An on-board fuel cell auxiliary power cooling system, aircraft and control method

Abstract

This invention relates to the field of airborne auxiliary heat dissipation technology, specifically to an airborne fuel cell auxiliary power heat dissipation system, an aircraft, and a control method. The airborne fuel cell auxiliary power heat dissipation system includes a fuel cell assembly and a heat dissipation assembly. The fuel cell assembly includes a fuel cell unit, a battery inlet pipe, a battery exhaust pipe, and an ejector mixing chamber; the battery inlet pipe is connected to the air inlet of the fuel cell unit; the battery exhaust pipe is connected to the air outlet of the fuel cell unit; the battery exhaust pipe is connected to the ejector mixing chamber; the heat dissipation assembly includes a radiator, coolant pipes, a heat dissipation inlet channel, and a heat dissipation exhaust channel; the radiator is connected to the fuel cell unit via coolant pipes; the heat dissipation inlet channel is connected to the inlet end of the radiator; thus solving the problem that the energy efficiency of airborne heat dissipation assemblies needs further improvement.

Description

Technical Field

[0001] This invention relates to the field of airborne fuel cell auxiliary heat dissipation technology, and more specifically, to an airborne fuel cell auxiliary power heat dissipation system, an aircraft, and a control method. Background Technology

[0002] The auxiliary power system (APS) is a crucial system for aircraft (such as airplanes and drones), providing functions such as ground-based environmental control, lighting, starting and restarting the main engine in flight, and providing emergency power. Its energy output is primarily electrical. Hydrogen fuel cells can efficiently convert chemical energy into electrical energy, offering advantages such as high energy density, low noise, and zero pollution, thus contributing to carbon emission reduction in the aviation industry. Since the power levels achievable by the APS and hydrogen fuel cell systems are well-matched, using hydrogen fuel cells as the APS can reduce aviation carbon emissions and promote the development of more electric aircraft. However, when using hydrogen fuel cells as the APS, the efficiency is around 50%, with the remaining energy converted into heat, requiring timely high-power cooling to ensure stable system operation.

[0003] Aircraft employing auxiliary power systems (APS) have high requirements for the lightweight design and integrated layout of the APS's heat dissipation components. However, current technology and applications are limited, and the heat dissipation efficiency of these components needs further improvement. Summary of the Invention

[0004] To address the issue of the need for further improvement in the energy efficiency of airborne heat dissipation components, this invention provides an airborne fuel cell-assisted power cooling system, an aircraft, and a control method.

[0005] In a first aspect, the present invention provides an airborne fuel cell auxiliary power cooling system, the airborne fuel cell auxiliary power cooling system comprising:

[0006] A fuel cell assembly includes a fuel cell unit, a battery inlet pipe, a battery outlet pipe, and an ejector mixing chamber. The battery inlet pipe is connected to the air inlet of the fuel cell unit. The battery outlet pipe is connected to the air outlet of the fuel cell unit. The battery outlet pipe is connected to the ejector mixing chamber. The cross-sectional area of ​​the battery outlet pipe gradually decreases from the fuel cell unit to the ejector mixing chamber. The battery inlet pipe communicates with the external environment of the aircraft. The opening of the battery inlet pipe communicating with the external environment faces the same direction as the nose of the aircraft. The ejector mixing chamber communicates with the external environment of the aircraft. The opening of the ejector mixing chamber communicating with the external environment faces the same direction as the tail of the aircraft.

[0007] A heat dissipation assembly includes a radiator, coolant piping, a heat dissipation air intake channel, and a heat dissipation exhaust channel. The radiator is connected to the fuel cell unit via the coolant piping. The heat dissipation air intake channel is connected to the air intake end of the radiator. The heat dissipation exhaust channel is connected to the exhaust end of the radiator. The heat dissipation air intake channel is connected to the external environment of the aircraft. The opening of the heat dissipation air intake channel connecting to the external environment faces the same direction as the nose of the aircraft. The heat dissipation exhaust channel is connected to the ejector mixing chamber.

[0008] Optionally, the fuel cell assembly further includes an exhaust regulating valve; the exhaust regulating valve is movably connected to the battery exhaust line; the exhaust regulating valve is located at one end of the battery exhaust line near the ejector mixing chamber; the exhaust regulating valve is movable to adjust the outlet size of the battery exhaust line.

[0009] Optionally, the opening size of the heat dissipation exhaust channel gradually increases along the direction from the heat sink to the ejector mixing chamber.

[0010] Optionally, the heat dissipation assembly further includes a heat dissipation regulating door, which is movably connected to the heat dissipation air intake channel; the heat dissipation regulating door divides the air intake end of the radiator into a shielding area and a ventilation area; the heat dissipation air intake channel communicates with the radiator through the ventilation area; the shielding area is isolated from the heat dissipation air intake channel; the heat dissipation regulating door can movably adjust the size ratio of the shielding area and the ventilation area.

[0011] Optionally, the heat dissipation assembly further includes an air intake regulating door; the air intake regulating door is movably connected to the heat dissipation air intake channel; the air intake regulating door and the heat dissipation regulating door are spaced apart along the extension direction of the heat dissipation air intake channel; the distance from the air intake regulating door to the radiator is greater than the distance from the heat dissipation regulating door to the radiator; the air intake regulating door is movable to adjust the air intake opening size of the heat dissipation air intake channel.

[0012] Optionally, the heat dissipation assembly further includes a fan unit; the fan unit is located within the heat dissipation exhaust channel; the fan unit includes a cooling fan, a press valve, and a support frame; the support frame is connected to the heat dissipation exhaust channel; the cooling fan is connected to the support frame; the air inlet of the cooling fan faces the radiator; the press valve is movably connected to the support frame; the support frame divides the heat dissipation exhaust channel into a press flow channel and a heat dissipation flow channel; when the air pressure in the press flow channel is greater than the air pressure in the heat dissipation flow channel, the press valve moves to connect the press flow channel and the heat dissipation flow channel.

[0013] Optionally, the axis of the cooling fan is parallel to and spaced apart from the axis of the cooling exhaust channel; the axis of the cooling fan is located on the side of the cooling exhaust channel away from the battery exhaust pipe.

[0014] Optionally, the axis of the battery exhaust pipe and the axis of the heat dissipation exhaust pipe have a mixing intersection point, and the outlet end of the battery exhaust pipe extends to the mixing intersection point near the outlet side of the ejector mixing chamber.

[0015] Optionally, the fuel cell assembly further includes a return pipe; the return pipe is connected to the battery exhaust pipe and the heat dissipation intake channel respectively; the battery exhaust pipe is located on the aircraft at a higher position than the heat dissipation intake channel on the aircraft.

[0016] Optionally, the battery air intake pipe is connected to the heat dissipation air intake channel to connect to the external environment of the aircraft; the outlet of the return pipe and the air inlet of the battery air intake pipe are arranged sequentially at intervals along the airflow direction of the heat dissipation air intake channel.

[0017] In a second aspect, the present invention provides an aircraft comprising the airborne fuel cell-assisted power cooling system described in any embodiment of the first aspect.

[0018] Thirdly, the present invention provides an airborne fuel cell auxiliary power cooling control method, wherein the airborne fuel cell auxiliary power cooling control method is applied to the airborne fuel cell auxiliary power cooling system described in any embodiment of the first aspect, and the airborne fuel cell auxiliary power cooling control method includes:

[0019] In response to the fuel cell start command, the fuel cell unit is turned on to start working;

[0020] While the fuel cell unit is in operation, the coolant in the coolant pipeline is controlled to circulate between the radiator and the fuel cell unit for heat exchange.

[0021] Optionally, the airborne fuel cell auxiliary power heat dissipation control method further includes:

[0022] Based on the fact that the fuel cell unit is in operation, the flight altitude of the aircraft is obtained;

[0023] The opening of the battery exhaust pipe outlet is adjusted according to the flight altitude; the opening of the battery exhaust pipe outlet is negatively correlated with the flight altitude.

[0024] Optionally, the airborne fuel cell auxiliary power heat dissipation control method further includes:

[0025] Adjust the speed of the cooling fan according to the flight altitude.

[0026] Optionally, the airborne fuel cell auxiliary power heat dissipation control method further includes:

[0027] Based on the fact that the fuel cell unit is in operation, the rate of temperature change of the coolant in the coolant pipeline is acquired in real time.

[0028] Based on the fact that the rate of temperature change is higher than a threshold, the ventilation size of the area connecting the heat dissipation intake channel and the radiator is adjusted until the rate of temperature change is lower than the threshold.

[0029] Optionally, the airborne fuel cell auxiliary power heat dissipation control method further includes:

[0030] Based on the fact that the rate of temperature change is lower than the threshold, the ventilation size is adjusted to the maximum value, and the air intake size of the air intake of the heat dissipation air intake channel is adjusted to control the rate of temperature change to remain lower than the threshold.

[0031] To address the issue of the need for further improvement in the energy efficiency of airborne heat dissipation components, this invention has the following advantages:

[0032] By specially designing a heat dissipation component for the fuel cell assembly on the aircraft, and using coolant piping to achieve heat exchange between the radiator and the fuel cell unit, the radiator can be used to dissipate heat for the fuel cell unit. The exhaust gas is depressurized and accelerated by a tapered battery exhaust pipe, and then discharged into an ejector mixing chamber to eject the gas from the heat dissipation exhaust channel before being discharged into the external environment. This accelerates the discharge of gas from the heat dissipation exhaust channel and improves the energy efficiency of the airborne heat dissipation components. Attached Figure Description

[0033] Figure 1 A simplified schematic diagram of the airborne fuel cell auxiliary power cooling system in Embodiment 1 is shown;

[0034] Figure 2 A cross-sectional schematic diagram of the air intake regulating valve and the heat dissipation air intake channel of the airborne fuel cell auxiliary power cooling system in Embodiment 1 is shown.

[0035] Figure 3 A cross-sectional schematic diagram of the radiator, cooling air intake channel, and cooling regulating door of the airborne fuel cell auxiliary power cooling system in Embodiment 1 is shown.

[0036] Figure 4 A cross-sectional schematic diagram of the fan unit of the airborne fuel cell auxiliary power cooling system in Embodiment 1 is shown;

[0037] Figure 5A cross-sectional schematic diagram of the fuel cell unit, battery air intake pipe, filter, and heat dissipation air intake channel of the airborne fuel cell auxiliary power cooling system in Embodiment 1 is shown.

[0038] Figure 6 A schematic diagram of the structure of the battery air intake pipe, battery exhaust pipe, ejector mixing chamber and heat dissipation exhaust channel of the airborne fuel cell auxiliary power cooling system in Embodiment 1 is shown.

[0039] Figure 7 A simplified cross-sectional diagram of the battery exhaust pipe, cooling fan, and cooling exhaust channel of the airborne fuel cell auxiliary power cooling system in Embodiment 1 is shown, perpendicular to the axis of the cooling fan.

[0040] Figure 8 A flowchart illustrating the airborne fuel cell auxiliary power heat dissipation control method in Embodiment 2 is shown.

[0041] Reference numerals: 10 Fuel cell assembly; 11 Fuel cell unit; 12 Battery inlet pipe; 13 Battery exhaust pipe; 14 Ejector mixing chamber; 15 Exhaust regulating valve; 16 Return pipe; 17 Filter; 20 Heat dissipation assembly; 21 Radiator; 22 Coolant pipe; 23 Heat dissipation inlet channel; 24 Heat dissipation exhaust channel; 25 Heat dissipation regulating valve; 26 Inlet regulating valve; 27 Fan unit; 271 Cooling fan; 272 Stamped valve; 273 Support frame. Detailed Implementation

[0042] The present disclosure will now be discussed with reference to several exemplary embodiments. It should be understood that these embodiments are discussed only to enable those skilled in the art to better understand and thus implement the present disclosure, and are not intended to imply any limitation on the scope of the disclosure.

[0043] As used herein, the term "comprising" and its variations are to be interpreted as open-ended terms meaning "including but not limited to". The term "based on" is to be interpreted as "at least partially based on". The terms "one embodiment" and "an embodiment" are to be interpreted as "at least one embodiment". The term "another embodiment" is to be interpreted as "at least one other embodiment". The terms "upper", "lower", "left", "right", "front", "rear", "top", "bottom", "inner", "outer", "vertical", "horizontal", "lateral", "longitudinal", etc., indicate orientations or positional relationships based on the orientations or positional relationships shown in the accompanying drawings. These terms are primarily for the purpose of better describing this application and its embodiments and are not intended to limit the indicated devices, elements, or components to having a specific orientation or being constructed and operated in a specific orientation. Furthermore, some of the above terms may be used to indicate other meanings besides orientations or positional relationships; for example, the term "upper" may in some cases indicate a dependency or connection relationship. Those skilled in the art can understand the specific meaning of these terms in this application according to the specific circumstances. In addition, the terms "installed", "set up", "equipped with", "connected", and "linked" should be interpreted broadly. For example, it can be a fixed connection, a detachable connection, or an integral structure; it can be a mechanical connection or an electrical connection; it can be a direct connection or an indirect connection through an intermediate medium, or an internal connection between two devices, elements, or components. Those skilled in the art can understand the specific meaning of the above terms in this application according to the specific circumstances. Furthermore, the terms "first," "second," etc., are mainly used to distinguish different devices, elements, or components (the specific types and structures may be the same or different), and are not used to indicate or imply the relative importance or quantity of the indicated devices, elements, or components. Unless otherwise stated, "a plurality of" means two or more.

[0044] To address the issue that the energy efficiency of the airborne heat dissipation component 20 needs further improvement, this invention provides an airborne fuel cell auxiliary power heat dissipation system, an aircraft, and a control method.

[0045] Example 1:

[0046] This embodiment provides an airborne fuel cell auxiliary power cooling system, such as Figure 1 As shown, the airborne fuel cell auxiliary power cooling system includes a fuel cell assembly 10 and a heat dissipation assembly 20. It should be noted that... Figures 1-7 The arrows in the text are used to indicate the direction of airflow.

[0047] The fuel cell assembly 10 includes a fuel cell unit 11, a battery air inlet pipe 12, a battery exhaust pipe 13, and an ejector mixing chamber 14. The battery air inlet pipe 12 is connected to the air inlet of the fuel cell unit 11. The battery exhaust pipe 13 is connected to the air outlet of the fuel cell unit 11. The battery exhaust pipe 13 is connected to the ejector mixing chamber 14. The cross-sectional area of ​​the battery exhaust pipe 13 gradually decreases from the fuel cell unit 11 to the ejector mixing chamber 14. The battery air inlet pipe 12 is connected to the external environment of the aircraft. The opening of the battery air inlet pipe 12 to the external environment faces the same direction as the nose of the aircraft. The ejector mixing chamber 14 is connected to the external environment of the aircraft. The opening of the ejector mixing chamber 14 to the external environment faces the same direction as the tail of the aircraft. The fuel cell unit 11 includes a fuel cell stack, an air compressor, regulating valves, and other air supply equipment.

[0048] When the aircraft is in operation, since the opening of the battery air intake pipe 12 connecting to the external environment faces the same direction as the aircraft's nose, air from the external environment facing the aircraft's nose can enter the battery air intake pipe 12 and then enter the fuel cell unit 11 through the air intake port. Subsequently, the air acts as an oxidant in the fuel cell unit 11, participating in an electrochemical reaction to generate electrical energy. After the reaction, the remaining air enters the battery exhaust pipe 13 through the air exhaust port of the fuel cell unit 11, then enters the ejector mixing chamber 14, and finally the air is discharged into the external environment in the direction towards the tail of the aircraft. The heat dissipation assembly 20 includes a radiator 21, a coolant pipeline 22, a heat dissipation air intake channel 23, and a heat dissipation exhaust channel 24. The radiator 21 is connected to the fuel cell unit 11 via the coolant pipeline 22. The heat dissipation air intake channel 23 is connected to the air intake end of the radiator 21. The heat dissipation exhaust channel 24 is connected to the exhaust end of the radiator 21. The heat dissipation air intake channel 23 is connected to the external environment of the aircraft. The opening of the heat dissipation air intake channel 23 that connects to the external environment faces the same direction as the nose of the aircraft. The heat dissipation exhaust channel 24 is connected to the ejector mixing chamber 14.

[0049] In this way, when the aircraft is in operation, air enters the cooling intake channel 23 from the external environment facing the nose of the aircraft, then enters the radiator 21 from the intake end, and then enters the cooling exhaust channel 24 from the exhaust end of the radiator 21, before entering the ejector mixing chamber 14, and finally being discharged into the external environment facing the tail of the aircraft. In other words, the air in the battery exhaust pipe 13 and the cooling exhaust channel 24 can be discharged from the ejector mixing chamber into the external environment facing the tail of the aircraft, providing a certain amount of thrust to the aircraft.

[0050] In some embodiments, the radiator 21 may be a plate-fin type, with a conformal design based on the shape of the aircraft fuselage, for heat exchange with the external environment.

[0051] Since the power generation reaction of the fuel cell unit 11 generates heat, the radiator 21 is connected to the fuel cell unit 11 through the coolant pipeline 22. The radiator 21 can be used to dissipate heat and cool the coolant. Then, the coolant is used to absorb the heat generated by the fuel cell unit 11 to cool the fuel cell unit 11. This cycle can be repeated to dissipate heat from the fuel cell unit 11 using the radiator 21 and the coolant pipeline 22.

[0052] It should be understood that under normal operating conditions of an aircraft, the flow of air within the airborne fuel cell auxiliary power cooling system follows the fluid continuity equation derived from the law of conservation of mass and Bernoulli's principle in aerodynamics. Under the condition of incompressible steady flow in a closed channel, the mass flow rate of air passing through any cross-section of the channel per unit time remains constant, and the cross-sectional area of ​​the channel is inversely proportional to the air velocity. Furthermore, under the premise that the height difference of the channel within the same aircraft is negligible and the total pressure is conserved, the air velocity is positively correlated with the dynamic pressure of the air and negatively correlated with the static pressure of the air.

[0053] Because the cross-section of the battery exhaust pipe 13 gradually decreases along the direction from the fuel cell unit 11 to the ejector mixing chamber 14, the air velocity increases and the static pressure decreases as it flows from the battery exhaust pipe 13 toward the ejector mixing chamber 14. Subsequently, the higher-velocity, lower-static-pressure air enters the ejector mixing chamber 14, forming a low-pressure zone, thereby ejecting the air flowing into the ejector mixing chamber 14 from the heat dissipation exhaust channel 24. This ejection method accelerates the rate at which air enters the heat dissipation exhaust pipe from the radiator 21, thus accelerating the exhaust rate of the radiator 21. While meeting the heat dissipation requirements of the fuel cell unit 11, it also improves the heat dissipation effect of the onboard heat dissipation component 20 on the fuel cell assembly 10.

[0054] Furthermore, such as Figure 6 As shown, the fuel cell assembly 10 also includes an exhaust regulating valve 15. The exhaust regulating valve 15 is movably connected to the battery exhaust pipe 13; the exhaust regulating valve 15 is located at one end of the battery exhaust pipe 13 near the ejector mixing chamber 14; the exhaust regulating valve 15 is movable to adjust the outlet size of the battery exhaust pipe 13. Since the pressure of the gas discharged from the fuel cell unit 11 is constant, the gas pressure at the outlet of the battery exhaust pipe 13 can be adjusted by adjusting the cross-sectional area of ​​the outlet of the battery exhaust pipe 13, thereby adapting to different environmental pressures at high altitudes and on the ground.

[0055] When the aircraft is at high altitude, the ejector mixing chamber 14 is connected to the external environment, where the air pressure is low. The static pressure of the gas flowing through the heat dissipation assembly 20 is also low during its intake, dissipation, and exhaust processes. This results in the air discharged from the battery exhaust pipe 13 entering the low-pressure area formed in the ejector mixing chamber 14. The pressure must reach the minimum pressure value within the entire ejector mixing chamber 14 to effectively eject the gas discharged from the heat dissipation exhaust channel 24. Therefore, when the aircraft is at high altitude, adjusting the outlet size of the battery exhaust pipe 13 to its narrowest point allows the air pressure at the outlet of the battery exhaust pipe 13 to reach a high-speed, low-pressure state, thus achieving a good ejection effect. When the aircraft is on the ground, adjusting the outlet size of the battery exhaust pipe 13 to its widest point results in air pressure in the heat dissipation exhaust channel 24 close to atmospheric pressure. Therefore, the high-speed, low-pressure effect of the gas discharged from the tapered battery exhaust pipe 13 alone is sufficient to effectively eject the gas in the heat dissipation exhaust channel 24. That is, by setting the exhaust regulating door 15, it can have a good ejection effect under different environmental pressures at high altitude and on the ground, thereby reducing the energy consumption of the heat dissipation component 20.

[0056] Furthermore, such as Figure 1 As shown, the opening size of the heat dissipation exhaust channel 24 gradually increases along the direction from the radiator 21 to the ejector mixing chamber 14. After passing through the radiator 21, the air enters the heat dissipation exhaust channel 24. Within the gradually expanding heat dissipation exhaust channel 24, the pressure increases and the flow velocity decreases. Since the external environmental pressure of the aircraft is lower at high altitudes, this causes the gas to enter the ejector mixing chamber 14 at a higher pressure. At this time, the pressure difference between the ejector mixing chamber 14 and the external environmental pressure is greater, which allows for more efficient exhaust to the external environment facing the tail of the aircraft.

[0057] Further, refer to Figure 1 and Figure 3 The heat dissipation assembly 20 also includes a heat dissipation regulating door 25. The heat dissipation regulating door 25 is movably connected to the heat dissipation air intake channel 23; the heat dissipation regulating door 25 divides the air intake end of the radiator 21 into a shielding area and a ventilation area; the heat dissipation air intake channel 23 communicates with the radiator 21 through the ventilation area; the shielding area and the heat dissipation air intake channel 23 are isolated from each other; the heat dissipation regulating door 25 can be moved to adjust the size ratio of the shielding area and the ventilation area. The area inside the radiator 21 that is connected to the ventilation area and projected away from the ventilation area is the effective heat dissipation area. When the rate of heat generation by the fuel cell unit 11 changes rapidly, the area of ​​the effective heat dissipation area can be adjusted by moving the heat dissipation regulating door 25 to adjust the size ratio of the shielding area and the ventilation area. The larger the area of ​​the effective heat dissipation area, the stronger the heat dissipation capacity of the radiator 21, resulting in a lower coolant temperature, thus enabling rapid adjustment of the coolant temperature.

[0058] In this embodiment, the cross-section of the heat dissipation air intake channel 23 gradually increases along the direction close to the radiator 21. This causes the air velocity to decrease, the static pressure to increase, and the flow resistance to decrease after entering the heat dissipation air intake channel 23. As a result, the static pressure of the air after flowing from the radiator 21 through the heat dissipation air channel into the ejector mixing chamber 14 is higher, and the pressure difference with the low-pressure area in the ejector mixing chamber 14 is greater, thus achieving a better ejection effect.

[0059] Furthermore, such as Figure 2 As shown, the heat dissipation assembly 20 also includes an air intake regulating door 26; the air intake regulating door 26 is movably connected to the heat dissipation air intake channel 23; the air intake regulating door 26 and the heat dissipation regulating door 25 are spaced apart along the extension direction of the heat dissipation air intake channel 23; the distance from the air intake regulating door 26 to the radiator 21 is greater than the distance from the heat dissipation regulating door 25 to the radiator 21; the air intake regulating door 26 is movable to adjust the size of the air intake opening of the heat dissipation air intake channel 23.

[0060] When the heat dissipation demand of the fuel cell unit 11 changes, the airflow inside the radiator 21 needs to be adjusted according to the coolant temperature to regulate the heat dissipation capacity of the radiator 21. By adjusting the air intake regulating valve 26, the airflow entering the heat dissipation air intake channel 23 from the external environment can be adjusted, thereby regulating the airflow entering the radiator 21. Through the coordinated adjustment of the heat dissipation regulating valve 25 and the air intake regulating valve 26, rapid regulation and precise fine-tuning of the heat dissipation capacity of the radiator 21 can be achieved. Furthermore, through the arrangement of the coolant pipeline 22, the fuel cell unit 11 is always in a suitable operating environment. In addition, under steady-state conditions, the radiator 21 regulating valve is nearly fully open. By adjusting the air intake volume through the air intake regulating valve 26, the heat exchange area of ​​the radiator 21 can be maximized, and the airflow at the inlet of the heat dissipation air intake channel 23 can be reduced, thereby reducing the impact of the auxiliary cooling system's air intake on the aerodynamic performance of the aircraft.

[0061] Furthermore, such as Figure 1 and Figure 4 As shown, the heat dissipation assembly 20 also includes a fan unit 27; the fan unit 27 is located within the heat dissipation exhaust channel 24; the fan unit 27 includes a heat dissipation fan 271, a stamping valve 272, and a support frame 273; the support frame 273 is connected to the heat dissipation exhaust channel 24; the heat dissipation fan 271 is connected to the support frame 273; the air inlet of the heat dissipation fan 271 faces the radiator 21; the stamping valve 272 is movably connected to the support frame 273; the support frame 273 divides the heat dissipation exhaust channel 24 into a stamping channel and a heat dissipation channel; when the air pressure in the stamping channel is greater than the air pressure in the heat dissipation channel, the stamping valve 272 moves to connect the stamping channel and the heat dissipation channel.

[0062] When the aircraft is running on the ground, the air intake regulating door 26 opens, the cooling fan 271 starts, driving air to flow through the cooling channel, and then through the cooling exhaust channel 24 to the ejector mixing chamber 14 before being discharged to the external environment. Outside air is continuously drawn in through the cooling intake channel 23. When the aircraft is running at high altitude, the cooling fan 271 is controlled to maintain a low speed or be stationary. The high-speed outside air passes through the radiator 21 and is further pressurized in the gradually expanding cooling exhaust channel 24. The ram gas opens the ram valve 272, and most of the air flows out from the rear of the fan through the ram channel, while a small amount of air passes through the fan.

[0063] A fan and a ram air valve 272 are installed in the heat dissipation and exhaust channel 24, which can be used for cooling and heat exchange by the fan and ram air, ensuring that there is enough heat dissipation air to flow in an orderly manner in both stationary ground and high-speed flight states.

[0064] The battery exhaust pipe 13 adopts a tapered structure and ejects the heat dissipation exhaust in the ejector mixing chamber 14, which supplements the fan air volume, increases the heat dissipation air flow, and reduces the fan load. An air exhaust regulating door 15 is set at the end of the air exhaust pipe to regulate the pressure in the ejector mixing chamber 14 to adapt to the ground environment and high-altitude low-pressure environment.

[0065] In this embodiment, a torsion spring can be installed at the movable connection between the stamping valve 272 and the support frame 273. When on the ground, the torsion spring is used to close the stamping valve 272, so that the stamping valve 272 can only rotate towards the heat dissipation channel under the action of the stamping air to connect the stamping channel and the heat dissipation channel, thus ensuring the orderly opening and closing of the stamping valve 272.

[0066] Furthermore, such as Figure 1 As shown, the axis of the cooling fan 271 is parallel to and spaced apart from the axis of the cooling exhaust channel 24; as Figure 7 As shown, the distance between the axis of the cooling fan 271 and the axis of the cooling exhaust channel 24 is L1; the axis of the cooling fan 271 is located on the side of the cooling exhaust channel 24 away from the battery exhaust pipe 13.

[0067] This design causes the space occupied by the ram airflow channel in the cross-section of the heat dissipation exhaust channel 24 to gradually increase along the direction close to the battery exhaust pipe 13. This allows more than half of the ram air from the heat dissipation exhaust channel 24 at high altitude to reach the low-pressure area in the ejector mixing chamber 14 along the direction close to the battery exhaust pipe 13 after flowing through the fan unit 27, thus achieving a better ejection effect and further improving the heat dissipation effect of the heat dissipation component 20. Furthermore, less air is discharged from the ram airflow channel away from the battery exhaust pipe 13 into the ejector mixing chamber 14, thereby reducing the possibility of air being drawn back by the low pressure formed by the battery exhaust pipe 13 at the outlet of the ejector mixing chamber 14.

[0068] Furthermore, such as Figure 1 As shown, the axis of the battery exhaust pipe 13 and the axis of the heat dissipation exhaust pipe have a mixing intersection point, and the outlet end of the battery exhaust pipe 13 extends to the mixing intersection point near the outlet side of the ejector mixing chamber 14. This makes the low-pressure zone formed by the low-pressure gas at the outlet end of the battery exhaust pipe 13 closer to the outlet of the mixing chamber, making the flow of air in the heat dissipation exhaust channel 24 being ejected into the low-pressure zone and then discharged from the outlet of the ejector mixing chamber 14 smoother and having a smoother flow path, minimizing the backflow of air before discharge.

[0069] Furthermore, such as Figure 1 As shown, the fuel cell assembly 10 also includes a return pipe 16; the return pipe 16 connects to the battery exhaust pipe 13 and the heat dissipation air intake channel 23 respectively; the battery exhaust pipe 13 is positioned higher on the aircraft than the heat dissipation air intake channel 23. It should be noted that water vapor contained in the products of the electrochemical reaction in the fuel cell unit 11 enters the battery exhaust pipe 13 along with the gas discharged from the fuel cell unit 11. The water vapor gradually decreases in temperature within the converging battery air exhaust pipe, and at this point, the actual temperature of the water vapor is lower than the saturation temperature under this lower pressure, thus liquefying to form condensate.

[0070] This allows gravity to be used to cause the condensate in the battery exhaust pipe 13 to enter the heat dissipation intake channel 23 through the return pipe 16, humidifying and cooling the air in the heat dissipation intake channel 23. Subsequently, the cooler air enters the radiator 21, which lowers the temperature inside the radiator 21. This allows the coolant flowing through the radiator 21 to cool the fuel cell unit 11 at a lower temperature, resulting in better heat dissipation and improving the heat dissipation efficiency of the heat dissipation component 20.

[0071] Furthermore, such as Figure 1 As shown, the battery air intake duct 12 is connected to the heat dissipation air intake channel 23 to connect to the external environment of the aircraft. This allows the battery air intake duct 12 and the heat dissipation air intake channel 23 to share an air inlet, reducing the number of air inlets required for the airborne fuel cell auxiliary power cooling system at the nose of the aircraft, thereby reducing the impact of air inlets on the aerodynamic performance of the aircraft. The outlet of the return pipe 16 and the air inlet of the battery air intake duct 12 are arranged alternately along the airflow direction of the heat dissipation air intake channel 23. This allows condensate entering the heat dissipation air intake channel 23 to also cool and humidify the air entering the battery air intake duct 12. The cooled and humidified air then enters the fuel cell unit 11 to participate in the electrochemical reaction, resulting in better power generation.

[0072] In this embodiment, both the heat dissipation air intake channel 23 and the heat dissipation exhaust channel 24 are gradually expanding structures. On the one hand, this reduces the air intake and weakens the impact on the aerodynamic performance of the aircraft. On the other hand, the gradually expanding structure can decelerate and pressurize the airflow that is too fast and too low in the high-altitude environment where the aircraft is located, thus ensuring the heat dissipation effect under flight conditions.

[0073] In other embodiments, reference is made to... Figure 1 and Figure 5 The fuel cell assembly 10 also includes a filter 17. The filter 17 is installed inside the battery air inlet pipe 12 and can filter impurities in the air without affecting the airflow in the battery air inlet pipe 12, so as to prevent impurities from entering the fuel cell unit 11 with the air and affecting the fuel cell unit 11.

[0074] Example 2:

[0075] This embodiment provides an aircraft that includes an airborne fuel cell auxiliary power cooling system according to any of the embodiments in Example 1. This allows the fuel cell assembly 10 in the airborne fuel cell auxiliary power cooling system to provide electrical power to the aircraft, and the cooling component 20 can provide efficient cooling for the fuel cell assembly 10 without affecting the aircraft's own cooling. Furthermore, the airborne fuel cell auxiliary power cooling system has a small number of air inlets, thus having a minimal impact on the aircraft's aerodynamic performance.

[0076] Example 3:

[0077] This embodiment provides an airborne fuel cell auxiliary power cooling control method, applicable to any of the airborne fuel cell auxiliary power cooling systems in Embodiment 1, such as... Figure 8 As shown, the airborne fuel cell auxiliary power heat dissipation control method includes steps S10-S20, which are explained in detail below:

[0078] Step S10: In response to the fuel cell start command, start the fuel cell unit 11 to work; in this way, the fuel cell unit 11 can be used to provide power to the aircraft.

[0079] Step S20: Based on the fact that the fuel cell unit 11 is in operation, the coolant in the coolant line 22 is controlled to circulate between the radiator 21 and the fuel cell unit 11 for heat exchange. In this way, the flow of the radiator 21 and the coolant can be used to dissipate heat from the fuel cell unit 11.

[0080] Furthermore, the airborne fuel cell auxiliary power heat dissipation control method also includes steps S30-S40, which are explained in detail below:

[0081] Step S30: Based on the fact that the fuel cell unit 11 is in working condition, obtain the flight altitude of the aircraft;

[0082] Step S40: Adjust the opening of the outlet end of the battery exhaust pipe 13 according to the flight altitude; the opening of the outlet end of the battery exhaust pipe 13 is negatively correlated with the flight altitude. The higher the flight altitude, the smaller the opening of the outlet end of the battery exhaust pipe 13, resulting in a lower pressure in the low-pressure zone formed by the gas discharged from the battery exhaust pipe 13 into the ejector mixing chamber 14. This provides a better ejection effect on the gas from the heat dissipation exhaust channel 24, further improving the heat dissipation efficiency of the radiator 21. When the aircraft is on the ground, the air pressure in the heat dissipation exhaust channel 24 is higher, and the low-pressure gas discharged from the tapered air exhaust pipe is sufficient to eject the gas discharged from the heat dissipation exhaust channel 24, providing a good ejection effect and thus providing sufficient heat dissipation for the fuel cell unit 11.

[0083] In this embodiment, the opening degree of the outlet end of the battery exhaust pipe 13 can be adjusted by using the movable exhaust regulating valve 15.

[0084] Furthermore, the airborne fuel cell auxiliary power cooling control method also includes step S50: adjusting the rotational speed of the cooling fan 271 according to the flight altitude. On the ground, the air enters the cooling intake channel 23 at a slower speed. Increasing the rotational speed of the cooling fan 271 draws air from the external environment into the cooling intake channel 23, thereby providing circulating gas for the cooling component 20 and achieving the cooling function of the radiator 21. At high altitudes, the aircraft speed is higher, and the gas entering the cooling intake channel 23 from the external environment is sufficient to provide good cooling for the cooling component 20. Therefore, it is necessary to reduce the rotational speed of the cooling fan 271 or even turn it off.

[0085] Furthermore, the airborne fuel cell auxiliary power heat dissipation control method also includes steps S60-S70, which are explained in detail below:

[0086] Step S60: Based on the fact that the fuel cell unit 11 is in working state, the temperature change rate of the coolant in the coolant pipeline 22 is acquired in real time;

[0087] Step S70: Since the rate of temperature change is higher than the threshold, the coolant temperature is changing too rapidly, indicating that the fuel cell unit 11 is not operating at a suitable ambient temperature. Therefore, it is necessary to adjust the ventilation size of the area connecting the heat dissipation intake channel 23 and the radiator 21 until the rate of temperature change is lower than the threshold. By adjusting the ventilation size of the area connecting the heat dissipation intake channel 23 and the radiator 21, the heat dissipation effect of the radiator 21 can be quickly adjusted, ensuring the suitable operating temperature of the fuel cell unit 11.

[0088] In this embodiment, the ventilation size of the area connecting the heat dissipation air intake channel 23 and the radiator 21 can be adjusted by adjusting the heat dissipation adjustment door 25.

[0089] Furthermore, the airborne fuel cell auxiliary power heat dissipation control method also includes step S80: based on the temperature change rate being lower than a threshold, at which point the heat dissipation efficiency of the radiator 21 is stable, the ventilation size of the communication area between the heat dissipation air intake channel 23 and the radiator 21 is adjusted to the maximum value so as to make full use of the heat exchange area of ​​the radiator 21, and then the air intake size of the air inlet of the heat dissipation air intake channel 23 is adjusted to control the temperature change rate to remain lower than the threshold, so that the fuel cell unit 11 has a suitable and stable operating temperature.

[0090] At this point, the ventilation size of the area connecting the heat dissipation intake channel 23 and the radiator 21 can be adjusted to its maximum value, and then the ventilation size of the area connecting the heat dissipation intake channel 23 and the radiator 21 can be finely adjusted to achieve precise control of the coolant temperature.

[0091] In this embodiment, the ventilation size of the area connecting the heat dissipation air intake channel 23 and the radiator 21 can be adjusted by adjusting the heat dissipation regulating door 25; the air intake size of the air intake of the heat dissipation air intake channel 23 can be adjusted by adjusting the air intake regulating door 26.

[0092] Those skilled in the art will understand that the above embodiments are specific examples of implementing this disclosure, and in practical applications, various changes can be made in form and detail without departing from the scope of this disclosure.

Claims

1. An airborne fuel cell auxiliary power cooling system, characterized in that, The airborne fuel cell auxiliary power cooling system includes: A fuel cell assembly includes a fuel cell unit, a battery inlet pipe, a battery outlet pipe, and an ejector mixing chamber. The battery inlet pipe is connected to the air inlet of the fuel cell unit. The battery outlet pipe is connected to the air outlet of the fuel cell unit. The battery outlet pipe is connected to the ejector mixing chamber. The cross-sectional area of ​​the battery outlet pipe gradually decreases from the fuel cell unit to the ejector mixing chamber. The battery inlet pipe communicates with the external environment of the aircraft. The opening of the battery inlet pipe communicating with the external environment faces the same direction as the nose of the aircraft. The ejector mixing chamber communicates with the external environment of the aircraft. The opening of the ejector mixing chamber communicating with the external environment faces the same direction as the tail of the aircraft. A heat dissipation assembly includes a radiator, coolant piping, a heat dissipation air intake channel, and a heat dissipation exhaust channel. The radiator is connected to the fuel cell unit via the coolant piping. The heat dissipation air intake channel communicates with the air intake end of the radiator. The heat dissipation exhaust channel is connected to the exhaust end of the radiator. The heat dissipation air intake channel communicates with the external environment of the aircraft. The opening of the heat dissipation air intake channel communicating with the external environment faces the same direction as the nose of the aircraft. The heat dissipation exhaust channel communicates with the ejector mixing chamber. The fuel cell assembly further includes an exhaust regulating valve; the exhaust regulating valve is movably connected to the battery exhaust pipe; the exhaust regulating valve is located at one end of the battery exhaust pipe near the ejector mixing chamber; the exhaust regulating valve is movable to adjust the outlet size of the battery exhaust pipe; The heat dissipation assembly further includes a fan unit; the fan unit is located within the heat dissipation exhaust channel; the fan unit includes a cooling fan, a stamping valve, and a support frame; the support frame is connected to the heat dissipation exhaust channel; the cooling fan is connected to the support frame; the air inlet of the cooling fan faces the radiator; the stamping valve is movably connected to the support frame; the support frame divides the heat dissipation exhaust channel into a stamping flow channel and a heat dissipation flow channel; when the air pressure in the stamping flow channel is greater than the air pressure in the heat dissipation flow channel, the stamping valve moves to connect the stamping flow channel and the heat dissipation flow channel.

2. The airborne fuel cell auxiliary power cooling system according to claim 1, characterized in that, The opening size of the heat dissipation and exhaust channel gradually increases along the direction from the heat sink to the ejector mixing chamber.

3. The airborne fuel cell auxiliary power cooling system according to claim 1, characterized in that, The heat dissipation assembly also includes a heat dissipation adjustment door, which is movably connected to the heat dissipation air intake channel; the heat dissipation adjustment door divides the air intake end of the radiator into a shielding area and a ventilation area; the heat dissipation air intake channel communicates with the radiator through the ventilation area; the shielding area and the heat dissipation air intake channel are isolated from each other; the heat dissipation adjustment door can be movably adjusted to adjust the size ratio of the shielding area and the ventilation area.

4. The airborne fuel cell auxiliary power cooling system according to claim 3, characterized in that, The heat dissipation assembly further includes an air intake regulating door; the air intake regulating door is movably connected to the heat dissipation air intake channel; the air intake regulating door and the heat dissipation regulating door are spaced apart along the extension direction of the heat dissipation air intake channel; the distance from the air intake regulating door to the radiator is greater than the distance from the heat dissipation regulating door to the radiator; the air intake regulating door is movable to adjust the air intake opening size of the heat dissipation air intake channel.

5. The airborne fuel cell auxiliary power cooling system according to claim 1, characterized in that, The axis of the cooling fan is parallel to and spaced apart from the axis of the cooling exhaust channel; the axis of the cooling fan is located on the side of the cooling exhaust channel away from the battery exhaust pipe.

6. The airborne fuel cell auxiliary power cooling system according to claim 1, characterized in that, The axis of the battery exhaust pipe and the axis of the heat dissipation exhaust pipe have a mixing intersection point, and the outlet end of the battery exhaust pipe extends to the mixing intersection point near the outlet side of the ejector mixing chamber.

7. The airborne fuel cell auxiliary power cooling system according to claim 1, characterized in that, The fuel cell assembly also includes a return pipe; the return pipe is connected to the battery exhaust pipe and the heat dissipation intake channel respectively; the battery exhaust pipe is located on the aircraft at a higher position than the heat dissipation intake channel on the aircraft.

8. The airborne fuel cell auxiliary power cooling system according to claim 7, characterized in that, The battery air intake pipe is connected to the heat dissipation air intake channel to connect the aircraft to the external environment; the outlet of the return pipe and the air inlet of the battery air intake pipe are arranged alternately along the airflow direction of the heat dissipation air intake channel.

9. An aircraft, characterized in that, The aircraft includes an airborne fuel cell-assisted power cooling system as described in any one of claims 1-8.

10. A method for controlling the auxiliary power cooling of an airborne fuel cell, applied to the airborne fuel cell auxiliary power cooling system according to any one of claims 1-8, characterized in that, The airborne fuel cell auxiliary power heat dissipation control method includes: In response to the fuel cell start command, the fuel cell unit is turned on to start working; While the fuel cell unit is in operation, the coolant in the coolant pipeline is controlled to circulate between the radiator and the fuel cell unit for heat exchange.

11. The airborne fuel cell auxiliary power heat dissipation control method according to claim 10, characterized in that, The airborne fuel cell auxiliary power heat dissipation control method also includes: Based on the fact that the fuel cell unit is in operation, the flight altitude of the aircraft is obtained; The opening of the battery exhaust pipe outlet is adjusted according to the flight altitude; the opening of the battery exhaust pipe outlet is negatively correlated with the flight altitude.

12. The airborne fuel cell auxiliary power heat dissipation control method according to claim 11, characterized in that, The airborne fuel cell auxiliary power heat dissipation control method also includes: Adjust the speed of the cooling fan according to the flight altitude.

13. The airborne fuel cell auxiliary power heat dissipation control method according to claim 10, characterized in that, The airborne fuel cell auxiliary power heat dissipation control method also includes: Based on the fact that the fuel cell unit is in operation, the rate of temperature change of the coolant in the coolant pipeline is acquired in real time. Based on the fact that the rate of temperature change is higher than a threshold, the ventilation size of the area connecting the heat dissipation intake channel and the radiator is adjusted until the rate of temperature change is lower than the threshold.

14. The airborne fuel cell auxiliary power heat dissipation control method according to claim 13, characterized in that, The airborne fuel cell auxiliary power heat dissipation control method also includes: Based on the fact that the rate of temperature change is lower than the threshold, the ventilation size is adjusted to the maximum value, and the air intake size of the air intake of the heat dissipation air intake channel is adjusted to control the rate of temperature change to remain lower than the threshold.

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