Hydrogen Aircraft APU Manifold for Low-Emission Air and Power Supply
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Solution Overview
Problem
Auxiliary power units in aircraft contribute to greenhouse gas emissions and pose safety risks when using kerosene or dihydrogen, requiring a solution for low-pollution, low-noise, and safe electrical and pneumatic power generation for non-propulsive functions.
Innovation Solution
An auxiliary power unit incorporating an air compressor coupled to an air-drawing device, supplying compressed air to a manifold for environmental control and propulsion system start-up, with a fuel cell stack powered by hydrogen, and a heat exchanger to optimize hydrogen temperature and usage, along with a processing unit for controlled air distribution and safety features.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Use of energy by moving object
If the auxiliary power unit uses kerosene from aircraft tanks, then it can provide electrical and pneumatic energy for non-propulsive systems, but it contributes to greenhouse gas emissions and increases pollution
Solution Approach 1:
The patent extracts the auxiliary power unit from the conventional kerosene-based system and creates a separate hydrogen supply circuit independent from the main propulsion fuel system. This allows the APU to use hydrogen stored in dedicated tanks located near the wings, separating the power generation function from the propulsion fuel consumption, thereby eliminating greenhouse gas emissions while maintaining energy provision capabilities
Solution Approach 2:
The patent changes the fuel parameter from kerosene to hydrogen. This fundamental parameter change transforms the chemical composition of the fuel, resulting in water vapor as the only exhaust product instead of carbon dioxide and other greenhouse gases, thus resolving the pollution issue while maintaining the energy generation function
2Object-generated harmful factors
If the auxiliary power unit is supplied with dihydrogen from tanks near the wings, then greenhouse gas emissions are reduced, but safety risks increase due to potential leaking and exploding along the supply circuit
Solution Approach 1:
The patent introduces an intermediary hydrogen supply circuit that acts as a safe transport pathway between the hydrogen tanks near the wings and the auxiliary power unit in the tail cone. This dedicated circuit is designed with appropriate safety features and monitoring systems, allowing hydrogen to be transported without creating explosion hazards, thus enabling low-emission operation while maintaining safety
Solution Approach 2:
The patent replaces the conventional mechanical fuel delivery system with an optimized hydrogen-specific supply circuit that uses appropriate materials and design principles for hydrogen safety. This substitution ensures that hydrogen can be delivered to the APU without the leaking and exploding risks associated with conventional fuel systems, resolving the safety concern while maintaining the environmental benefit
3Object-affected harmful factors
If the auxiliary power unit is positioned at the rear of the aircraft in the tail cone, then noise impact for passengers is reduced, but the distance to the hydrogen tank increases circuit complexity
Solution Approach 1:
The patent designs the hydrogen supply circuit to serve multiple functions: it supplies hydrogen to the auxiliary power unit in the tail cone for electrical and pneumatic power generation, and also provides a safe distribution network that can serve future propulsion needs. This multi-functional design reduces overall system complexity despite the extended distance, as the same infrastructure supports multiple aircraft systems
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
The solution provides a low-pollution, low-noise, and safe power source for aircraft systems, reducing greenhouse gas emissions and safety risks by utilizing hydrogen and air compression, while ensuring reliable operation and energy efficiency.
Implementation Method 1
a fuel cell stack arranged so as to provide an electric generation function intended to power non-propulsive systems of the aircraft
Implementation Method 2
an air compressor coupled to an air-drawing device for drawing in air from outside the aircraft. The compressor supplies compressed air
Implementation Method 3
a heat exchanger to optimize hydrogen temperature and usage
Data Source
AI summary
An auxiliary power unit for an aircraft. It includes an air compressor coupled to an air-drawing device for drawing in air from outside the aircraft, the compressor supplying compressed air to a manifold. The manifold is configured to supply air to an environmental control system and a start-up module of at least one propulsion system of the aircraft running on hydrogen. The manifold is also configured to supply air to a fuel cell stack arranged to provide an electric generation function configured to power non-propulsive systems of the aircraft, the fuel cell stack also being supplied with hydrogen from a tank supplying hydrogen to the at least one propulsion system of the aircraft.