GreenAir: green alternative innovative reforming of kerosene for on-board hydrogen production for fuel cells

Transcription

1 GreenAir: green alternative innovative reforming of kerosene for on-board hydrogen production for fuel cells Erich Erdle 1, Eva Novillo-Díaz ² 1 efceco, ²CESA Aerodays, Madrid, to funding from the European Commission under contract number is gratefully acknowledged 1

2 outline motivation: fuel cells for secondary power generation technologies and objectives technologies - plasma assisted reforming (PAR) - partial dehydrogenation - fractionation some results challenges consortium summary and acknowledgment 2

3 motivation: greenhouse gas and NOx from transportation transportation causes 14% GHG emission globally and significantly higher levels in industrialized countries (e.g. US: 28%) these emissions are due to combustion of fossil hydrocarbon fuel and accompanied by pollutants as e.g. NOx, particulate matter (soot) and unburned hydrocarbons

4 Politics react a threefold growth in passenger demand in the next 20 years is expected ACARE (Advisory Council for Aeronautics Research in Europe) defined goals for the reduction of the impact of Air Transport on environment and climate change in particular a clear and challenging target for a 50% reduction of CO2-emission by 2020 was set - 20 to 25% due to aircraft improvement (addressed by GreenAir) - 15 to 20 % due to the reduction of engine specific fuel consumption - 5 to 10 % due to operational improvements. these targets are inherent part of the CLEANSKY JTI and the SRA of the European Commission

5 Today s el. power generation operation and location (Airbus A320) APU for on-ground, climb and emergency generators at main engines during cruise 5

6 The classic APU will be replaced by a secondary power generator Example: the A320 aircraft A320: operaton fuel consumption 2.700,00 l/h fuel consumption ,69 kw power APU 100,00 kw eta fuel cell 50,00% % H2 for fuel cell 200,00 kw H2 for fuel cell 66,67 Nm³/h this is where fuel cells might play a role preferably no additional fuel on board, i.e. Kerosene is the fuel for the fuel cells also H 2 for the fuel cells has to be generated from Kerosene 6

7 objectives objectives deducted from application Parameter Value unit Remark efficiency > 65 % fuel processor power density > 60 W/L el. Power-Output ( Reformer + Fuel Cell ) specific power > 0,5 kw/kg el. Power-Output ( Reformer + Fuel Cell ) power PDh up to 1 kw PAF up to 5 kw durability > 500 h degradation < 1 % /1000 h H 2 purity > 98 % S-tolerance > 500 ppm turn-down ratio 4 % i.e. load range start-up time < 15 min environmental temperature C ground survival temp.: C 65 C max. 95 % temperature change rate 5 C/min low pressure altitude 11,6 kpa corr. to 50000ft (15200m) pressure transients increasing: 6 - decreasing: 4 kpa/s shock and vibration (50Hz 250Hz) max. 0,02 g²/hz leakage TBD fuel, ASTM specification D1655 Jet A-1: DEF STAN (Jet A-1) GreenAir objectives additional requirements from aircraft 7

8 Two unconventional reformer technologies investigated in GreenAir catalytic partial dehydrogenation (PDh) subsequent gas purification Plasma assisted reforming (PAR) Plasma autothermal section fuel steam air reformate CH n 2n+2 + HO 2 + O 2 (air) CO + CO + H 2 2 subsequent shift reaction: CO + H O 2 CO 2 + H 2 fractionation 8

9 PAR reformer: current configuration (QinetiQ) Swirl-gas supplies Sliding short (for tuning) Microwave Head E-H tuner MW block Reformate exit to tailpipe Tapered waveguide 9

10 PDh system concept for hydrogen generation from jet fuel H 2 -storage on-board is limited for larger amounts or long haul flights hydrogen has to be generated from kerosene fuel cell system H 2 to fuel cell Kerosene from tank PDh H 2 -generator H 2 -depleted Kerosene to tank (only PDh) 10

11 Simplified PDh flow sheet hydrogen to fuel cell net heat for pre-/superheat Purification heater PDh Sep. Hex Hydrogen + gases depleted fuel + impurities Kerosene depleted fuel + Hydrogen + gases + impurities Tank main challenges for efficiency/viability catalysts Sulfur-compatibility gas cleaning systems design and integration 11

12 Example of a catalysis test rig (University of Bologna) catalyst tests of e.g. Hydrogen yield sulfur tolerance temperature dependence pressure dependence 12

13 Basic design of PdH system H2 To fuel cell gas Purification PDh Depleted k to tank 13

14 Primary reformer (Hygear) Kerosene flow rate catalyst activity and hydrogen yield Heat for vaporization of the kerosene cooling and partial condensation of the reactor product KEROSENE PDh DEPLETED KEROSENE + C1, C6,.., H2S Phase Separation needed Phase Separation (CESA) Solubility of H2 and pollutants into depleted kerosene partial pressure (bar) T=298 K T=323 K T=373 K T=623 K xh2 (mole fraction) 14

15 Purification stage (CESA) Limiting characteristics of Hydrogen Fuel for PEM applications H 2 purity (%vol) Max. Impurities (µmol/mol H 2 ) H 2 O 5 Total HC 2 Total sulfur compounds 0,004 Purification is needed [2] ISO/TS Hydrogen Fuel- Product specification part 2: PEM fuel cell application for road vehicles. [3] SAE, Information report on the development of of a hydrogen quality guideline for fuel cell vehicles (SAE-J2719);

16 Purification stage (CESA) Available technologies Pressure Driven Process PSA C1, C6,.., H2S PSA H2 To fuel cell 16

17 Fractionation (DLR) to adress: Sulfur reduction of primary kerosene Reduction of carbon forming species Selection of most suitable hydrocarbons to enhance catalytic conversion Reduction of kerosene volume to process. 17

18 The GreenAir Consortium 13 partners from 7 EU countries Coordination, technical management and top level requiremements PDh PAR sim. flight test fractionation & PAR test 18

19 Acknowledgment the authors want to gratefully acknowledge funding from the European Commission under contract in its FP7 program the good and fruitful collaboration with and among the consortium partners Thanks for listening! Questions? If you want to stay in touch: