Brennstoffzellen in der Luftfahrt

Transcription

1 Brennstoffzellen in der Luftfahrt Deutsches Zentrum für Luft und Raumfahrt Institut für Technische Thermodynamik Pfaffenwaldring 38-48, D Stuttgart, Sven Schmidt, Josef Kallo, Andreas Friedrich, Thorsten Mühlhausen, Johannes Schirmer Düsseldorft, 2011 Folie 1 Standardfoliensatz-Englisch >

2 Short Presentation DLR DLR is the Aerospace Research Center as well as the Space Agency of the Federal Republic of Germany Research Areas Space Flight German Space Agency Aeronautics Transport Research Energy Technology Folie 2

3 Fuel Cell Aircraft and Airport Applications at the DLR Airworthy technology development platform Modular architecture development platform Modular airworthy propulsion platform - for emergengy power - for multifunctional use APU - energy source for nose wheel drive - for GPU applications - for high torque applications (transport) - for UAV applications - for general aviation (up to 4 Pax or utility) Folie 3

4 Fuel Cell Technology Transfer to Aircraft Application Aircraft Application Functionality, Architecture, BOP FC System from Transport Application Airworthy technology development platform Up to $6Bn investment in the past 15 years in the automotive industry Mechanical Strenght Simulation - Fuel cell -DC/DC - hydrogen storage Folie 4

5 Vibration test for system qualification Vibration test according to RTCA DO 160E Standard Vibration Fixed Wing Qualification H 2 -Tank pressurised with 350 bar (intank valve) Retested by manufacturer Test succesfull Prequalification Development Platform Equipped with componets No significant mechanical failures detected (Main component stack ok!) Folie 5

6 Technology Transfer to Aircraft Application System Voltage and Power before and after transfer to aircraft architecture Voltage original Voltage A/C Power Original Power A/C U [V] Power [kw] I [A] No power loss by transfer to airworthy architecture 0 Folie 6

7 Emission free system installation in A320 Fuel cell system and electrical nose wheel drive installation in cooperation with Airbus (Hamburg/Toulouse/Lutton) and Lufthansa Technik Folie 7

8 A320 emission free taxi with fuel cell and e-nwd (1 July 2011) DLR + Airbus + LHT Folie 8

9 Zusammenfassung Sparpotenzial BZ + el. Antrieb (Bsp. FRA) Treibstoffverbrauch A320 + B737 konv. 380 Treibstoffverbrauch A320 + B737 el. Antrieb 380 [ kg / m / Tag ] [ kg / m / Tag ] Einsparpotential für A320 + B737 ca. 44t Kerosin/Tag = 136t CO 2 /Tag Äquivalente benötigte Wasserstoffmenge ca. 2,4 t (332 Landungen, 334 Starts, ) h Triebwerkszeit-Einsparung Folie 9

10 Fuel Cell Aircraft and Airport Applications at the DLR Airworthy technology development platform Modular architecture development platform Modular airworthy propulsion platform - for emergengy power - for multifunctional use APU - energy source for nose wheel drive - for GPU applications - for high torque applications (transport) - for UAV applications - for general aviation (up to 4 Pax or utility) Folie 10

11 Optimized electrical network (LT-PEM and HT-PEM) > 43% overall efficiency (from chemical energy to movement) Storage System Batteries = High efficient power grid V DC at 40kW Energy Delivering System Very high efficiency and reliability due to: - Direct coupling of the motor electronic to the fuel cell/energy source, without DC/DC - High reliability due to direct, parallel use of an optional battery Folie 11

12 Upgrade DLR H2 to Antares DLR H3 (LT-PEM and HT-PEM) 10 A (U<350V) LOAD BIT= 1 FC Batt M Motor ( V) (Regeneration mode possible) FC ( V) Batt ( V) Hybridization 30kW LT-PEM 20kW HT-PEM Improved BOP and underpressure behaviour in 3. generation Build up of an improved plane with endurance from 15 to 50 h - third generation fuel cells - Hybridization - improved fuel tank capacity - 30% efficiency gain (motor and aerodynamics improvement) - Payload up to 250kg (operational) Folie 12

13 Thank you for your attention! Folie 13