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Jornada de Nuevas Tecnologías Energéticas en el Sector Aeronáutico INTA - 3 octubre 2008
The Fuel Cell Demonstrator AirplaneBoeing Research & Technology Europe
N. Lapeña, J.Mosquera, E. Bataller, F. Ortí and C. Barberán*
Jornada de Nuevas Tecnologías Energéticas en el Sector Aeronáutico
INTA - 3 octubre 2008
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BR&TE Brown Bag Seminar, March 14th 2008Jornada de Nuevas Tecnologías Energéticas en el Sector Aeronáutico INTA - 3 octubre 2008
Discussion Topics
Project objective
What is a fuel cell
The airplane
The systems
Bench tests
Ground tests
Flight tests with conventional aircraft & certification
Flight tests
Conclusions
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BR&TE Brown Bag Seminar, March 14th 2008Jornada de Nuevas Tecnologías Energéticas en el Sector Aeronáutico INTA - 3 octubre 2008
The Fuel Cell Demonstrator Airplane
Project Objectives
The engine of a motor-glider (Diamond HK36TTC Superdimona) has been replaced by a PEM Fuel Cell/Li ion Battery hybrid power source that drives an electric motor rotating a variable pitch (constant speed) propeller
Benefits of Work: Develop capability for “hands on” integration of fuel cell systems in aerospace applications
Project aim: To demonstrate the feasibility of a straight and level manned flight with fuel cells as the only source of power
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In principle, a fuel cell operates like a battery but does not require recharging. It produces energy in the form of electricity and heat as long as fuel is supplied
What is a Fuel Cell ?
EnergyOHOH +→+ 222 21
Cell Components Single Cell Stack with End Platesand Connections
Cooling/Bipolar Element with Gas/Water Channels
Electrode &
Catalyst
PEM
Energy Carrier : H+
• Polymer Electrolyte: Nafion® (poly-perfluorosulphonic acid), needs humidification
• Anode Reaction: H2 (g) ⇒
2H+(aq) + 2e-
• Cathode Reaction: ½ O2 (g) + 2H+(aq) + 2e- ⇒ H2 O (l)• Temperature: < 80ºC
• Power Density: High ( 800 mA/cm2)
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The Airframe
• 2 seater light-weight (all composite)• EASA CS 22 certified motor-glider• Max L/D of 27• MTOW of 770 kg• Engine: Rotax 914F 115 hp (other models with 80 hp or 100 hp)• TO roll (SL, standard): 182 m; • TO distance: 274 m• Landing roll (SL, standard): 195 m;• Landing distance: 395 m
432 kg
Original flight controls + propeller speed control + throttle control (electric motor torque command)
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The Flight Mission
ROC > 1.5 m/sTO distance = 620 m MTOW = 870 kg
ROM Duration (min)
61 3 1 6 30 3 23
Flight Mission
PreflightStart-up
Taxi out @ around 20 km/hTake off (from 0 – 90 km/h)
Climb @ 97 km/h up to 1000 mCruise @ 100 km/h
ApproachLanding Taxi in
ROM brake power requirements (kW) *
5-20-
7-9 34.434.415.59-10 9-10 7-9
FC + Aux. Batteries
Power Requirements (Taking into account the weight increase due to new components (870 kg) & some EASA CS 22 requirements, such as ROC & T/O D)
•T/O & climb: 45 kWe, half from the Li ion battery & half from the fuel cell
• Cruise: 18 kWe, all from the fuel cell
01000200030004000
Ext
erna
l
Take
off
Cru
ise
Land
ing
Flight Mission
Alti
tude
(fee
t)
Motor eff ~ 89% cruise @ 2,000 rpmMotor eff ~ 86% climb @ 1,500 rpm
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The Overall System
Propeller
Fuel
Electricity
Cooling
Control
Li-ion Batteries
PMAD
Motor Drive Fuel Cell
Controller
Pitch Control
Throttle
Fuel Cell Stacks
Air
Motor Radiator
Condenser + Intercooler
Propeller Adapter
SBC
M
Hyd
roge
n Ta
nk
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The Airplane Layout
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The Electrical System
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• Control the start-up/shut-down sequences & the emergency stop
• Interface with the pilot through the instrumentation panel
• Generate the LV power supplies
• Distribute the electrical power
• Protect the different components (power sources & loads)
• Throttle conditioning
• Matches the propulsion motor power demand to the available power in normal/fault conditions
• Limits the max. allowable rate of power change per unit time to cope with the fuel cell response to step commands.
• Balance the power supply from FC & battery by means of the SBC
• Done as a function of the load to maximize the energy of the total hybrid power source • Achieved by regulating the output voltage of the SBC: it sets the bus voltage &, thus,
the current sharing between the sources• Regulated through a control loop• Works only during T/O & climb (45kW loads for 7 min)
The PMAD Functionalities
DISCONNECTED & USING NATURAL POWER DISTRIBUTION
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Electrical architecture control, mainly initial battery connection to distribution bus:
crucial to ensure the power to the propulsion motor in normal & failure
modes
Control loops: correct operation of series boost converter and throttle
conditioning control loops at the same time
Electromagnetic interference: correct operation of components with a motor
system inducing perturbations
Electrical System Main Challenges
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Motor (UQM) and water cooling system (IIC)• Power Phase 75 electric brushless DC motor from UQM Technologies Inc. • Experimental brushless permanent magnet electric motor (used in hybrid & fuel cell prototype cars)• The motor control variable is the torque• Motor tested with flight mission profile at UQM• Motor radiator & pump tested in the lab with forced air flow & with the propeller at the ground tests• Flight missions tested in the bench (with the motor coupled to a hydraulic brake) & in the ground tests(motor & propeller)
Propeller (MT) and adapter (TAM)• The motor rotates a variable pitch propeller, the MTV-1-A/175-05 model from MT Propeller• The rotational speed is controlled by the propeller pitch controller• Mechanical adapter to transmit the propeller thrust to the airframe structure rather than to the motor, which
is not prepared to transmit any axial loads.
The Propulsion System
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- Manufactured by Intelligent Energy- Pressurized system (gross output power: 18kWe continuous, 25 kWe peak) - Auto controlled through a PLC- 2 stacks (with GORE MEAs) electrically connected in series- Thermal system & water recovery for cooling and humidification - Air system (filter, compressor, compressor motor & drive) - Hydrogen system - Max. dry weight 93kg, excluding mounts & wiring harnesses- Packaging within airplane nose cone available space & the co-pilot foot well
- System preliminarily tested in the bench with a load unit, and then with the batteries & the motor with the following objectives:
- To determine if the system can deliver max. power requirement & operate stably throughout the operative cycle
- To define acceptable limits to performance envelope - To determine H2 consumption & water mass required for operative cycle - To determine the system’s behaviour in steady state & in non-steady state - To characterise the fuel cell system controller’s behaviour under induced faults
- Flight missions successfully accomplished in the bench & in the ground tests with the propeller.
The Fuel Cell System
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Fuel Cell System Acceptance Tests
Steady state testing/ Peak & continuous power output
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I / A
Volts
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ower
/ kW
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10:48:0010:55:1211:02:2411:09:3611:16:4811:24:0011:31:1211:38:2411:45:3611:52:4812:00:00
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er [%
]
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-20
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W)
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) & C
urre
nt (A
)
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W)
Stack A Voltage /V Stack B Voltage /V Total Voltage /V Load Current /A Net Power /kW
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Fuel Cell System Acceptance Tests
- Transient testing
- AC impedance tests -The UQM inverter induces a current ripple that the fuel cell delivers without errors.- Load transients
- Transient steps at low loadings do not cause any problems. - But large instantaneous transient steps at high loadings (75-100% load) would disconnect the battery.
- Tilt testing
-20
-10
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W)
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)
Gross Power /kW Net Power /kW Blower Power /kW Aux Power /W
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The Fuel System
EXHAUST
6mmx1
10mmx1.5
6mmx1 6mmx1
6mmx1
6mmx1
V01
V02 V03
V04
PRV01
PRV02
EV01
EV02
EV03 EV04
6mmx1
EXH
AUS
T
EXHAUST
EFV01
TT
PX01
PX02
PT
PSV00
PSV01
PSV02
GFI BLOCK
Stack B
REFUELING PORT
10mmx1.5
25mmx3
Stack A
EXHAUST
6mmx1
10mmx1.5
6mmx1 6mmx1
6mmx1
6mmx1
V01
V02 V03
V04
PRV01
PRV02
EV01
EV02
EV03 EV04
6mmx1
EXH
AUS
T
EXHAUST
EFV01
TT
PX01
PX02
PT
PSV00
PSV01
PSV02
GFI BLOCK
Stack B
REFUELING PORT
10mmx1.5
25mmx3
Stack A
Air Liquide Spain• High pressure composite tank, 2 pressure regulators, solenoid & manual valves, safety devices (EFV & PSV), sensors• Operations: purging, refueling & venting
Area classification: Sources of release, Release rate, Extent of zone, LEL, Ventilation
Zone 2 of Negligible Extent
Zone 1 of Negligible Extent
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The Refueling Station
Air Liquide Spain
• External N2 & H2 @ 200 bar
• Pneumatic compressor to boost the pressure up to 350 bar in the on-board tank
• Purging & venting capability
• Depending on the cylinders pressure and ambient Temp refueling takes from 10-30 mins
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The Auxiliary Batteries
SAFT Aviation
• 25 kWe to assist the fuel cell during the 7 min T/O & climb but sized for up to 50 kWe during 5 mins
• Components:• 66 VL20P cells electrically in series (11 blocks of 6 cells each) • Internal management unit to control the first level system cell
management & contains the centralized electronic system to manage the battery and the charge, discharge & state of charge algorithms.
• Sensors & contactors designed for battery protection in case of battery over-voltage, over-current in both directions, over-temperature & deep discharge.
• The cells, the battery management unit, all required protections (packing) & sensors are contained within a battery case compliant with the EASA CS 22 crash landing requirements (forward 9 g, upward 4,5 g, sideward 3 g, downward 4,5 g)
• No cooling requirements.
• Weight: 85 kg
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The Auxiliary Batteries Acceptance Tests
• Normal operation: Battery static discharge @ constant current (100 A)
• Fuel Cell failure: • Battery static discharge @ constant current (200 A)• Transient tests • Single cell short-circuit
Boeing battery with 66 Li-ion VL20P cellsDischarge at 100A & 200A at +10°C
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)
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gy (W
h)
Voltage at 100A disch Voltage at 200A disch Energy at 100A disch Energy at 200A disch
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Airplane Bench Tests
• First tests of the overall system
• Electric motor coupled to hydraulic brake to simulate the propeller
• Electrical integration thoroughly tested
• PMAD controls & protections successfully tested
• Flight missions successfully performed with the motor coupled to a hydraulic brake
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Airplane Bench Tests
• Simulation of a flight mission with fuel cell failure during takeoff & climb - The battery provides the entire power required to takeoff & climb to ~ 450 ft, an altitude safe enough for a safe emergency landing.
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Getting Ready for The Flight Tests
• Test pilot : involved in the project since 2003 and Head of Operations & Safety Procedures at the OCAÑA airfield for 5 years
• 3 flight test campaigns with original aircraft with the weight & power settings of the demonstrator aircraft at LOAN airport, Wiener-Neustadt (Austria)
• Verification of theoretical flight envelope estimations & reduced power performance:• Full power T/O• Flight with different flight regimes• Cabin configurations with and without motor• Take offs with Vx , Vy• Study of the different operating cruise speeds and stall speed Vs.
• Drafted the flight & emergency procedures for the demonstrator airplane test flights
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Certification & Flight Readiness Review
• The experimental certification was granted by the Spanish CAA on 2/7/2008
• Airplane configuration review (airplane design review and subsystems, bench & ground test results review)
• Structural justifications review (W&B, overweight & mounting)
• Airworthiness limitations review
• Flight performance & flight path review (flight protocols, risk analysis, operations & maintenance manuals)
• Internal review by Boeing Flight Testing Team
• Experimental certificate issued for 6 months. Flights restricted to the airfield of Ocaña, within restricted airspace and special safety measures.
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Airplane Ground & Flight Tests
• The propeller & its controller operate correctly
• The on-board hydrogen tank is re-fueled almost daily
• The motor inverter induces EMI but the electric system operates correctly
• The natural power distribution between the sources has proven to be as efficient as using the SBC control, while being more robust
• The ground tests have proved correct ventilation & cooling. During the entire flight mission both the motor temperatures & the PMAD electronics temperatures remain well below their thermal limits.
• The airplane is overweight but well balanced. No structural issues have been observed because the speed & load factors are reduced.
• No major vibration issues have been observed.
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Flight Tests Results
• 4 flight missions successfully performed at OCAÑA airfield
• During the maiden flight the battery was not disconnected for safety reasons. Also there was a power reduction during T/O & climb so an altitude of only 350 ft AGL was reached
• During the 3 subsequent flights the airplane performed the entire flight mission and the battery was disconnected.
• T/O D: ~400 m• RoC: 300 Ft/min• Altitude achieved: 1000 ft AGL• Missions duration: over 25 mins (4 mins T/O & climb and the rest cruising)• Mission footprint recorded on the 3rd flight mission (altitude profile, vertical speed profile, ground speed profile) with an ICAO certified GPS system
The project objective (to maintain for the first time in aviation history a level manned flight with fuel cell power) was achieved!!
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Flight Tests Results
Altitude Profile
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Flight Tests Results
Vertical speed profile
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Flight Tests Results
Ground speed profile
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Conclusions
The flight tests have been completed & the project objective (to maintain for the first time in aviation history a level manned flight with fuel cell power) has been achieved!!
Safety has been the team priority
The demonstrator flies well even with less power than the conventional aircraft and with 100Kg of overweight
We could have pushed it further!! At the end of the mission: 100 bar hydrogen pressure & over 35% battery charge
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Conclusions
• The thrust delivery and the power transitions are smooth
• The noise and vibration levels are lower than in a conventional aircraft
• The fuel cell system shows itself as a reliable system when well conditioned
•The main barrier to implement currently available fuel cells in aviation is their low specific power density (high weight)