Periodic Reporting for period 1 - FAME (Fuel cell propulsion system for Aircraft Megawatt Engines)
Periodo di rendicontazione: 2024-01-01 al 2024-09-30
Green hydrogen as a fuel offers the possibility to significantly reduce or even eliminate all of aircraft’s greenhouse gas emissions. When liquid hydrogen (LH2) is used in fuel cells (FC) for power generation, this results in no CO2, no SOx and no NOx emissions. The best way to achieve this solution is to develop a hydrogen propulsive FC system as an integral part of a new LH2 aircraft concept. This means moving away from the current “plug and play” (separate motor development and aircraft architecture) philosophy towards a disruptive integrated way of development, which requires a co-creation approach of the propulsion system and the aircraft. FAME follows this approach by collaborative research and development between on one hand partners involved in development of the needed equipment of the fuel cell power generation system and on the other hand Airbus as an aircraft designer, manufacturer and integrator. Thereby it is ensured that on all levels from material, over component and subsystem, up to the propulsion system on aircraft level an optimization is realised.
The focus of FAME is to develop a compact high-efficiency electric propulsion system based on LH2 as an energy source for short to medium range (SMR) aircraft. FAME will develop all the subsystems which are needed and integrate these in a MW FC Power Propulsion System (FC-PPS) for a ground demonstrator. In FAME the feasibility of a multi-MW FC-PPS is shown with the vision to scale it up to aircraft level for a hydrogen-powered aircraft.
The focus of FAME is to develop a compact high-efficiency electric propulsion system based on LH2 as an energy source for short to medium range (SMR) aircraft. FAME will develop all the subsystems which are needed and integrate these in a MW FC Power Propulsion System (FC-PPS) for a ground demonstrator. In FAME the feasibility of a multi-MW FC-PPS is shown with the vision to scale it up to aircraft level for a hydrogen-powered aircraft.
The project kick-off meeting was successfully held with more than 40 attendees (incl. 2 representatives from the Joint Undertaking) beginning of January 2024 in Hamburg. The Consortium Agreement was delivered at the end of April Regular project management meetings were established to follow successfully the progress of the project. FAME is distinguished in several work packages (WP) dealing with the different activities and equipment.
In architecture WP the first architecture of an fuel cell propulsiv aircraft was designed based on Top Level Aircraft Requirements covering all relevant quantitative aspects of a future air transport product.
In the hydrogen line WP the architecture of the hydrogen system has been defined. The first double wall tank called ‘Pathfinder’ was built. The aim of this tank is to validate the inner welding, the pressurisation system as well as the overall manufacturing strategy for further tank systems. The tank is currently under testing with liquid hydrogen.
In the air supply line WP the detailed design of the turbo compressor Motor Control Unit (MCU) for the cooling system was done and the implementation, including the purchase of components was started. For the air inlet design studies with CFD analysis were initiated and progress was achieved with regard to a first draft of air filter specifications.
In the WP for the Fuel Cell System (FCS) a baseline description for the general fuel cell system architecture and design was defined, including the related subsystems (e.g. anode loop, cathode loop, fuel cell stack etc.) and reported in a deliverable called ‘FC system single channel integrated design, safety concept and design, FC system controls’. Related to this report the balance of plant (BoP) components were designed together with the needed qualification tests and the humidifier specification was prepared. First contamination experiments on the cathode side of the fuel cell have been started. For the control architecture a Software-in-the-Loop process was defined to mature and prepare in the next step for the demonstration.
In the cooling line WP the architecture was defined and reported in the report ‘Definition of scalable Cooling line system architecture and system requirements’. The first design of the needed hardware components started as well as the definition of the needed qualification tests. The air channel for the heat exchanger was analysed and first CFD studies for shape optimization were conducted.
In the power line WP the requirements for the fan motor and its inverter were defined and reported in the report ‘Study the inverter’s topology V1’. This includes the first step to build the needed inverter for the basic tests of the newly designed motor which is connected via a gear box to the propeller. The needed driver system was defined in the report ‘Drive System manufacturing status’.
In the WP for the ground demonstrator the architecture was defined and delivered in the report ‘Ground Test System Architecture and architecture to sub-system requirements alignment’.
The WP for the scalability was not started yet. Only initiative activities have been done so far.
For the WP on dissemination and communication, the related committee was selected and the needed consortium approval process was defined. First Dissemination and Communication activities were carried out and the planning for next reporting period initiated.
In architecture WP the first architecture of an fuel cell propulsiv aircraft was designed based on Top Level Aircraft Requirements covering all relevant quantitative aspects of a future air transport product.
In the hydrogen line WP the architecture of the hydrogen system has been defined. The first double wall tank called ‘Pathfinder’ was built. The aim of this tank is to validate the inner welding, the pressurisation system as well as the overall manufacturing strategy for further tank systems. The tank is currently under testing with liquid hydrogen.
In the air supply line WP the detailed design of the turbo compressor Motor Control Unit (MCU) for the cooling system was done and the implementation, including the purchase of components was started. For the air inlet design studies with CFD analysis were initiated and progress was achieved with regard to a first draft of air filter specifications.
In the WP for the Fuel Cell System (FCS) a baseline description for the general fuel cell system architecture and design was defined, including the related subsystems (e.g. anode loop, cathode loop, fuel cell stack etc.) and reported in a deliverable called ‘FC system single channel integrated design, safety concept and design, FC system controls’. Related to this report the balance of plant (BoP) components were designed together with the needed qualification tests and the humidifier specification was prepared. First contamination experiments on the cathode side of the fuel cell have been started. For the control architecture a Software-in-the-Loop process was defined to mature and prepare in the next step for the demonstration.
In the cooling line WP the architecture was defined and reported in the report ‘Definition of scalable Cooling line system architecture and system requirements’. The first design of the needed hardware components started as well as the definition of the needed qualification tests. The air channel for the heat exchanger was analysed and first CFD studies for shape optimization were conducted.
In the power line WP the requirements for the fan motor and its inverter were defined and reported in the report ‘Study the inverter’s topology V1’. This includes the first step to build the needed inverter for the basic tests of the newly designed motor which is connected via a gear box to the propeller. The needed driver system was defined in the report ‘Drive System manufacturing status’.
In the WP for the ground demonstrator the architecture was defined and delivered in the report ‘Ground Test System Architecture and architecture to sub-system requirements alignment’.
The WP for the scalability was not started yet. Only initiative activities have been done so far.
For the WP on dissemination and communication, the related committee was selected and the needed consortium approval process was defined. First Dissemination and Communication activities were carried out and the planning for next reporting period initiated.
The outcome of this project will enable Airbus as an aircraft OEM to decide on the start of a serial production of a hydrogen propulsion aircraft. This new aircraft type will enable airliners to comply with EU targets and to be able to fly from and to destinations in Europe with low emission. Today the possible architecture of an hydrogen powered aircraft was defined, which is also used to analyse the impact of the new technology. The first results obtained are very promising. The first equipment were designed and partial components are in the manufacturing process or procured to meet the deadline to deliver the first parts this year. These activities were accompanied by system and performance simulation and first tests. The goal is to start the assembly process of the ground demonstrator of the propulsion power system (PPS) at the end of the year to make way for the testing next year.
Regarding the potential impacts there is still a mandatory support from the European Commission needed, explicit for the wider spread of hydrogen valleys and the increased demand of LH2 around airports. Airbus as an OEM cannot manage the market uptake to a hydrogen economy. This known chicken and egg issue has to be overcome. Hydrogen is needed in an order of magnitude at a comparable price to kerosene for the airliners. Also for airliners a need has to exist to purchase a hydrogen powered aircraft, which will be more expensive in operation than an combustion driven aircraft. This can in many cases be arise by a extern regulation, defined by the European Union.
Regarding the potential impacts there is still a mandatory support from the European Commission needed, explicit for the wider spread of hydrogen valleys and the increased demand of LH2 around airports. Airbus as an OEM cannot manage the market uptake to a hydrogen economy. This known chicken and egg issue has to be overcome. Hydrogen is needed in an order of magnitude at a comparable price to kerosene for the airliners. Also for airliners a need has to exist to purchase a hydrogen powered aircraft, which will be more expensive in operation than an combustion driven aircraft. This can in many cases be arise by a extern regulation, defined by the European Union.