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Abstract
Future aircraft will have to deal with a set
of stricter and new technical, operational and
economical requirements towards in-flight and
on ground power generation for primary and
secondary aircraft systems. The reduction of
fuel consumption, noise and exhaust emissions
calls for new technologies, of which fuel cells
show a high potential for future realization
because of the unmatched efficiency and
environmental performance.
Basically, two types of fuel cells, i.e. low
temperature PEMFCs and high temperature
SOFCs, seem to be technically feasible to enter
the market in the coming 10 to 20 years.
Considerable differences in performance,
possible concepts and integration into the
aircraft favor the one or the other. According
to dedicated fuel cell concepts, simulations
have been modeled to obtain results which form
the basis for a general assessment of
compatibility with major aircraft systems in
more electrical aircraft architectures.
Additionally, integration concepts have
been investigated to determine potentials for an
optimal location of the concepts.
1 General Introduction
1.1 Aircraft System Architectures
Along with basic economic and
operational requirements towards aircraft from
operators, who demand inter alia for low
operating cost and high reliability, other
factors, like more stringent noise and emission
active in
flight
(X)
active else
than in flight
AEA System
Architecture
active in
flight
(X)
active else
than in flight
System
Power [kW]
active in
flight
(X)
(60)
Fuel Pumps
10
10
Lighting
15
Commercial loads
25
Avionics
10
Galleys
75
Cargo Doors
Flight Controls
Landing Gear
Engine Starter
15
80
25
350
200
400
X
X
X
[kW]
145 (205)
910 (960)
1215 (1275)
145 (205)
560 (720)
850 (910)
Figures interpolated from different sources for A330 and 777, rounded to 5kW, figures in ( ) depict systems active in emergency only
Generator
Gearbox
Hydraulic Pumps
Engine
Lighting
Electric
Compressor
Bleed Air
Avionics
Ice & Rain Protection
Galleys
Cargo Loading
Commercial Loads
Generator
APU
Compressor
Bleed Air
Flight Controls
Hydraulic
Landing Gear
Breaks
Back-up Hydraulic Generator
Cargo Doors
Thrust Reversal
Batteries
Air Conditioning
External Power
Other
Pneumatic
Pressurization
Wing Anti Ice
Hand Pump
Fig. 1. Energy Supply (left) and Consumers (right) with Future Electric Systems (yellow) According to the Scenario
3
2.1 SOFC
As presented in [5], the schematic
overview describes a hybrid SOFC (fuel cell
and gas turbine components). With a stack
entry pressure of over 3.5 bar and a stack
temperature between 800C and 1000C, heat
energy can be recovered by the turbine, driving
the compressor and generator.
exhaust
water tank
water
H2 recycling
fuel
external
heat exchanger
fuel
external
heat exchanger
air
cathode
internal heat
exchanger air
fuel cell
combustor
air
generator
centripetal
turbine
centrifugal
compressor
anode
jet pump prereformer
Flight Envelope
cabin air
ambient air
14000
system efficiency
80%
78%
PEMFC
Electrolyte
Operating Temp.
Charge Carrier
Reforming process for HCfuels
Prime Cell Components
Catalyst
Robustness against poisoning
Ceramic
80C - 100C
600-1000C
H+
O2-
External
Carbon based
Ceramic
Platinium
Perovskites / Nickel
Sensitive to S
Evaporative
Gaseous Product
Process Gas +
Independent Cooling Medium
Internal Reforming +
Process Gas
H2O effluent at
Air side
Fuel side
System efficiency
> 40%
Maturity
76%
10000
74%
72%
8000
70%
6000
68%
66%
4000
64%
2000
62%
60%
Ta
xi
-in
SOFC
12000
Sta
rt u
p
Ta
Ta
xike
ou
off
t
to
15
00
ft
Ac
ce
ler
Cl
ati
im
on
bt
o1
00
00
ft
Ac
ce
ler
ati
on
Cl
im
bt
oI
Cr
CA
uis
ea
t3
50
00
ft
Ste
pC
Cr
lim
uis
b
ea
t3
90
00
ft
Ste
pC
Cr
lim
uis
b
ea
t4
De
30
sce
00
nt
ft
to
10
00
Ho
0f
t
ld
at
10
00
0f
t
De
ce
ler
De
ati
sce
on
nt
to
15
00
ft
De
ce
ler
ati
on
Ap
pro
ac
h
altitude [m]
flight envelope
14000
P-System
P-SOFC
P-Turbine
P [kW]
P-Compressor
400
350
12000
300
10000
250
8000
200
6000
150
4000
100
2000
50
0
Ta
ke
T
off axiou
to
t
15
Ac 00 ft
ce
Cli
le
m
b to ratio
10 n
0
Ac 00 ft
ce
ler
Cli atio
n
m
Cr
uis b to
e
IC
at
35 A
00
0
S
f
t
Cr
tep
uis
Cli
e
m
at
39 b
00
0
Cr Ste ft
pC
uis
De e at limb
4
sc
en 300
t to
0
ft
1
Ho 000
0
ld
ft
at
10
00
D
0
De ece ft
ler
sc
en
a
t to tion
15
De 00 ft
ce
ler
atio
M
iss
Ap n
ed
pr
oa
ap
ch
pr
oa
Ta
ch
xi
to
-in
15
00
ft
Lo
ng
ra
Cli
n
m
De ge
b
C
sc
en ruis
t to
e
15
00
ft
Ap
pr
oa
ch
Ta
xi
-in
Firewall
to water tank
water tank
outside air
inlet
filter
heat exchanger /
condenser
cathode PEMFC
anode PEMFC
drive /
generator
Future 2015
Solid Oxide
Fuel Cell
compressor
Exhaust
kerosene
tank
cooling
medium
Air Inlet
(from cabin)
turbine
H2
steam
reforming
heat
exchanger
shift
reaction
H2 separation
membrane
compressor
humidifier
heat
exchanger
exhaust gasses
H2O, CO, CO2, UHC
to water tank
condenser
Centrifugal
Compressor
Exhaust
Turbine
External Heat
Exchanger
Flight Envelope
cabin air
ambient air
14000
system efficiency
50%
12000
35%
6000
30%
4000
25%
2000
20%
Ta
xi
-in
40%
8000
St
art
up
Ta
Ta
xike
ou
off
t
to
15
00
ft
Ac
ce
ler
Cl
ati
im
on
bt
o1
00
00
ft
Ac
ce
ler
ati
on
Cl
im
bt
oI
Cr
CA
uis
ea
t3
50
00
ft
Ste
pC
Cr
lim
uis
b
ea
t3
90
00
ft
Ste
p
Cr
Cl
uis
im
ea
b
t4
De
30
sce
00
nt
ft
to
10
00
0f
Ho
t
ld
at
10
00
0f
t
De
ce
ler
De
ati
sc
on
en
t to
15
00
ft
De
ce
ler
ati
on
Ap
pro
ac
h
2.2 PEMFC
45%
10000
altitude [m]
14000
flight envelope
P-System
P-PEM
P-Turbine
P-Compressor
P-Reformer
P [kW]
450
400
12000
350
10000
300
8000
250
6000
200
150
4000
100
2000
50
0
Ta
xi
-in
Sta
rt
up
Ta
Ta
xike
ou
off
t
to
15
00
ft
Ac
ce
ler
Cl
ati
im
on
bt
o1
00
00
ft
Ac
ce
ler
ati
on
Cl
im
bt
oI
Cr
uis
CA
ea
t3
50
00
ft
Ste
pC
Cr
lim
uis
b
ea
t3
90
00
ft
Ste
p
Cr
Cl
uis
im
b
ea
t4
De
30
00
sc
en
ft
t to
10
00
Ho
0f
t
ld
at
10
00
0f
t
De
ce
ler
De
ati
sce
on
nt
to
15
00
ft
De
ce
ler
ati
on
Ap
pro
ac
h
800%
700%
600%
PEM-GT, full water recovery
500%
SOFC-GT, no water recovery
400%
300%
200%
100%
Block Time [h]
0%
0
10
11
12
Galleys
Engine
Starter
Hydraulic
Pumps
Fuel
Pumps
Air
Conditioning
Flight
Controls
Consumers< 10 kW
Consumers 10 kW - 20 kW
Consumers > 20 kW
Consumers > 300 kW
air
fuel
hot air
RU 2
Inlet Air
: Compressor
AC-Pack 2
AC-Pack 1
air
fuel
hot air
Inlet Air
: Compressor
RU 1
Fuel
Feed
PEM
AC-Pack 2
RU
AC-Pack 1
Cabin Air
Fuel
Feed
3.3 Concept 3
PEM
Fire
Compartment
Cabin Air
: Compressor
Fire
Compartment
AC-Pack 2
SOFC
AC-Pack 1
3.2 Concept 2
Fuel
Feed
Cabin Air
3.4 Concept 4
4 Assessment of Concepts
Inlet Air
3000
fuel efficiency
2500
system
weight
water recovery
2000
system size
Score
air
fuel
hot air
3500
maturity
system complexity
1500
compliance with
power demands
location
in the aircraft
interaction with
aircraft systems
PEM
500
AC - Pack 2
AC -Pack 1
1000
0
PEMFC in aircraft center,
reformer in aircraft center
SOFC in tail,
PEMFC in aircraft center
Fire
Compartment
SOFC
Cabin Air
Fuel Feed
Concept 4
Concept 1:
PEMFC in aircraft center,
reformer in aircraft center
90
interaction with
aircraft systems
system
weight
80
70
Concept 3:
SOFC in aircraft center
60
50
Concept 4:
SOFC in tail,
PEMFC in aircraft center
40
30
location
in the aircraft
Concept 2:
PEMFC in aircraft center,
reformer at engines
20
water recovery
10
0
References
compliance with
power demands
system size
system complexity
maturity
5 Conclusions
In the future, aircraft system architectures
will change to more electric configurations.
Parallel to stricter requirements towards fuel
efficiency and environmental compliance, new
means for auxiliary power generation have to
be found, as current electric efficiencies are
bound to the thermodynamic efficiencies of
internal combustion engines.
Fuel cells give a promising outlook to be a
next step towards these aims. Two different
types are identified to have the potential for
commercialization. These are the low
temperature PEMFC with pressure recovery
and the high temperature SOFC as a hybrid
with a gas turbine unit. All systems are fueled
with kerosene, implying that on-board steam
reformation is generating the required
hydrogen.
Comparison of the two types has been
performed both quantitatively on a fuel cell
system level and qualitatively on an aircraft
integration level. Concepts with the SOFC
generally show much higher system
efficiencies and thus potential to substitute
conventional APU systems. At the same time,