Aircraft Systems Overview: Greening of Secondary Power Systems

Aircraft Systems Overview
Greening of Secondary Power Systems
Dieter Scholz
Hamburg University of Applied Sciences
SWAFEA − Sustainable Way for Alternative Fuels and Energy for Aviation
1st European Stakeholder Meeting
Brussels, Belgium, 23. - 24.04.2009 1
Content
• Secondary Power Systems

• Fuel Cells in Aviation (example: Airbus)
• Greening of Secondary Power Systems
2
Secondary Power Systems
1.) Propulsive power: aircraft engines

2.) Secondary power: onboard power
for technical loads
consumed by equipment required to
operate the aircraft safely
for commercial loads
consumed by equipment required to increase
passenger comfort and satisfaction
Consumption of secondary power systems:

about 5 % of fuel consumed for the total flight
3
Energy types of secondary power systems:
electric
hydraulic (special hydraulic fluid under pressure)
o 3000 psi = 206 hPa
o 5000 psi = 343 hPa
pneumatic (air under pressure)
o at about 4 hPa and 200 °C
4
Onboard systems and their type of

secondary power
identifier name of system secondary power
21 air conditioning pneumatic => future: electric
22 auto flight electric
23 communications electric
24 electrical power generation: electric
25 equipment / furnishings electric
26 fire protection –
27 flight controls hydraulic => future: electric
28 fuel electric
29 hydraulic power generation: hydraulic
30 ice & rain protection pneumatic / electric
=> future: electric / electric
31 indicating / recording systems electric
32 landing gear hydraulic => future: electric
33 lights electric
34 navigation electric
35 oxygen –
36 pneumatic generation: pneumatic
38 water / waste pneumatic => future: electric
49 airborne auxiliary power generation: electric / pneumatic 5
Original sources of aircraft secondary power:
Aircraft engines normally (e. i. during taxiing and in

flight) provide all energy needs onboard
Other power sources needed only
a) on the ground
(to make the aircraft self sufficient)
b) for additional redundancy
6
Aircraft engines deliver ...
mechanical energy (shaft power) for:

o electric (generator)
o hydraulic (engine driven pump)
pneumatic (bleed air)
7
Other power sources are ...
Auxiliary Power Unit (APU)

Ram Air Turbine (RAT)
Batteries (BAT)
Future => Fuel Cell (FC)
Airport equipment. Delivery of:
o electrical power
o hydraulic power
o pressurized air
o air for air conditioning
8
Other power sources and their application ...

• Auxiliary Power Unit (APU)
o on ground
o in flight for added redundancy
additional redundancy (non essential APU)
necessary redundancy (essential APU, e.g. ETOPS flights)
• Ram Air Turbine (RAT)
o electrical RAT: electric power => also converted into hydraulic power
o hydraulic RAT: hydraulic power => also converted into electrical power
• Batteries (BAT)
o DC => also converted into AC
• Fuel Cell (FC)
o DC => also converted into AC
• Airport Equipment
o Electricity
o Hydraulic Power
o Pressurized Air
o Air for Air Conditioning
9
Energy conversion on board (1/2):
electric => hydraulic: electric motor driven hydraulic pump

(electric motor driven pump, EMDP)
electric => pneumatic: electric motor driven compressor
hydraulic => electric: hydraulic motor driven generator

(constant speed motor / generator – CSM/G)
hydraulic => pneumatic: hydraulic motor driven compressor
10
Energy conversion on board (2/2):
pneumatic => electric: pneumatic motor driven

generator
pneumatic => hydraulic: pneumatic motor driven
compressor
hydraulic => hydraulic: hydraulic motor drives

hydraulic pump
(power transfer unit – PTU)
Energy conversion ... 11

should be avoided to save energy (conversion
Reasons for energy consumption due to onboard

systems:
direct consumption of shaft power from the engine

electric
hydraulic
bleed air (air taken from different compressor stages
in the engine)
system mass => induced drag => increased thrust
demand
ram air => added drag => increased thrust demand
additional drag
12
Fuel Cells in Aviation (example: Airbus)
Greening of secondary power systems ...

... with Fuel Cells (FC)
• See Airbus public presentation at HAW Hamburg:

http://www.fzt.haw-hamburg.de/pers/Scholz/dglr/hh/text_2007_05_10_Brennstoffzelle.pdf
13
Motivation for Fuel Cell System Application
Aircraft Mission
Example: A330-300:
© AIRBUS DEUTSCHLAND GMBH. All rights reserved. Confidential and proprietary document.
¾ ~100 000 L per flight of ~10 000 km (Average Fuel Consumption)

¾ Fuel Use: up to 5 %* Aircraft Systems
95 - 97% Propulsion
up to 5000 L per flight for Aircraft Systems operation
DGLR Vortrag - Fuel Cell Systems for Aeronautic Applications - EYVEC - Ref. PR0705049 - Issue 1
Fuel Cell Systems Architecture
System Architecture Overview
System Integration
Water
Kerosene System Control
m = ~60 kg/h m = ~80 kg/h
Fuel
FuelFuel
Cell
Processing Cell
Air Electricity
m = ~900 kg/h Pel = ~400 kW
Heat Management
E H
X E
H A
m = ~880 kg/h A T Pth = ~160 kW
U
S
T
Fuel Cell Systems Architecture
Key Challenge Fuel Processing
Fuel Processing is the Conversion of Kerosene into a hydrogen rich gas. Three Parts
are normally necessary:
Desulfurization: Removal of sulfur from kerosene.
Reforming: Conversion of kerosene into a hydrogen rich gas (Reformat).
Gas Cleaning: Cleaning of the reformat (depending on fuel cell).
Fuel Processing
Air Reforming Gas

Desulfuri- Cleaning
zation Steam
reforming Shift Reactor
Kerosene Adsorption Partial Hydrogen (+ Rest)
Membrane
Oxidation
Water
Preferential
Autothermal Oxidation
Reforming
Airbus Fuel Cell System Strategy
Step by Step Approach Step 5
Alternative
Step 4 ? Fuels
Kerosene
Step 3 Primary
Kerosene
Power
Fuel Cell
Step 2 Power Supply
Unit
H2 Vessel
Fuel Cell
Step 1 Emergency
Power
H2 Vessel
System
Flying
Test
Bed
mid of next end of next

2007 decade decade 20XX
Time
Step 3: Fuel Cell Power Unit
Tail Cone Integration Concept

Alternative Fuels
Overview STEP 5
Target (20XX)
Power Generation by Fuel Cell System with Alternative Fuels
CO2-Uptake = CO2-Emissions Alternative Fuels:

¾ Desulfurized Kerosene
¾ Hydrogen
¾ Ethanol/Methanol
¾ Biofuels
New Aircraft Generation

Renewable New Tank ¾ Hydrogen Fuelled Aircraft
Biomass System ¾ New Tank System
¾ Fuel Cell System without
Conversion Fuel Processing
Greening of secondary power systems (1/2) ...

... with todays technology we have these options:
reduced direct consumption of shaft power (electric /

hydraulic) due to:
o better efficiency of consumers
o fewer steps of energy conversions
o better efficiency in power generation
improved / less / no bleed air usage
reduced system mass
reduced ram air
reduced amount of added drag
14
Greening of secondary power systems (2/2) ...

... with tomorrows technology we have these options:
simple but important thought
1. keep system technology principles as is, but change
to a sustainable type of fuel (e.g. bio fuel or LH2
for engines and/or APU)
2. change system technology principles (e.g. fuel
cell) but operate with conventional fuel (kerosene)
3. change both
=> consumption of secondary power systems can be:

1. sustainable
2. about 20 % less (4 % instead of 5 % from total)
15
Summary
simple but important thought

• Since all power comes from the aircraft engines, onboard systems
are "green" if the engines are "green" (e.g. with bio fuel).
• The fuel cell is a new secondary power generator:

– with high efficiency
– especially useful if LH2 is already on board for the aircraft
engines
• "Greening" secondary power systems may involve:

– evolution: being more efficient in every little detail (accepting
related costs)
– revolution: looking for optimized system configurations (less
conversions, more electric, new secondary power generators,
...)
16

Aircraft Systems Overview: Greening of Secondary Power Systems

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Aircraft Systems Overview

Greening of Secondary Power Systems

• Secondary Power Systems

1.) Propulsive power: aircraft engines

Consumption of secondary power systems:

Energy types of secondary power systems:

Onboard systems and their type of

Original sources of aircraft secondary power:

 Aircraft engines normally (e. i. during taxiing and in

Aircraft engines deliver ...

 mechanical energy (shaft power) for:

Other power sources are ...

 Auxiliary Power Unit (APU)

Other power sources and their application ...

Energy conversion on board (1/2):

 electric => hydraulic: electric motor driven hydraulic pump

 hydraulic => electric: hydraulic motor driven generator

Energy conversion on board (2/2):

 pneumatic => electric: pneumatic motor driven

 hydraulic => hydraulic: hydraulic motor drives

Energy conversion ... 11

Reasons for energy consumption due to onboard

 direct consumption of shaft power from the engine

Greening of secondary power systems ...

• See Airbus public presentation at HAW Hamburg:

¾ ~100 000 L per flight of ~10 000 km (Average Fuel Consumption)

up to 5000 L per flight for Aircraft Systems operation

System Architecture Overview

Air Reforming Gas

Step by Step Approach Step 5

mid of next end of next

Tail Cone Integration Concept

CO2-Uptake = CO2-Emissions Alternative Fuels:

New Aircraft Generation

Greening of secondary power systems (1/2) ...

 reduced direct consumption of shaft power (electric /

Greening of secondary power systems (2/2) ...

=> consumption of secondary power systems can be:

simple but important thought

• The fuel cell is a new secondary power generator:

• "Greening" secondary power systems may involve:

S-ar putea să vă placă și

Aircraft engines normally (e. i. during taxiing and in

mechanical energy (shaft power) for:

Auxiliary Power Unit (APU)

electric => hydraulic: electric motor driven hydraulic pump

hydraulic => electric: hydraulic motor driven generator

pneumatic => electric: pneumatic motor driven

hydraulic => hydraulic: hydraulic motor drives

direct consumption of shaft power from the engine

reduced direct consumption of shaft power (electric /