofq y

our products will be a determining benchmarkto measure the success of our research.“

Dr. Thomas EndersCEO of EADS

-50%External Noise

-50%Fuel Consumption

-80%NO E i i

-50%CO2 Emission

Fuel ConsumptionNOX Emission

Airbus is fully committed to the fuel cellAirbus is fully committed to the fuel cell technology as a key contributor to achieve the

ACARE* 2020 goals* Advisory Council for Aeronautics Research in Europe


* Advisory Council for Aeronautics Research in Europe

Motivation beyond 2020


• The Vision 2020 is already ambitious, however the aviationleaders have already set even more ambitious targets.y g

• EADS-internal research and development will be strongly affectedby Vision 20201) and ACARE 20502) goals.

Goal Vision 2020 ACARE 2050CO2 Emission Reduction3) 50% 75%NOx Emission Reduction3) 80% 90%External Noise Reduction4) 50% 65%Fuel Consumption Reduction 50% ?Fuel Consumption Reduction 50% ?

1) http://www.acare4europe.org/docs/Vision 2020.pdf2) http://www.acare4europe.org/docs/Flightpath2050_Final.pdf3) Reduction per passenger kilometer.4) Reduction per flying aircraft


4) Reduction per flying aircraft.

Motivation from A/C design trends


• Current subsystems for conventional aircrafts convert mechanical,thermal, hydraulic, pneumatic and electric energy, ..., y , p gy,

... whereas future subsystems for passenger aircrafts aim tot f bl l t i (MEA)convert preferably electric energy (MEA).

Source: More Electric Aircraft Elektrische Grundsysteme Stefan Römelt & Wolfgang Pecher CASSIDIAN


Source: More Electric Aircraft – Elektrische Grundsysteme, Stefan Römelt & Wolfgang Pecher, CASSIDIAN

The hydrocarbon challenge: A need on the horizon!


60Gb/a

60Gb/aGb

50

60

50

60History Forecast

4040ConsumptionConsumption

20

30

20

30

I iI i

1010

Increasing Increasing gapgap

Discovery of Discovery of

01930 1940 1950 1960 1970 1980 1990 2000 2010 2020 2030 2040 2050

01930 1940 1950 1960 1970 1980 1990 2000 2010 2020 2030 2040 2050

new reservesnew reserves


Average oil prices have rebounded to 2008 values


Average annual WTI oil price (US$ per bbl)

Average Annual Price

History Forecast

120

140

160

Oil price (Current US$)

(US$ per bbl)Per Barrel

>$120

80

100

120

40

60

80

0

20

1980 1985 1990 1995 2000 2005 2010 2015 2020 2025 2030

Fuel costs have quadrupled in a decade


Source: US EIA (Energy Information Administration), IHS Global Insight, Airbus

Motivation due to our product life


forecasted growth6x today’s traffic ?

forecasted growth4x today’s traffic

forecasted growth2x today’s traffic

last affordable Kerosene

competitive alternative fuelsp

Long Term Projects

alternative energy

A320 NEO NSR as A320 successor

Enhancement

yearsY1787 A350 NEO yearsEIS

products for 2025 and beyond

EIS? EIS EIS


Airbus Multifunctional Fuel Cell System


a) Icing prevention

b ) Cooling

a) Cockpit air

b) Cabin air

HEAT HUMID AIRGaseousHydrogen

or

CONDENSER

SEPARATOR

GAS/GAS

HUMIDIFIER

Liquid Hydrogen (cryogenic)

or

FUEL CELL MODULE

Compressed Cryogenic Hydrogen

a) Potable Watera) ECSb) M i E i St t

INERT GASa) Fuel Tanks

EL. POWER WATER

or

Hydrite based Hydrogen

b) Toilet Flush Water

c) Engine injection

b) Main Engine Startc) Autonomous taxiingd) Emergency Powere) Ground Power

b) Cargo Inerting

c) Fire extinguishing


e) Ground Power

Benefits of the Airbus MFFCS


Modular Fuel Cell System

Hydrogen Tankweight

reduction

RAT

reduction

Battery

emissionreduction

FTIS = Fuel Tank I ti S t

Engine Water Injection

Water Refilling Truck

Ground Support

APUInerting System Injection

DOC TruckEquipment.

Fuel cell and H2 can make Airbus systems more eco-efficient

reduction


The Airbus Fuel Cell Approach - EYVE - Ref. PR1200940 - Issue 1

The three major pillars of our development plan

June 2012 September 2012

FC & H2 Safety & FC & H2 AircraftFuel Cell & H2

• FC System • Value Analysis • Risk Analysis

yCertificationOperationsTechnology

• Power Mgmt

• Thermal Mgmt

• DMC/RC/NRC/NPV

• Airport Operations

• Safety Analysis

• Establishment of ATA Ch 8

• Ice Protection

• Power Electronics

• Airline Operations

• Maintenance C t

ATA Chapter 85

• Eurocae/SAE Standardization

• Inerting

• Hydrogen Storage

Concepts

• Hydrogen Infrastructure

Standardization Working Group 80

• Water GenerationInfrastructure


The main Fuel Cell system interfaces


Fuel Tank Inerting with conditioned Fuel Cell System

ATA 47Potable Water Generation & Buffering

ATA 38* Multifunctional Fuel Cell Integration

Liquid Hydrogen Supply

ATA 85

conditioned Fuel Cell System oxygen depleted air

Bufferingy g y

ATA 21ATA 85

ECS / Cooling centre / Air supply Fuel Cell Systemincluding Emergency Power Function

ATA 24ATA 26

Electrical network

ATA 24Fire Knock Down &Fire Suppression

ECS: Environmental Control System VFSG: V F Starter Generator


CSAS: Cooled Service Air System PMSG: Permanent Magnet Starter Generator

Why (Liquid) Hydrogen for PEMFCs?

The Airbus Fuel Cell Approach - EYVE - Ref. PR1200940 - Issue 1 September 2012

ATA 85

• Highest gravimetric and volumetric storage density compared to other Hydrogen storage technologies 1kg LH2 = 14l = 11,1m³ // LH2 = 71kg/m³ // GH2(350bar)= 23kg/m³ // GH2(700bar)= 39kg/m³


• Due to the energy quantity we can store with LH2 the A/C only needs to refill at the same interval as it does for Jet Fuel A1.

• A safe and certifiable way to transport large amounts of Hydrogen on A/C with y p g y gfully developed storage, filling and handling technology, adaptable to aircraft applications

• The Hydrogen quality/purity will always be very highy g q y p y y y g• Aircraft and Airports offer possibly the most predictable and regular transport in

the world => Best suited for LH2.• Note: This is reason why LH2 will not work for private cars, but could work for busses and taxi fleets.

• Large amounts of H2 (as required for Airports) are transported and stored as LH2 => No extra process only for A/C.


Hydrogen compared to kerosene


ATA 85

Comparison of propertiesLiquid Hydrogen vs. Kerosene

Overview of H2 states


@ same energy content

Kerosene

LH2

LH2 Kerosene

Weight1 : 2.8 4 : 1

Volume

Nevertheless, the complete system has to be considered for a fair comparison (storage + fuel), as in the case of LH2:

- cryogenic and pressurized tanks are required (T~-253°C and p~1- 2 bars) ll ti 4 ti t l th k h i l li d i l t k- space allocation : 4 times greater volume than kerosene, spherical or cylindrical tanks

- efficient insulation of complete fuel system (tank, pipes, …)

Efficient storage systems for Hydrogen are key


LH2 on the A/C


ATA 85

Kerosene


1st Energy Source for Primary Power

or any other Hydrocarbon Fuel

2nd Energy Source for Secondary PowerLH2

The more electric A/C get, the more important dissimilar energy becomes


LH2 Storage Architecture


ATA 85


Tail Cone Installationof the LH2 Tank


September 2012


The main ATA85 interfaces






ATA 85


Bufferingy g y

ATA 21ATA 85


ATA 24ATA 26

Electrical network





Fuel Cell Basics


Fuel Cell System

ATA 85

Fuel cell operation: Oxygen Oxygen fromfrom airair Cathode:O2 + 4 e- => 2O2-

Fuel Cell System

Continuous change of chemical energy (Hydrogen and oxygen) directly into electrical energy and

Fuel CellFuel Cell

O2 4 e > 2O2 O2- + 4 H+ => 2 H2O

O2 = Oxygen MoleculeO2- = Oxygen IonH O W theat without combustion

HydrogenHydrogen OOxygen xygen

H2O = Water

DDepleted epleted AAirir

Anode: 2 H2 => 4 H + + 4 e-

H2 = Hydrogen MoleculeH+ = Proton

ElectricityElectricityWaterWaterHeatHeat

e- = Electron

Hydrogen + Oxygen >> Electrical power + Water + Heat

WaterWaterHeatHeat


Operating 2 Fuel Cells: Some results

September 2012

ATA 85

ATA 24


Test Set-UpProvide Power

ATA 24

DCM (PDU)

Storage Unit 1&2

HVDC1FCS1 Inductive Load1

DCM (PDU)

K1K3

K4HVDC1=

=

FCS2 Inductive Load2K2 K5

HVDC2==

Ohmic/resistiveLoad1

Storage Unit 3&4

Ohmic/resistiveLoad2



Our Fuel Cell Technology RoadmapFuel Cell System

ATA 85

Fuel Cell System

Hybrid SOFC Engine





ATA 85

Potable Water Generation & Buffering



ATA 47

y g y Buffering conditioned Fuel Cell System oxygen depleted air

ATA 21ATA 85


ATA 24ATA 26

Electrical network






ATA 47 Fuel Tank Inerting SystemFuel Cell System

ATA 85

ATA 47


Fuel Cell System

Fuel Tank Inerting

ATA 47





ATA 85Fuel Tank Inerting with conditioned Fuel Cell System



y g y conditioned Fuel Cell System oxygen depleted air

Buffering

ATA 21ATA 85


ATA 24ATA 26

Electrical network

ATA 24Fire Knock Down & Fire Suppression





Cargo Fire Suppression by Fuel Cell ODAFuel Cell System

ATA 85

ATA 26


• Background:Use of Halon for cargo hold fire protection not permitted any more due to EU

Fuel Cell System

Cargo Fire Suppression

ATA 26

environmental legislation for new a/c when submission for new type certificate takes place after 31.12.2018.

• Fuel Cell ATA26 concept:k k d fi i f l t i t ( t fi d t l)• knock-down fire using for example watermist (get fire under control)

• long term fire suppression using ODA (provided by FC, until safe landing)

WM: Watermist ODA: Oxygen Depleted Air

Weight Opportunity

No

WM: Watermist ODA: Oxygen Depleted Air

NoneODA

Wei

ght

Nooptionfurthermore

Halon System WM with high ODA flow

WM with min ODA flow

AlternativeSolution





ATA 85Fuel Tank Inerting with conditioned Fuel Cell System



y g y conditioned Fuel Cell System oxygen depleted air

Buffering

ATA 21ATA 85


ATA 24ATA 26

Electrical network






ATA 38 – Water GenerationFuel Cell System

ATA 85

ATA 38


• Potable Water generated by Fuel Cells

Fuel Cell System

Potable Water Generation

ATA 38

during flight instead of on ground water tank filling

• Weight reduction SA @ T/O ~ 160kg• Weight reduction A380 @ T/O ~ 700kg








ATA 85


Bufferingy g y

ATA 21ATA 85

ECS / cooling / air supply Fuel Cell Systemincluding Emergency Power Function

ATA 24ATA 26

Electrical network






ATA 24 interfaceFuel Cell System

ATA 85

ATA 24

September 2012

Electrical Loads Analysis

Fuel Cell System

Electrical Network

ATA 24

• The load cycle is an important driver for fuel cell durability and reliability.

MTBF

Automotive5000 h MTBF

Forklifts>10 000 hrs MTBFSerial hybrid arch.

Residential>40 000 hrs MTBF

Steady state operation

>5000 hrs MTBFLots of transients

1 start/stop every 8 min

L t i t l d l


Less stringent load cycle



ATA 85

ATA 24

September 2012

Multiple power sources / multiple heat sinks

Fuel Cell System

Electrical Network

ATA 24

• Ground : • “Unlimited” cooling through dedicated fan• Autonomous Zero Emission A/C

Fuel Cell+ e taxi

Engines off

System+ e‐taxi




ATA 85

ATA 24

September 2012


Fuel Cell System

Electrical Network

ATA 24

• Take off and climb :• Fuel cell systems support transients to avoid

generator overload (e-WIPS)

Fuel Cell

Engine generators

System




ATA 85

ATA 24

September 2012


Fuel Cell System

Electrical Network

ATA 24

• Cruise :• Fuel cell system power output driven by water &

inerting requirements

Fuel Cell

Engine generators

System




ATA 85

ATA 24

September 2012


Fuel Cell System

Electrical Network

ATA 24

• Descent :• Engines throttled back to idle• Fuel Cell systems take over most of the loads y

Fuel Cell

Engine generators

System




ATA 85

ATA 24

September 2012


Fuel Cell System

Electrical Network

ATA 24

• Failure scenario :• Fuel cell systems can support or take over one side

or two

Fuel Cell

Engine generators

System


September 2012

Goals for Flight Test


• Demonstrate true fuel cell multifunctionality in flight• Power Supply to A320 AC bus AND additionally +/-270 HVDCpp y y• ODA generation and inerting of centre tank• H2O generation for ATA38

• Strong Airbus commitment to ACARE 2020 goalsg g• Validate and prove operational aspects of the MFFC• Prove fuel cell architecture operability throughout the full flight envelope• Validation of simulation tools and results• Validation of simulation tools and results• Demonstrate powerful supply chain• Based on similarity to Airbus fuel cell baseline architecture



IAA 2011: Dieter Zetsche, CEO Daimler AG

"Es ist Zeit für einen Ölwechsel! Wasserstoff ist das bessere Öl", sagt Zetsche. DieVerbrennungsmotoren begräbt er praktisch im Vorbeigehen: "Selbst wenn der letzteVerbrennungsmotor optimiert, das letzte Haus gedämmt und die letzte Glühbirne verboten ist, hätte die Welt bei steigenden Verbraucherzahlen immer noch ein CO2-Problem." Im Prinzip, so lässt sich aus Zetsches Ausführungen folgern, hat die Menschheit gar keine andere Wahl, als auf eine neue "Wasserstoff-Gründerzeit" zu setzen An passenden Autos dafür werde es jedenfalls nicht mangeln sagtzu setzen. An passenden Autos dafür werde es jedenfalls nicht mangeln, sagt Zetsche.

Bericht aus www.spiegel.de 2011-09-13

© AIRBUS Operations GmbH All rights reserved Confidential and proprietary document This document and all information contained herein is the sole property of AIRBUS Operations GmbH No intellectual property rights© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document. This document and all information contained herein is the sole property of AIRBUS Operations GmbH. No intellectual property rightsare granted by the delivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS Operations GmbH. Thisdocument and its content shall not be used for any purpose other than that for which it is supplied. The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressedin good faith. Where the supporting grounds for these statements are not shown, AIRBUS Operations GmbH will be pleased to explain the basis thereof.AIRBUS, its logo, A300, A310, A318, A319, A320, A321, A330, A340, A350, A380, A400M are registered trademarks.


The Airbus Fuel Cell Approach - EYVE - Ref. PR1200940 - Issue 1 September 2012

Thank you for your attention!

© AIRBUS Operations GmbH All rights reserved Confidential and proprietary document This document and all information contained herein is the sole property of AIRBUS Operations GmbH No intellectual property rights© AIRBUS Operations GmbH. All rights reserved. Confidential and proprietary document. This document and all information contained herein is the sole property of AIRBUS Operations GmbH. No intellectual property rightsare granted by the delivery of this document or the disclosure of its content. This document shall not be reproduced or disclosed to a third party without the express written consent of AIRBUS Operations GmbH. Thisdocument and its content shall not be used for any purpose other than that for which it is supplied. The statements made herein do not constitute an offer. They are based on the mentioned assumptions and are expressedin good faith. Where the supporting grounds for these statements are not shown, AIRBUS Operations GmbH will be pleased to explain the basis thereof.AIRBUS, its logo, A300, A310, A318, A319, A320, A321, A330, A340, A350, A380, A400M are registered trademarks.


The Airbus Fuel Cell Approach

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