762results about "Transportation hydrogen technology" patented technology

An integrated hydrogen-electric engine includes, an air compressor system; a hydrogen fuel source; a fuel cell; an elongated shaft connected to the air compressor system or a propulsor; and a motor assembly disposed in electrical communication with the fuel cell, wherein the air compressor system includes a plurality of electrically driven compressors configured to run in series or parallel.

The invention belongs to the technical field of aircraft design, and particularly relates to an integrated tilting power system integrated with hydrogen fuel cell motor electric control and an aircraft. Comprising a tilting mechanism connected with a machine body; the integrated motor and controller is fixedly connected with the tilting mechanism and located at the end, close to the upstream of the incoming flow, of the tilting mechanism; the tilting rotor wing is mounted at one end, close to the incoming flow upstream, of the integrated motor and controller; the hydrogen fuel cell is fixedly connected with the tilting mechanism and is positioned at one end, close to the downstream of the incoming flow, of the tilting mechanism; the nacelle shell wraps the tilting mechanism, the integrated motor, the controller and the hydrogen fuel cell; the nacelle outer heat dissipation fins wrap the nacelle in the circumferential direction; and the tilting mechanism, the integrated motor and controller and the liquid cooling radiating pipeline of the hydrogen fuel cell exchange heat with the radiating fins outside the nacelle.

A method and control system for a fuel cell system for a fuel cell vehicle comprising the fuel cell system comprising at least one fuel cell stack, and a cooling system. Processing circuitry of the control system may be configured to, for each fuel cell system power output in a plurality of fuel cell system power outputs, determine a cooling electrical power value indicative of cooling electrical power required to be supplied by the fuel cell system to the cooling system for rejecting output heat generated at least by the fuel cell system, determine a net electric power output value indicative of net electric power output that can be supplied from the fuel cell system to one or more electric power consumers when operating to produce the fuel cell system power output, and using the net electric power output value for determining a fuel cell system output level threshold for the fuel cell system.

A hydrogen tank includes a tank body, a boss connected to at least one end of the tank body and having a skirt extending radially with respect to an axial direction of the tank body, and a nozzle installed inside the tank body via the boss and configured to spray hydrogen gas at a predetermined angle with respect to the axial direction of the tank body. The nozzle includes a connector coupled to the boss, an extension portion extending from the connector parallel to the axial direction of the tank body, an inclined portion connected to an end portion of the extension portion and inclined with respect to the axial direction of the tank body, and an injection member provided at an end portion of the inclined portion.

The invention relates to the technical field of unmanned aerial vehicles, and discloses a fuel cell unmanned aerial vehicle carrying double hydrogen cylinders, comprising: a hydrogen storage system comprising two independent gaseous hydrogen storage cylinders, the hydrogen storage system being connected with a fuel cell system through a hydrogen delivery pipeline to supply hydrogen to the fuel cell system; the fuel cell system is used for converting hydrogen into electric energy, and the fuel cell system is connected with the energy storage system through an electric energy transmission line so as to transmit the generated electric energy to the energy storage system; the control system is used for monitoring and regulating various functions of the unmanned aerial vehicle, and the control system is connected with the fuel cell system, the energy storage system and the power flight system through data transmission lines so as to receive and send control instructions. By adopting the double-gas-state hydrogen storage cylinder system, the unmanned aerial vehicle can carry more hydrogen, so that the flight endurance time and distance are prolonged, in addition, the hydrogen cylinders which are modularly designed are convenient to replace quickly, and continuous operation in a long-time task is further ensured.

The invention discloses a fuel cell-turbofan engine hybrid power system for a cross-medium aircraft, and relates to the technical field of aero-engines, the system comprises a solid oxide fuel cell, a turbofan engine, a lithium battery, an energy management module, a motor, a propeller, a reforming hydrogen production device and a medium self-adaptive oxidant supply subsystem. In an air flight mode, the system adopts autothermal reforming hydrogen production, a fuel cell and a turbofan engine to cooperatively work, a high-efficiency low-oil-consumption low-speed cruise and high-thrust acceleration mode is provided, and meanwhile, a lithium battery is charged. In the underwater submerging and water surface sailing mode, a turbofan engine flow channel is closed, steam reforming hydrogen production is adopted, a hybrid power system composed of a fuel cell and a lithium battery is used for driving a propeller, the fuel cell provides stable power, and the lithium battery meets the instantaneous high-power requirement. The system solves the problems that a traditional power system is low in efficiency, poor in cruising ability, single in working mode and the like.

The invention discloses a heavy-load hydrogen-electricity hybrid power system of an industrial unmanned aerial vehicle, and relates to the technical field of unmanned aerial vehicles, the core comprises a fuel cell, a lithium battery pack, a driving motor and three modules, the fuel cell and the lithium battery pack are connected in parallel with the driving motor, and a dynamic variable liquid cooling system is thermally connected with the fuel cell. The intelligent mission profile prediction module and the liquid cooling system are both in signal connection with the thermal-electric collaborative optimization controller, the prediction module receives data such as an air route and weather, simulates a flight state in a future time period through a model, and outputs predicted power and a temperature curve; the liquid cooling system comprises at least two independent heat dissipation partitions and is integrated with a paraffin-based composite phase change material, the optimization controller outputs optimal parameters through a task-adaptive multi-objective optimization function based on a prediction curve and real-time data, and the system is provided with a data acquisition module, a hydrogen supply control module and a fault early warning module to realize data monitoring, hydrogen supply stability and safety early warning. And the load, endurance and reliability are improved.

Hybrid propulsion systems that utilize liquid natural gas solid oxide fuel cells in a manner practical for use in aircraft that avoid the use of heavy batteries, provide transient response times suitable for use in aircraft, and / or simplify reactant pre-conditioning systems using a compressor and turbine pair operatively coupled to the solid oxide fuel cell. Such hybrid propulsion systems for an aircraft may include a liquid natural gas solid oxide fuel cell, a motor driven by electric power from the solid oxide fuel cell, a gearbox operatively coupled to the motor, and a turbofan engine configured to generate thrust for the aircraft. The turbofan engine may be configured to provide electric power and shaft power and may include a duct fan that is operatively coupled to the motor via the gearbox, with the duct fan being driven by mechanical power from the gearbox and by the motor.

A propulsion system for an aircraft as disclosed herein may include a nacelle, a shaft positioned centrally within a cylindrical passageway of the nacelle, a fan coupled to one end of the shaft, a turbine coupled to an opposite end of the shaft, an electric motor coupled to the shaft, a compressor positioned within the cylindrical passageway, and a solid oxide fuel cell positioned with a hollow ring-shaped interior of the nacelle. The hollow ring-shaped interior may surround and be isolated from the cylindrical passageway. The turbine may be configured to provide primary torque to the shaft while the electric motor may be configured to provide additional torque to the shaft. The electric motor may be powered an electric output of the solid oxide fuel cell while the turbine may be powered at least in part by output gases from the solid oxide fuel cell.

One embodiment is an aircraft having a least one of an aircraft motor or an aircraft motor drive, and a metal-air fuel cell. The aircraft has a waste heat transfer system including a diverter system. The diverter system selectively couples the metal-air fuel cell and the at least one of the aircraft motor or the aircraft motor drive. The aircraft has a control system to operate the waste heat transfer system to selectively transfer waste heat from the at least one of the aircraft motor or the aircraft motor drive to the metal-air fuel cell. The control system determines a power output status of the metal-air fuel cell, and to operate the diverter system to transfer the waste heat from the at least one of the aircraft motor or the aircraft motor drive to the metal-air fuel cell in response to determining the power output status.

A propulsion system for an aircraft as disclosed herein may include a nacelle, a shaft positioned centrally within a cylindrical passageway of the nacelle, a fan coupled to one end of the shaft, a turbine coupled to an opposite end of the shaft, an electric motor coupled to the shaft, a compressor positioned within the cylindrical passageway, and a solid oxide fuel cell positioned with a hollow ring-shaped interior of the nacelle. The hollow ring-shaped interior may surround and be isolated from the cylindrical passageway. The turbine may be configured to provide primary torque to the shaft while the electric motor may be configured to provide additional torque to the shaft. The electric motor may be powered an electric output of the solid oxide fuel cell while the turbine may be powered at least in part by output gases from the solid oxide fuel cell.

An aircraft propulsion assembly that has a nacelle with a front opening and a rear opening, a propeller driven by an electric motor, a fuel cell supplying the electric motor with electric current, an inner channel arranged in the nacelle between the front opening and the rear opening. The electric motor and the fuel cell are disposed in the inner channel. A motorized fan is arranged at the rear part so as to draw in the air present in the inner channel and expel it to the outside through the rear opening. A control unit controls the motorized fan. With such an arrangement, the outside air cools the inside of the nacelle and the dihydrogen is evacuated.

Disclosed is an aircraft structure comprising at least one aircraft structural element defining a volume; a fuel-handling component arranged within the volume and configured to handle a fuel; a purging system comprising an inlet and an outlet, the purging system configured to provide a flow of purge gas from the inlet, through the volume, to the outlet, to thereby purge leaked fuel from the volume; and a flow guide member formed of a reticulated foam, arranged within the volume and externally to the fuel-handling component, and configured to guide the flow of purge gas within the volume. An aircraft comprising the aircraft structure is also disclosed.

The invention discloses a liquid hydrogen high-temperature superconducting motor and magnetofluid dual-power propulsion system, and aims to solve the problems that an existing ship propulsion system is single in power mode and insufficient in power density. The system comprises a liquid hydrogen storage and supply unit, a cooling unit, an energy conversion unit, a superconducting motor propulsion unit and a magnetofluid propulsion unit, the liquid hydrogen storage and supply unit conveys liquid hydrogen to the superconducting part through the cooling loop, the liquid hydrogen is converted into hydrogen through the heat exchanger after being cooled, the energy conversion unit converts the hydrogen into electric energy and outputs the electric energy in a matched mode, and the superconducting motor propulsion unit and the magnetic fluid propulsion unit generate mechanical energy or electromagnetic force through the electric energy to drive a ship. And the superconducting component is cooled by the cooling loop. The liquid hydrogen in the system has the dual functions of a cooling medium and fuel, a coolant and fuel do not need to be additionally configured, the requirements for silence, high thrust and rapid maneuvering are met, the power density is high, the environmental protection property is good, and the system is suitable for high-performance propelling scenes such as ships, especially submarines.

Method for controlling the operation of a fuel cell system, comprising the steps for: Diagnosing, by means of a control system, a water shortage condition in a fuel cell stack based on a decrease in cooling capacity and a deterioration of the fuel cell stack; Determine, by controlling, a diagnostic level of the fuel cell system based on the diagnosed water shortage state of the fuel cell stack; and Performing, by controlling, a regenerative operation by selecting a regenerative operating mode that corresponds to the specified diagnostic level, wherein the regenerative operating mode comprises: a first regenerative operating mode to reduce an operating limit temperature of the fuel cell stack; a second regenerative operating mode to increase an air pressure at the cathode side of the fuel cell stack or to decrease a stoichiometric ratio of air; and a third regenerative operating mode to decrease a hydrogen gas pressure at an anode side of the fuel cell stack or to increase a stoichiometric ratio of hydrogen.

A fuel cell vehicle includes a heat source discharging cooling water, a radiator dissipating heat from the cooling water and including areas including different temperatures, a first spray unit spraying a first spray liquid to an area including a high temperature among the areas, a second spray unit spraying a second spray liquid including a lower temperature than the first spray liquid to an area including a low temperature among the areas, a first valve connected to the storage unit and the first spray unit and configured to be opened or closed in response to a first control signal to supply the first spray liquid to the first spray unit, a second valve connected to the storage unit and the second spray unit and configured to be opened or closed in response to a second control signal to supply the second spray liquid to the second spray unit, and a controller configured for generating the first and second control signals to control the spray amount of the spray liquids and spraying operation.

Methods, apparatus, systems, and articles of manufacture are disclosed for a hydrogen fuel distribution system (100) with integrated thermal management. An example fuel distribution system (100) with integrated thermal management comprises a hydrogen fuel distributor (402) including a first tank (406) and a second tank (408). The hydrogen fuel distributor (402) circulates hydrogen fuel to a first fuel cell (606) and a second fuel cell (608). A coolant distributor (702) includes a heat exchanger (416). The coolant distributor (702) regulates a temperature of the fuel distribution system (100). A compressed air distributor (706) provides compressed air from a propulsor (730) to the first fuel cell (606) and the second fuel cell (608). An electrical distributor (602) transports electricity from the first fuel cell (606) and the second fuel cell (608) to an electric motor (726). The electric motor (726) drives the propulsor (730).

A battery control system and method of a fuel cell vehicle includes a battery, a fuel cell, and a controller. The battery provides driving energy of a vehicle. The fuel cell provides the driving energy of the vehicle or charging the battery. The controller estimates a degree of deterioration of the fuel cell, derive a change rate in an SOC value of the battery based on the degree of deterioration of the fuel cell, and change a charge control factor or a discharge control factor of the battery according to the derived change rate in the SOC value of the battery.

Method and system for electrochemically compressing hydrogen. In one embodiment, the system includes a membrane electrode assembly (MEA) that includes a polymer electrolyte membrane (PEM), an anode, and a cathode. First and second gas diffusion media are positioned adjacent the cathode and anode, respectively. A humidifying membrane is positioned next to the second gas diffusion medium on a side opposite the anode. A water supply is connected to the humidifying membrane, and a hydrogen gas supply is connected to the second gas diffusion medium. A hydrogen gas collector including a back pressure regulator is connected to the first gas diffusion medium. Separators, positioned on opposite sides of the MEA, are connected to a power source. In use, hydrogen is electrochemically pumped across the MEA and collected in the hydrogen gas collector. The PEM is kept properly humidified by the humidifying membrane, which releases water into the second gas diffusion medium.

The invention belongs to the technical field of new energy aircrafts, and discloses an energy, heat and mass flow fusion system and method for airborne energy elements of a long-endurance aircraft, and the system comprises a mass flow subsystem, an energy flow subsystem and a heat flow subsystem. The mass flow subsystem is used for sucking, taking, converting, recycling and discharging full-aircraft working media of the aircraft, the energy flow subsystem is used for producing, storing and distributing full-electromechanical energy of the aircraft, and the heat flow subsystem is used for extracting, recycling and discharging high-temperature waste heat generated in the electrochemical reaction process of the SOFC. According to the method, the relationship between the functional architecture, the flow attribute and the main interface of the airborne energy element is defined from the overall perspective of the long-endurance aircraft adopting the airborne energy element as the main energy, and on the basis of utilizing the efficient energy conversion of the airborne energy element, the fine utilization level of the full-electromechanical energy, the working medium and the waste heat is further improved on the system architecture level; limit endurance flight capability generation can be supported.

A torque generating system is described and includes a fuel cell power device, a high voltage battery, an electric drive unit, and a controller. The fuel cell power device has a non-linear power-temperature relationship having a local temperature maximum at a first electrical power level and a local temperature minimum at a second electrical power level. A first operating point of the fuel cell power device is less than the first electrical power level and a second operating point of the fuel cell power device is set at a third electrical power level greater than the first electrical power level, where the third electrical power level produces a fuel cell temperature less than the local temperature maximum. The fuel cell power device is controlled to one of the first operating point or the second operating point to transfer electrical power to the electric drive unit.

A fuel-cell-powered aircraft system has integrated air-cooled fuel cell stacks positioned within an interior space of at least one wing of an aircraft. An airflow path is positioned in contact with at least a heat exchanger of the fuel cell stack. The induced flow of air through the airflow path cools the heat exchanger. The efficiently-induced flow of air for cooling the fuel cell stack has a zero or minimal drag penalty.

A system is disclosed for providing inerting gas to a protected space, and also providing electrical power. The system includes an electrochemical cell comprising a cathode and an anode separated by a separator comprising a proton transfer medium. Inerting gas is produced at the cathode. A fuel source comprising methanol or formaldehyde or ethanol and a water source are each in controllable operative fluid communication with the anode. A controller is configured to alternatively operate the system in a first mode of operation where water is directed to the anode fluid flow path inlet and electric power is directed from a power source to the electrochemical cell, and in a second mode of operation in which the fuel is directed from the fuel source to the anode fluid flow path inlet and electric power is directed from the electrochemical cell to the power sink.

A propulsion system for an aircraft includes a fan section having a fan; a turbomachine including a compressor section, a combustion section, and a turbine section arranged in serial flow order; at least one electric machine; a fuel cell assembly configured to supply power to the electric machine; and a controller including a memory and one or more processors. One or both of the turbomachine and the at least one electric machine are configured to drive rotation of the fan of the fan section. The fuel cell assembly includes at least one fuel cell, a first fluid inlet for receiving a flow of pressurized air, and a second fluid inlet for receiving a flow of fuel.

Hybrid propulsion systems that utilize liquid natural gas solid oxide fuel cells in a manner practical for use in aircraft that avoid the use of heavy batteries, provide transient response times suitable for use in aircraft, and / or simplify reactant pre-conditioning systems using a compressor and turbine pair operatively coupled to the solid oxide fuel cell. Such hybrid propulsion systems for an aircraft may include a liquid natural gas turboshaft engine, a turbo generator operatively coupled to the turboshaft engine, a liquid natural gas solid oxide fuel cell, and an electric fan. The electric fan may be configured to generate thrust for the aircraft and may be powered by the turbo generator and / or the solid oxide fuel cell. Fuel cell reactants may be pre-conditioned using turboshaft bleed air, and the liquid natural gas may be pre-heated by fuel exhaust from the solid oxide fuel cell.

A heat exchanger for a fuel cell power plant system may include a first loop and a second loop. For the first loop, a first coolant may be passed through a fuel cell stack, a thermostat, a first portion of a first plate of the heat exchanger, and a fuel cell pump. For the second loop, a second coolant may be passed through a second portion of the first plate of the heat exchanger.

The invention relates to a diagnostic method (100) for diagnosing the state of tank valves (203) in a tank system (200), the tank system (200) having a plurality of fuel tanks (201), each having a tank valve (203), and a fuel line arrangement (207) for guiding fuel out of the fuel tanks (201).

A method for controlling a vehicle using altitude prediction, based on information about a high-energy area, may include: generating an expected altitude based on the vehicle's location and direction of travel; in response to the vehicle driving in a high-energy area identified in map information, setting the highest altitude of the high-energy area as the highest expected altitude; generating adjusted power based on the expected altitude, the highest expected altitude, and the vehicle's current altitude; and, based on the static power required to supply the vehicle's battery based on the location and adjusted power, generating a target amount of power generation to supply to the battery and controlling the vehicle based on the target amount of power generation.

A method of constructing a fuel cell system includes providing an open cell structure to form a first end plate, filling at least part of the open cell structure with a stiffening material, disposing a fuel cell stack between the first end plate and a second end plate, and compressing the fuel cell stack by moving the first end plate toward the second end plate. A fuel cell system includes a first end plate comprising an open cell structure, a second end plate, and a fuel cell stack compressed between the first end plate and the second end plate.

Disclosed are a fuel cell vehicle and a method of controlling the same. The fuel cell vehicle includes a battery, a cell stack configured to provide stack voltage, a load connected to the battery and the cell stack, a multiphase converter configured to adjust a voltage range between the cell stack and the battery and including first to Nth (where N is a positive integer of 2 or greater) current paths connected to the cell stack and connected in parallel to each other, and a main controller configured to control the multiphase converter to allow alternating current to sequentially flow through the first to Nth current paths when measurement of the impedance of the cell stack is required.