Hydrogen fuel cell electric propulsion heat dissipation device and aircraft

Abstract

The utility model belongs to fuel cell technical field, concretely is a kind of hydrogen fuel cell electric push heat dissipation device and aircraft.The heat dissipation device is installed in the fuselage inside of aircraft, including arc cylinder air inlet, its front end is equipped with air inlet lip, the lower edge of air inlet lip and the upper surface outer contour of shell are in the same continuous surface, its rear end is connected to the downwardly extending flow guide section, and the flow guide section end forms air outlet, and air outlet is opposite the top surface of electric pile;Air outlet is set on the lower surface of shell and is located directly below electric pile, and forms vertical convection heat dissipation channel with air outlet.By setting arc cylinder air inlet on shell, accelerated flow is formed by the airflow outside fuselage through air inlet when flying, and the surface of electric pile is uniformly radiated by flow guide section, effectively reduce the dependence on active exhaust device, solve the technical problem of low heat dissipation efficiency in closed fuselage, have the advantages of improving heat dissipation uniformity and reliability.

Description

Technical Field

[0001] This utility model belongs to the field of fuel cell technology, specifically a hydrogen fuel cell electric propulsion heat dissipation device and aircraft. Background Technology

[0002] When hydrogen fuel cell stacks are used as a power source for aircraft, their heat dissipation efficiency directly affects the system's operational stability. Existing air-cooled stacks mainly rely on bottom fans to draw in air for heat dissipation, a design that can meet heat dissipation requirements in open environments. However, when the stack is installed inside the aircraft fuselage, the enclosed nature of the fuselage structure obstructs external air intake, leading to a significant decrease in fan suction efficiency and a continuous rise in stack temperature, thus affecting operational efficiency.

[0003] Existing technologies have made various attempts to address this issue, such as employing an embedded NACA (Non-Aerodynamic Acoustic Control and Circulation) intake design, which draws external air into the fuselage through an air duct. While this approach improves the aerodynamic performance of the aircraft, it suffers from the following shortcomings in practical applications: First, the system still heavily relies on the active suction of the exhaust fan, making it impossible to establish an effective passive cooling mechanism in a closed fuselage environment; second, the uneven distribution of the intake airflow leads to significant differences in heat dissipation effects across different parts of the fuel cell stack; and third, the mismatch between the intake and the heat dissipation surface makes it difficult to form an optimized convective heat dissipation path. These problems severely restrict the performance and reliability of hydrogen fuel cell stacks in aircraft applications.

[0004] Therefore, there is an urgent need to design a heat dissipation device for hydrogen fuel cell stacks and an aircraft that reduces the active suction of exhaust fans and provides uniform airflow distribution. Utility Model Content

[0005] The present invention adopts the following technical solution: a hydrogen fuel cell electric propulsion heat dissipation device, installed inside the fuselage of an aircraft, including an arc-shaped cylindrical air intake duct, with an air intake lip at its front end. The lower edge of the air intake lip is on the same continuous curved surface as the outer contour of the upper surface of the fuselage. Its rear end is connected to a downwardly extending guide section, and the end of the guide section forms an air outlet, which faces the top surface of the fuel cell stack. An exhaust port is located on the lower surface of the fuselage and directly below the fuel cell stack, forming a vertical convection heat dissipation channel with the exhaust port.

[0006] Furthermore, the cross-sectional area of ​​the air inlet lip is smaller than the cross-sectional area of ​​the air outlet.

[0007] Furthermore, the arc-shaped cylindrical air intake is provided with an axially extending partition plate, which divides the interior of the arc-shaped cylindrical air intake into an upper channel and a lower channel; the outlet of the upper channel covers the heat dissipation surface of the rear half of the fuel cell stack, and the outlet of the lower channel covers the heat dissipation surface of the front half of the fuel cell stack.

[0008] Furthermore, the air intake lip is capsule-shaped, consisting of two semicircular arcs smoothly connected to a central rectangular segment.

[0009] Furthermore, the air outlet is a rectangle with rounded corners on all four sides, and its long side is parallel to the length of the fuel cell stack.

[0010] Furthermore, the arc-shaped cylindrical air intake is integrally formed with the housing, and the front end of the partition plate near the air intake lip is provided with at least one vertical connecting rib for circumferential positioning of the partition plate and resistance to airflow impact.

[0011] Furthermore, the cross-sectional area of ​​the air intake lip is 0.008m²-0.01m².

[0012] Furthermore, the lower end of the fuel cell stack is equipped with an exhaust fan that vents air to the exhaust port.

[0013] Furthermore, the cross-sectional shape of the guide section is gradually expanding, and its cross-sectional area increases along the airflow direction.

[0014] This application also proposes an aircraft, including an aircraft fuselage and the aforementioned hydrogen fuel cell electric propulsion and heat dissipation device.

[0015] Compared with the prior art, the beneficial effects of this utility model are as follows:

[0016] This invention relates to a hydrogen fuel cell propulsion cooling device. It utilizes an arc-shaped cylindrical air intake on the fuselage, with a downward-extending guide section at its rear end. During flight, high-speed airflow from outside the fuselage accelerates within the arc-shaped intake and guide section, directly concentrating cool air onto the fuel cell stack's heat dissipation surface. Simultaneously, the hot air after heat exchange is forcibly expelled through an exhaust port located at the bottom of the fuselage. This structure creates a highly efficient and directional airflow circulation cooling path within the enclosed fuselage, significantly improving the heat dissipation efficiency of the fuel cell stack. At high speeds, it effectively reduces reliance on active exhaust devices (such as exhaust fans), solving the efficiency degradation and reliability risks caused by insufficient heat dissipation in existing enclosed hydrogen fuel cell stacks. It also improves the uniformity of heat dissipation and the overall system reliability. Attached Figure Description

[0017] To more clearly illustrate the technical solutions in the embodiments of this utility model or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of this utility model. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0018] Figure 1 This is a cross-sectional structural schematic diagram of the heat dissipation device for hydrogen fuel cell electric propulsion of this utility model;

[0019] Figure 2 This utility model Figure 1Enlarged view of the local structure at point A in the middle;

[0020] Figure 3 This is a three-dimensional structural diagram of the aircraft of this utility model;

[0021] Figure 4 This utility model Figure 2 Enlarged view of the local structure at point B;

[0022] Wherein: 1-arc-shaped cylindrical air intake, 11-air intake lip, 12-guide section, 13-air outlet, 14-partition plate, 15-upper channel, 16-lower channel, 17-vertical connecting stiffener, 2-hull, 3-fuel stack, 31-exhaust fan, 4-exhaust port, 5-aircraft fuselage. Detailed Implementation

[0023] The technical solutions of the embodiments of this utility model will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this utility model, and not all embodiments. Based on the embodiments of this utility model, all other embodiments obtained by those skilled in the art without creative effort are within the protection scope of this utility model.

[0024] The following is in conjunction with the appendix Figure 1 To be continued Figure 4 The present invention will be described in detail with reference to specific embodiments.

[0025] This utility model provides a hydrogen fuel cell electric propulsion heat dissipation device installed inside the fuselage of an aircraft, comprising: an arc-shaped cylindrical air intake duct 1, with an air intake lip 11 at its front end, the lower edge of the air intake lip 11 being on the same continuous curved surface as the outer contour of the upper surface of the casing 2, and a downwardly extending guide section 12 connected to its rear end, the end of the guide section 12 forming an air outlet 13, the air outlet 13 being directly opposite the top surface of the fuel cell stack 3; and an exhaust port 4, located on the lower surface of the casing 2 and directly below the fuel cell stack 3, forming a vertical convection heat dissipation channel with the exhaust port 13.

[0026] The arc-shaped cylindrical air intake duct 1 refers to an arc-shaped pipe structure extending longitudinally along the fuselage and curving downwards, used to guide external airflow to naturally enter along the arc-shaped pipe structure 1 on the fuselage. The air intake lip 11 refers to the opening structure at the front end of the arc-shaped cylindrical air intake duct 1, whose lower edge seamlessly connects with the curved surface of the fuselage 2. The guide section 12 refers to the vertically downward channel located at the rear end of the arc-shaped cylindrical air intake duct 1, used to convert horizontal airflow into vertically downward flow. The exhaust port 13 is the opening at the end of the guide section 12. The exhaust port 4 refers to the opening at the bottom of the fuselage 2, forming a vertical through channel with the exhaust port 13, promoting the natural discharge of hot air near the fuel cell stack 3.

[0027] Specifically, as the aircraft moves, the external airflow flows along the curved surface of the fuselage and enters the arc-shaped cylindrical air intake duct 1 through the air intake lip 11. Since the air intake lip 11 and the fuselage 2 are on the same continuous curved surface, the airflow enters the guide section 12 and then vertically impacts the top surface of the fuel cell stack 3 from the exhaust port 13. After the cold air exchanges heat with the surface of the fuel cell stack 3, it is discharged downward through the bottom exhaust port 4, forming a convection cycle to dissipate heat from the fuel cell stack 3.

[0028] This application utilizes an arc-shaped cylindrical air intake duct 1 on the fuselage 2 to passively introduce airflow using flight motion pressure, eliminating the need for additional energy input. Simultaneously, the seamless connection between the lower edge of the air intake lip 11 and the fuselage 2 effectively reduces drag and increases cruise power. Furthermore, the vertical convection channel of the guide section 12 allows cool air to directly act on the surface of the fuel cell stack 3, effectively ensuring uniform airflow over the top surface of the stack 3 and preventing localized overheating. After heat exchange, the air is discharged through the bottom exhaust port 4, forming a highly efficient cooling cycle. This reduces reliance on exhaust fans at high speeds, improving cooling efficiency while enhancing heat dissipation uniformity and reliability.

[0029] For details, please refer to Figures 1 to 4 In this embodiment, the cross-sectional area of ​​the air inlet lip 11 is smaller than the cross-sectional area of ​​the air outlet 13. The cross-sectional area of ​​the air inlet lip 11 refers to the cross-sectional area of ​​airflow at the opening of the arc-shaped cylindrical air inlet duct 1, while the cross-sectional area of ​​the air outlet 13 refers to the opening area at the end of the guide flow section 12 covering the heat dissipation surface of the fuel cell stack 3. By reducing the initial air inlet area, an airflow acceleration effect is created; by expanding the end flow area, airflow resistance is reduced, thus converting the overall kinetic energy of the external airflow into a continuous impact on the heat dissipation surface of the fuel cell stack 3.

[0030] This application utilizes the airflow generated by the aircraft's own movement to dissipate heat from the fuel cell stack 3 inside the fuselage 2 by varying the cross-sectional areas of the air inlet lip 11 and the outlet 13, thereby improving the air intake efficiency and heat exchange effect of the air-cooling system in the enclosed space.

[0031] Specifically, read Figures 1 to 4 In this embodiment, the arc-shaped cylindrical air intake duct 1 is provided with a partition plate 14 extending along the axial direction, which divides the interior of the arc-shaped cylindrical air intake duct 1 into an upper channel 15 and a lower channel 16; the outlet of the upper channel 15 covers the rear half of the heat dissipation surface of the fuel cell stack 3, and the outlet of the lower channel 16 covers the front half of the heat dissipation surface of the fuel cell stack 2.

[0032] The partition plate 14 is a plate-like structure extending along the axis of the arc-shaped cylindrical air intake duct 1, with its front end extending to the air intake lip 11 and its rear end extending to the air outlet 13. This structure physically divides the originally single airflow channel into two independent airflow channels, upper and lower. The upper channel 15 refers to the space enclosed by the partition plate 14 and the top of the arc-shaped cylindrical air intake duct 1. This design allows the airflow to cover the rear half of the heat-generating area of ​​the fuel cell stack 3. The lower channel 16 refers to the space enclosed by the partition plate 14 and the bottom of the arc-shaped cylindrical air intake duct 1. This design effectively prevents the airflow from accumulating at the rear of the fuel cell stack 3 after entering the arc-shaped cylindrical air intake duct 1, ensuring that the airflow entering through the lower channel 16 covers the front half of the heat-generating area of ​​the fuel cell stack 3. The design of the partition plate 14 makes the distribution of external airflow more uniform, achieving a stable distribution of heat dissipation airflow within the enclosed fuselage space.

[0033] For details, please refer to Figures 3 to 4 In this embodiment, the air intake lip 11 is capsule-shaped, consisting of two semi-circular arcs smoothly connected to the middle rectangular segment.

[0034] The capsule shape refers to a geometric shape formed by combining two semicircular arc segments of equal diameter with a rectangular segment of equal width in the middle. This shape achieves uniform flow velocity distribution on the intake cross section while maintaining low aerodynamic drag characteristics.

[0035] For details, please refer to Figures 1 to 4 In this embodiment, the air outlet 13 is a rectangle with rounded corners on all four sides, and its long side is parallel to the length direction of the fuel cell stack 3.

[0036] The rectangle with rounded corners refers to the rectangular structure with rounded transitions at the edges of the air inlet 13. This structure can prevent the separation of internal gas flow and reduce the internal resistance of the air passage. At the same time, the rectangular structure is compatible with the rectangular outline of the heat dissipation surface of the fuel cell stack 3, which can cool the heat dissipation surface of the fuel cell stack 3 over a larger area and improve the heat dissipation effect.

[0037] For details, please refer to Figures 1 to 4 In this embodiment, the arc-shaped cylindrical air intake duct 1 is integrally formed with the housing 2, and the front end of the partition plate 14 near the air intake lip 11 is provided with at least one vertical connecting rib 17 for circumferential positioning of the partition plate 14 and resistance to airflow impact.

[0038] In this context, "integrated molding" refers to the seamless connection between the arc-shaped cylindrical air intake duct 1 and the aircraft fuselage 2 using a single process. The vertical connecting rib 17 refers to a plate-like support structure vertically positioned along the axis of the arc-shaped cylindrical air intake duct 1. When high-speed external airflow enters the arc-shaped cylindrical air intake duct 1 through the air intake lip 11, the integrated molding structure avoids airflow disturbance at the joints of the split shell, allowing the airflow to flow smoothly along the pre-set channel. Simultaneously, the vertical connecting rib 17 at the front end of the partition plate 14 forms a rigid support node, fixing the partition plate 14 to the center position of the arc-shaped cylindrical air intake duct 1. During the aircraft's acceleration phase, the bending resistance of the vertical connecting rib 17 effectively absorbs the lateral load generated by the airflow impact, preventing the partition plate 14 from circumferentially shifting or vibrating and deforming. This ensures uniform heat dissipation coverage of different areas of the fuel cell stack 3 by the upper channel 15 and the lower channel 16, enhancing the structural reliability of the entire heat dissipation device under complex aircraft operating conditions.

[0039] For details, please refer to Figures 1 to 4 In this embodiment, the cross-sectional area of ​​the air inlet lip 11 is 0.008m²-0.01m². The cross-sectional area of ​​the air inlet lip 11 is the cross-sectional area of ​​airflow at the opening of the arc-shaped cylindrical air inlet duct 1. This cross-sectional area range is used to balance the aircraft's cruising speed and air density parameters to ensure that the mass flow rate formed by natural convection meets the heat dissipation requirements of the fuel cell stack 3.

[0040] Specifically, based on the mass flow rate calculation model m=ρVA, under the condition of an aircraft cruise speed V of 35m / s and an air density ρ of 1kg / m³, the cross-sectional area of ​​the inlet lip 11 is the value A in the calculation model. This cross-sectional area of ​​the inlet lip 11 can generate an intake mass flow rate of 0.28-0.35kg / s. This flow rate value matches the heat dissipation requirements of the fuel cell stack 3 at its rated power. It not only avoids the reduction in airflow velocity due to an excessively large cross-sectional area, thus weakening the vertical convection effect, but also prevents excessive intake drag caused by an excessively small cross-sectional area. By limiting this value range, the heat dissipation device can maintain the stability of the airflow coverage on the heat dissipation surface of the fuel cell stack 3 without relying on the exhaust fan 31, thus meeting the heat dissipation requirements of the fuel cell stack 3.

[0041] For details, please refer to Figures 1 to 2 In this embodiment, the lower end of the fuel cell stack 3 is provided with an exhaust fan 31 that exhausts air to the exhaust port 4. The exhaust fan 31 is an active exhaust device that generates negative pressure through rotating blades. Specifically, it can be implemented using an axial flow fan, and its installation direction is aligned with the vertical channel axis of the exhaust port 4, used to accelerate the directional discharge of hot air from the casing 2. The exhaust port 4 is an opening located on the lower surface of the casing and directly opposite the fuel cell stack 3. Specifically, it can be formed into a rectangular or circular through-hole through a stamping process, used to construct the end outlet of the vertical heat dissipation channel, allowing hot air to be directly discharged to the outside of the casing.

[0042] During low-speed phases of the aircraft, such as takeoff, landing, or hovering, the external dynamic pressure is insufficient to drive passive cooling airflow. At this time, the exhaust fan 31 actively draws the hot air flowing over the fuel cell heat dissipation surface downwards and discharges it through the exhaust port 4. Forced convection maintains the airflow velocity within the heat dissipation channel, preventing heat from accumulating around the fuel cell 3. This application utilizes the active exhaust action of the exhaust fan 31 in conjunction with the heat dissipation channel formed by the arc-shaped cylindrical air intake 1 to ensure that the cooling air is rapidly discharged after flowing over the heat dissipation surface of the fuel cell 3, forming a continuous circulation.

[0043] For details, please refer to Figures 1 to 2 In this embodiment, the cross-sectional shape of the guide section 12 is gradually expanding, with its cross-sectional area increasing along the airflow direction. The gradually expanding cross-section refers to a geometric structure whose cross-sectional area gradually increases along the airflow direction, controlling the airflow diffusion speed by changing the expansion angle of the channel cross-section. When the flow rate is constant, this structure causes the airflow entering the arc-shaped cylindrical inlet 1 to gradually decrease in velocity during flow, thereby allowing cold air to cover the heat dissipation surface of the fuel cell stack 3 with a more uniform flow rate and pressure distribution. Simultaneously, the gradually expanding structure reduces airflow resistance, creating a stable vertical convection channel inside the fuselage.

[0044] This application also proposes an aircraft, including an aircraft fuselage 5 and the aforementioned hydrogen fuel cell electric propulsion cooling device. This aircraft incorporates all the technical solutions of the hydrogen fuel cell electric propulsion cooling device and possesses at least all the advantages of the hydrogen fuel cell electric propulsion cooling device, which will not be elaborated here.

[0045] This application utilizes an integrated arc-shaped cylindrical air intake 1 design to drive airflow circulation using the dynamic pressure generated by the aircraft's motion. This achieves efficient heat dissipation without relying on an active suction device, while ensuring that the airflow evenly covers the fuel cell heat dissipation surface, thereby improving the system's operational stability.

[0046] The present invention has been further described above with reference to specific embodiments. However, it should be understood that the specific description herein should not be construed as limiting the substance and scope of the present invention. Various modifications made by those skilled in the art to the above embodiments after reading this specification are all within the scope of protection of the present invention.

Claims

1. A hydrogen fuel cell electric propulsion heat dissipation device, installed inside the fuselage of an aircraft, characterized in that, include: The arc-shaped cylindrical air intake has an air intake lip at its front end. The lower edge of the air intake lip is on the same continuous curved surface as the outer contour of the upper surface of the housing. Its rear end is connected to a downwardly extending guide section. The end of the guide section forms an air outlet, which faces the top surface of the fuel cell stack. The exhaust port is located on the lower surface of the housing and directly below the fuel cell stack, forming a vertical convection heat dissipation channel with the exhaust port.

2. The hydrogen fuel cell electric propulsion heat dissipation device according to claim 1, characterized in that: The cross-sectional area of ​​the air inlet lip is smaller than the cross-sectional area of ​​the air outlet.

3. The hydrogen fuel cell electric propulsion heat dissipation device according to claim 1, characterized in that: The arc-shaped cylindrical air intake is provided with an axially extending partition plate, which divides the interior of the arc-shaped cylindrical air intake into an upper channel and a lower channel; the outlet of the upper channel covers the rear half of the heat dissipation surface of the fuel cell stack, and the outlet of the lower channel covers the front half of the heat dissipation surface of the fuel cell stack.

4. The hydrogen fuel cell electric propulsion heat dissipation device according to claim 1, characterized in that: The air intake lip is capsule-shaped, consisting of two semicircular arcs smoothly connected to a central rectangular segment.

5. The hydrogen fuel cell electric propulsion heat dissipation device according to claim 1, characterized in that: The air outlet is a rectangle with rounded corners on all four sides, and its long side is parallel to the length direction of the fuel cell stack.

6. The hydrogen fuel cell electric propulsion heat dissipation device according to claim 3, characterized in that: The arc-shaped cylindrical air intake is integrally formed with the housing, and the front end of the partition plate near the air intake lip is provided with at least one vertical connecting rib for circumferential positioning of the partition plate and resistance to airflow impact.

7. The hydrogen fuel cell electric propulsion heat dissipation device according to claim 6, characterized in that: The cross-sectional area of ​​the air intake lip is 0.008m²-0.01m².

8. The hydrogen fuel cell electric propulsion heat dissipation device according to claim 4, characterized in that: The lower end of the fuel cell stack is provided with an exhaust fan that exhausts air into the exhaust port.

9. The hydrogen fuel cell electric propulsion heat dissipation device according to claim 1, characterized in that: The cross-sectional shape of the guide section is gradually expanding, and its cross-sectional area increases along the airflow direction.

10. An aircraft, characterized in that, Includes the aircraft fuselage and the hydrogen fuel cell electric propulsion cooling device as described in any one of claims 1 to 9.

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