7/29/2019 commercial aircrafts

1/18

Commercial Airplanes

Fuel Cell APUOverview

Presented at:

SECA Annual Meeting(Seattle, WA)

15 April, 2003

Dave DaggettProduct Development

7/29/2019 commercial aircrafts

2/18

DLD03-15.ppt

Overview

Boeing is looking for ways to cutemissions and fuel use

Future fuel cells may fit well into ourfuture aircraft

Apparent benefits look attractive

There are hurdles, but no showstoppers

7/29/2019 commercial aircrafts

3/18

DLD03-15.ppt

Fuel(USGal.)p

er100passe

ngermiles

0

1

2

3

4

5

6

0 10 20 30 40 50 60 70 80 90 100

Load Factor (%)

= Typical Load Factors

DD99-15.xls

High-speedTrain

1) US average is 1.6 people per vehicle2) US commuter car is 1.2 per vehicle3) 1,500 nmi mission

Good

European

Inter-city train

"Average" 1996Vehicle(2)

Large SUVin City(1)

Airplanes are already efficient, but

further improvement is desired

AirplaneEnvelope (3)

7/29/2019 commercial aircrafts

4/18

DLD03-15.ppt

APU Engine

Large

Airplane NOx

Emissions atAirport

We are looking for ways to cut NOx

emissions

7/29/2019 commercial aircrafts

5/18

DLD03-15.ppt

H2O

C

athode

O2O

O

H

O

C

HH2

Anode

CO

H H

O

O O

C

CO2 Electrolyte

O-2

ion

4e-

4e-

4e-

(O2 from air)

load

SOFC technology

Jet fuel is required, so SOFC may be right

Jet Fuel Reformer

7/29/2019 commercial aircrafts

6/18

DLD03-15.ppt

0

2

4

6

8

10

12

14

16

1990 1995 2000 2005

Year

Fuel Cell System Weight (kg/kW)

Volume (Ltr/kW)

DLD01-16.x

ls

Continued weight and size reduction

progress is needed

7/29/2019 commercial aircrafts

7/18

DLD03-15.ppt

2000 2001 2002 2003 2004 2005

Year

CapitalCos

t(Millions

$)

Turbine APU Price Range

DLD01-16

.xls

Large APU Retail Cost

Mass Produced Commercial Fuel CellPrice Range

Fuel cells need to become cost competitive

7/29/2019 commercial aircrafts

8/18

DLD03-15.ppt

Present APU

Future 440 kW Fuel Cell

APU Concept

SOFC APUs may replace turbine-powered

APUs in commercial aircraft

7/29/2019 commercial aircrafts

9/18

DLD03-15.ppt

Environment

Control

System

Motor

Battery

Environment

Control

System

Motor

DC

AC

Engine

Gear

LiftMotor

Gear

Lift Motor

DC

AC

DC

ACStarter/Generator

Engine

Starter/Generator

A

ircraft

S

ystems

Aircraft

Systems

Fuel CellAuxiliary

Power Unit

More Electric architecture is ideally

suited for fuel cell APU

7/29/2019 commercial aircrafts

10/18

DLD03-15.ppt

0

50

100

150

200

250

300

350

400

450

500

Gate Start Taxi Climb Cruise Descent Taxi

Mission Stage

APU

Load(kW)

Environmental Control System Load

Total Electrical LoadMain Engine Start

Environmental Control System Load

A large more-electric airplanes load is

large but relatively constant

7/29/2019 commercial aircrafts

11/18

DLD03-15.ppt

A hybrid SOFC APU concept is needed

HeatExchanger

HeatExchanger

Anode

DC

AC

ExhaustOverboard

JetFuel

Comp. Turbine

Air

Cathode

Pre-Reformer

Burner

7/29/2019 commercial aircrafts

12/18

DLD03-15.ppt

APU Tail StructureFirewall

Future 2015

Solid Oxide

Fuel Cell

Fuel cell support

hardware

Hybrid SOFC APU installation concept

7/29/2019 commercial aircrafts

13/18

DLD03-15.ppt

Boeing Commercial Airplanes creates sustainable profitable

growth with environmentally preferred products, processes, andservices.

Animation of fuel cell APU

7/29/2019 commercial aircrafts

14/18

DLD03-15.ppt

40-45% Efficient(Jet-A to electrical

during cruise)

Jet-A

1 litre

=

Future 2015SOFC APU

75% Efficient(Overall system at cruise)

0.6 litre

=Jet-A

40% less

fuel used

In-flight fuel saving opportunity

7/29/2019 commercial aircrafts

15/18

DLD03-15.ppt

15% Efficient(over average operating cycle)

Typical Turbine-

powered APU

Jet-A

1 litre

=

Fuel saving opportunity on the ground is

very attractive

Future 2015SOFC APU

60% Efficient(at std. sea-level conditions)

0.25 litre

=Jet-A

75% less

fuel used

7/29/2019 commercial aircrafts

16/18

DLD03-15.ppt

?

Cost Pollution(at altitude)Power Output

DLD02-31

2015 SOFC APU?

Startup time

0

100

200

300

400

500

Fuel

CellPerformance(%ofturbine)

4000

Weight

RangeOfUncertainty

Fuel efficiency

Cruise

Ground

Overall, FCAPU looks to be beneficial

Turbine APU Baseline

7/29/2019 commercial aircrafts

17/18

DLD03-15.ppt

0.00

0.10

0.20

0.30

0.40

0.50

0.600.70

0.80

0.90

1.00

1.10

1.20

1.30

1990 1995 2000 2005 2010 2015

Year

StackPowerDe

nsity(kW/kg

)

DLD02-38.x

lsDemonstrated

Latest Designs

Fuel Cell APU

Requirement Estimate

Fuel cell stack power density needs to be

at least 1kW/kg

7/29/2019 commercial aircrafts

18/18

DLD03-15.ppt

Summary

Fuel cells may dramatically cut emissionsand fuel use for aircraft

Future MEA airplanes will be ideally suitedfor fuel cells

Technology still needs to mature Good business case can be made

We need to work together to make ithappen