HORIZON-JTI-CLEANH2-2022

ExpectedOutcome : The use of Fuel Cells enables the generation of electricity aboard the aircraft from hydrogen (stored in a dedicated tank) and oxygen (air) without any CO 2 , NO x , particles emission as the only by-products of the reaction are water and heat. Therefore, these technologies have the potential to strongly reduce aviation emissions & pave the way to climate neutrality. Additionally, they can drastically reduce the noise when compared to gas turbines, both when a/c moving (flight/taxi) and on ground/stopped (while operating non propulsive energy systems). Depending on the power delivered, fuel cells can supply either non-propulsive systems (electrical anti-ice systems, electrical Environmental Control System, Green Taxiing) or propulsive systems (electrical engines and propeller). Experience shows that aviation constraints (weight, altitude) will require specific technologies in order to meet necessary KPIs. Project results are expected to contribute to all of the following expected outcomes: Preliminary design of fuel cell systems with high efficiency and high gravimetric power density, compatible with aeronautical specifications and constraints and The maturation of necessary sub-components for this system (stack, balance of plant components etc) up to TRL5. At the end of the project, performed lab and ground tests should have proven concept feasibility. The technologies will then be further matured under the support of the Clean Aviation partnership, embedded and integrated in a specified architecture for demonstrations. Project results are expected to contribute to all of the following objectives of the Clean Hydrogen JU SRIA: FC module durability [h]: 20,000 in 2024 and 30,000 in 2030; FC system efficiency [%]: 45 in 2024 and 50 in 2030; FC system availability [%]: 95 in 2024 and 98 in 2030; FC system gravimetric index [kW/kg]: 1 in 2024 and 2 in 2030. In addition to the KPIs above and when considering a system size of 1.5MW the proposal should also contribute to the achievement of the following: Power Densities @stack level > 3kW/kg in nominal power (and not peak power); Membrane Electrode Assembly > 1.25 W /cm2; Understanding of the ageing kinetics (= performances degradation in time) ; Environmental conditions: temperature, pressure, vibration and other area of interest (i.e. DO 160) compatible with aircraft environment; Demonstration fully answers the qualification needs. The stack to be developed under this topic should be compatible with the requirements of the Clean Aviation Partnership SRIA in order to be implemented in ground and in-flight demonstrations scheduled within Clean Aviation partnership. Scope : The technology (Proton Exchange Membrane Fuel Cell) that is emerging from the automotive industry through car manufacturers is of interest for aeronautic industry, but some issues are still to be solved (hydrogen storage and distribution from the tank to the fuel cell system are not considered here) The power of the fuel cell systems coming from the automotive industry is usually limited roughly to 100kW. Aviation needs are more in the range of 1 to 5MW depending on the size of the aircraft and/or the systems to supply with power (propulsive or non-propulsive). Development of 250 kW FC stack and scalability of FC system and components for an at least 1.5 MW module seems thus compulsory in order to allow aircraft application. This target is moreover clearly defined in the Clean Aviation SRIA; The stacks available today are not adapted to the environment in which they will have to operate: temperature ISA-35, pressure 0,2 bar (45 kft), vibrations, etc; The requested power is not achievable with only one stack. The following should be defined: The optimal size of the stack; The architecture of multi-stack systems. The cost of the technology needs to be reduced. Sizing a unitary stack of a reasonable amount of power will ease its integration in different size of aircraft and for propulsive