HYBRID O2/H2 REGENERATIVE FUEL CELL SYSTEM

Abstract

A Multi-Mode Regenerative Fuel Cell system comprising a non-flow thru fuel cell operatively coupled to a high or medium pressure electrolyzer; a distributed reactant storage assembly comprising at least one hydrogen storage means and at least one oxygen storage means, said distributed reactant storage assembly operatively coupled to said fuel cell and electrolyzer; a pilot oxygen storage means operatively coupled to said oxygen storage means; a water storage means operatively coupled to said fuel cell and electrolyzer, and an aircraft power load operatively coupled to said fuel cell and electrolyzer.

Claims

1. A Multi-Mode Regenerative Fuel Cell system comprising: a fuel cell operatively coupled to a high pressure electrolyzer; a distributed reactant storage assembly comprising at least one hydrogen storage means and at least one oxygen storage means, said distributed reactant storage assembly operatively coupled to said fuel cell and electrolyzer; a pilot oxygen storage means operatively coupled to said oxygen storage means; a water storage means operatively coupled to said fuel cell and electrolyzer, and an aircraft power load operatively coupled to said fuel cell and electrolyzer.

2. The Multi-Mode Regenerative Fuel Cell system according to claim 1, wherein said Multi-Mode Regenerative Fuel Cell system is configured to backup/emergency power fueled by hydrogen and operating on at least one of air or pure oxygen.

3. The Multi-Mode Regenerative Fuel Cell system according to claim 1, wherein said Multi-Mode Regenerative Fuel Cell system is configured to provide high-pressure oxygen to said at least one oxygen storage means and said pilot oxygen storage means.

4. The Multi-Mode Regenerative Fuel Cell system according to claim 1, wherein said Multi-Mode Regenerative Fuel Cell system is configured to operate in a regenerate mode.

5. The Multi-Mode Regenerative Fuel Cell system according to claim 1, wherein said Multi-Mode Regenerative Fuel Cell system is configured to eliminate servicing said pilot oxygen storage means.

6. The Multi-Mode Regenerative Fuel Cell system according to claim 1, wherein said Multi-Mode Regenerative Fuel Cell system is configured to operate utilizing ambient air during period of normal flight.

7. The Multi-Mode Regenerative Fuel Cell system according to claim 1, wherein said Multi-Mode Regenerative Fuel Cell system is configured to operate on pure oxygen and hydrogen at altitudes in the absence of a ram air turbine.

8. The Multi-Mode Regenerative Fuel Cell system according to claim 1, wherein said Multi-Mode Regenerative Fuel Cell system is configured to operate in a reactant generation mode to generate and store hydrogen and oxygen in the absence of an external compressor.

9. The Multi-Mode Regenerative Fuel Cell system according to claim 1, wherein said Multi-Mode Regenerative Fuel Cell system is configured to recharge the at least one oxygen storage means and pilot oxygen storage means.

Description

BRIEF DESCRIPTION OF THE DRAWINGS

[0033] FIG. 1 is a schematic diagram of an exemplary Multi-Mode Regenerative Fuel Cell.

[0034] FIG. 2 is an image of exemplary Direct High Pressure Electrolysis Stacks, 1-G design on the left, Zero-G design on the right.

[0035] FIG. 3 is a chart of an exemplary zero-gravity compatible direct high-pressure electrolysis stacks operating at 1,000 psi H2 and O2.

[0036] FIG. 4 are images of Regenerative Fuel Cell systems.

[0037] FIG. 5 includes a set of load profile performance results for exemplary H2/O2 Fuel Cells.

[0038] FIG. 6 is a chart illustrating varying electrical storage technologies employed and their comparison to fuel cells.

DETAILED DESCRIPTION

[0039] The proposed MMRFC system is a combination emergency power system and an oxygen recharge system that eliminates regular pilot oxygen servicing. It is designed to operate on either H2/O2 or H.sup.2/air and can regenerate and store H2 and O2. In normal Power Generation mode, the MMRFC could provide supplemental power operating on H2 and ambient air and when needed switch and operate on H2 and O2 during emergencies. Frequent operation to exercise the system would minimize the need for periodic maintenance testing. Operation on either O2 or air would minimize the amount of stored O2 needed.

[0040] The MMRFC is capable of operating in multiple modes of operation; including: Power Generation; Reactant Generation: Recharging H2 and O2 storage; and Pilot oxygen recharge.

[0041] Power Generation If the fuel cell were located within the pressurized volume it could operate using ambient air as the source of oxygen with minimal additional compression and thermal insulation and during periods of normal flight. This would allow the system to provide auxiliary or supplemental power to discretionary loads. If the fuel cell were located in the unpressurized volume it would require additional air compression to operate on air and thermal insulation to protect the system from the external environment.

[0042] If this system was also an emergency power system it could switch to operate on pure oxygen. For example, to meet a 3-hour ETOPS requirement the MMRFC could operate on stored H2 and O2 at altitudes where a RAT could not be deployed. A 15 kW H2/O2 fuel cell operating on H2/O2 for 3 hours would consume about 2.5 kg of H2 and 20 kg O2 reactant. If only required to operate for 20 minutes to descend to 8,000 feet and resume air operation at rated power (time to reach 8,000 ft.) it would consume approximately 0.42 kg H2, about 175 SCF and about 3.3 kg O2 or about 88 SCF O2. A standard 114 SCF aircraft O2 bottle stored at 2,000 psi would meet this need.

[0043] Reactant Generation In reactant generation mode the MMRFC would utilize the aircraft power bus to generate and store hydrogen and oxygen to replace the reactants consumed. Infinity's high-pressure stack designs can generate and stored hydrogen and oxygen at high pressure without using an external compressor. FIG. 2 illustrates two of Infinity's high-pressure stack designs.

[0044] FIG. 3 is a chart of one of Infinity's zero-gravity compatible direct high-pressure electrolysis stacks operating at 1,000 psi H2 and O2.

[0045] If the system was only used for emergency power the only oxygen delivered from the system during normal reactant generation operations would be the amount required to recharge the aircraft oxygen system and a small amount to ensure reactants were replaced after periodic maintenance exercises.

[0046] The oxygen generation rate to only keep the pilot bottles full is relatively small but elimination of O2 servicing can provide a large benefit. The oxygen recharge benefit is detailed further below.

[0047] Regenerative Fuel Cell Background

[0048] FIG. 4 illustrates three generations of Regenerative Fuel Cell systems delivered to the government by Infinity Fuel Cell. These systems included controls, high-pressure electrolysis stacks, fuel cell stack(s), 2000 psi integrated H2 storage, and thermal control and were demonstrated in ground field trials.

[0049] Also, Infinity developed and tested three phases of NASA high-pressure (2000 psi), lightweight electrolysis-based oxygen/hydrogen generation systems compatible with zero gravity.

[0050] Through this Regenerative Fuel Cell work, Infinity has developed the fluid-mechanical, controls, electrical and operations designs and processes to meet systems requirements for fully turnkey military systems deployed in the field.

[0051] These systems included design for maintainability by partitioning into Line Replaceable Units, (LRUs) that are connected via M38999 type soldered connectors. It included RFID maintenance tags for LRUs and major components. The system RFID reader interrogates the tags for maintenance actions and can upload calibration data. If a calibrated sensor, such as a pressure transducer required replacement the reader can upload the calibration factors from its RFID tag and update the control database.

[0052] Regarding safety, reliability and installation, all of these system design efforts included detailed safety hazard analyses that were used as the basis for control design and site approval and certification.

[0053] The following patents are incorporated herein by reference as examples of fuel cell technology that Infinity has developed.

[0054] “Modular Regenerative Fuel Cell System”, (2011), U.S. Pat. No. 8,003,268 B2, William F. Smith

[0055] “Regenerative electrochemical cell system and method for use thereof”, U.S. Pat. No. 7,241,522

[0056] “Regenerative electrochemical cell system and method for use thereof”, U.S. Pat. No. 6,887,601

[0057] An exemplary preliminary baseline MMRFC design is contemplated with a targeted aircraft and use that as the initial model for installation, maintenance and evaluation. The modular nature of the MMRFC allows packaging of major components to fit available space on the aircraft. For example, high pressure electrolysis module can be designed to fit into a standard location for a pilot oxygen cylinder. Such packaging would utilize existing mounts and brackets and locate the O2 recharge unit adjacent to the oxygen bottle being filled. This is only one example but the modules can be distributed in many locations aboard the aircraft either internal or external to the pressurized volume.

[0058] Targeted Aircraft Systems Benefits

[0059] The currently envisioned primary value proposition is to eliminate pilot O2 servicing and secondarily to provide backup power in the case of degraded primary power. Additionally, once such a system is proven to be reliable it could augment or replace the RAT function.

[0060] Reduced O2 Maintenance

[0061] All aircraft that operate above 10,000 feet must provide oxygen to crew and passengers. For commercial transport aircraft this is done by systems that provide a pressurized atmosphere with the cabin at approximately 10.8 psia simulating an altitude of approximately 8000 feet.

[0062] Virtually all commercial transport aircraft have gaseous pilot emergency oxygen. Backup O2 is a minimum equipment list (MEL) item and the MEL level for this O2 supply is roughly 80% of full capacity. E.g., full charge at 1850 psi, refill/replace at 1600 psi. Pilots are required to check-breathe O2 on every takeoff and while the amount of O2 lost in each check is small, the checks are frequent. The result is that after about 2 weeks the bottles must be refilled/replaced. This must be done for all aircraft in each commercial transport fleet for all such fleets in the world. Overall O2 maintenance is one of the most frequent operations airline maintenance actions and must be performed by highly trained technicians.

[0063] RAT Replacement

[0064] As noted in the recent Aviation Rulemaking Committee (ARC) report, the emergency power system provides power for the essential loads when both the normal sources of electrical power fail (e.g., main engine generators and APU generators). On modern transport category airplanes emergency power is supplied by the Ram Air Turbine (RAT).

[0065] Replacement of the RAT with an MMRFC projects to provide the following benefits: altitude independence: operation for extended periods unlimited by O2 partial pressure or airspeed; elimination RAT aerodynamic drag increasing glide time; able to be at full power within milliseconds; can be turned on and off (the RAT cannot be retracted); in flight readiness checks; increased safety: no external rotating components.

[0066] Some RAT's cannot be deployed at altitude due to the mechanical load on the aircraft and so the aircraft reduces its altitude to around 25,000 feet before deploying. This shortens the glide time if thrust has also been lost. At low air speeds the RAT usually become ineffective so the function is taken over by batteries (e.g., on landing approach).

[0067] The hydrogen supplied can be derived from a pressurized type 3 tank that can be recharged by the MMRFC, supplemented by solid hydrogen fuel store. The supplemental solid hydrogen storage, such as provided by our underwater customer General Atomics, has the advantage of containing the hydrogen in an inert state over an extended period of time and only requires a low-pressure supporting system.

[0068] The oxidant can be provided by a high-pressure tank that is refilled by the MMRFC.

[0069] The MMRFC will be kept at hot standby in flight. Once in standby, the time to operational state is on the order of a few milliseconds, FIG. 5, much less than of the deployment of the RAT and can either be executed under pilot control or automatically.

[0070] Compared to the RAT, the fuel cell system will be able to operate at much higher altitudes and provides power continuously at any altitude leading to a longer glide time.

[0071] A further advantage is that the fuel cell system can be turned off (and restarted if required), the RAT however, cannot be retracted once deployed so it will continue to disrupt the aerodynamics of the aircraft.

[0072] The fuel cell system can be exercised periodically, both in flight using a small quantity of the stored hydrogen, or on the ground using an auxiliary supply, whereas the RAT requires downtime to test/maintain the system which, to some operators, may be a significant inconvenience.

[0073] Supplemental Increased Electrical Energy Storage

[0074] In addition to the benefit of RAT replacement another benefit can be the provision of additional electrical energy storage that can be used to supplement other backup in non-emergency applications. The chart shown in Error! Reference source not found.6 illustrates varying electrical storage technologies employed and their comparison to fuel cells.

[0075] Certification Approach

[0076] Perhaps the single greatest risk factor to the application of fuel cells to commercial transport aircraft is commercial viability. This in-turn is driven by the “problem” solved and the benefit provided since it is fundamental that any new technology must earn its way aboard the aircraft. An issue for fuel cells is that while there are many electrical power/energy potential applications aboard current generation commercial aircraft none of these have currently risen to a level where fuel cells clearly provide the preferred solution.

[0077] The proposed MMRFC solution addresses this risk by combining the energy storage capability with the pilot oxygen recharge capability. In previous marketing experience with Boeing and Airbus a system that eliminated regular servicing of pilot oxygen servicing was seen as a major advance with potential for implementation on new aircraft and as a retrofit system. The system may be able to justify much of its cost by the oxygen savings alone.

[0078] There has been provided a hybrid O2/H2 regenerative fuel cell system. While the hybrid O2/H2 regenerative fuel cell system has been described in the context of specific embodiments thereof, other unforeseen alternatives, modifications, and variations may become apparent to those skilled in the art having read the foregoing description. Accordingly, it is intended to embrace those alternatives, modifications, and variations which fall within the broad scope of the appended claims.