COMPRESSOR BYPASS FOR LOW ALTITUDE USE

Abstract

An integrated hydrogen electric motor comprises an air compressor system, a hydrogen fuel source, a fuel cell, an extended shaft connected to the air compressor system or a drive, and a motor assembly electrically connected to the fuel cell, wherein the air compressor system comprises a plurality of electrically driven compressors configured to operate in series or parallel.

Description

[0001] The present disclosure relates to integrated hydrogen fuel cell electric motor systems. The disclosure is particularly suitable for hydrogen fuel cell electric motors for use with transport vehicles, including aircraft, and is described in connection with this application, although other applications are also considered.

[0002] Exhaust emissions from transport vehicles contribute significantly to climate change. Conventional, fossil-fuel-powered aircraft engines release CO2 emissions. Emissions from fossil-fuel aircraft also include effects other than CO2 due to nitrogen oxides (NOx), contrails, and cloud formation caused by flight altitude. These non-CO2-related effects are thought to contribute twice as much to global warming as aircraft CO2 and are estimated to account for two-thirds of aviation's climate impact. Furthermore, the high-speed exhaust from conventional, fossil-fuel-powered aircraft engines contributes significantly to the extremely high noise levels of commercial and military aircraft, particularly in densely populated areas.

[0003] Furthermore, in surveillance and defense applications, the high engine noise and high exhaust temperatures of conventional fossil fuel engines significantly impair the ability of aircraft to evade detection, thus reducing their operational capability.

[0004] Battery-powered land vehicles, or "EVs," are slowly replacing conventional land vehicles powered by fossil fuels. However, the weight and limited energy storage capacity of batteries generally make battery-powered aircraft impractical.

[0005] Hydrogen fuel cells represent an attractive alternative to engines that burn fossil fuels. Their tanks can be filled quickly and store significant amounts of energy. Apart from the relatively small amount of unreacted hydrogen gas, the exhaust gas from hydrogen fuel cells consists essentially of water.

[0006] In US application no. 16 / 950,735, also pending on November 17, 2020, the contents of which are hereby incorporated by reference, an integrated hydrogen-electric motor is disclosed that reduces aircraft noise and heat signatures of conventional fossil fuel engines, improves component reliability, increases engine lifespan, limits pollution, and reduces the probability of failure per operating hour. Specifically, an integrated turbomotor with a multi-stage compressor is disclosed, resembling current turbomotors at the front, but with the remaining components replaced by a fuel cell system that uses compressed air and compressed hydrogen to generate electricity, which drives motors on an extended shaft to deliver useful mechanical power to a drive (e.g., a fan or propeller).Part of the generated power can be used to drive the multi-stage compressor. This architecture offers a very high power density and, at a pre-compression ratio of 30+ (common in today's turbofan engines), is capable of delivering a similar power density to modern jet engines (e.g., 6-8 kW / kg).

[0007] While the integrated hydrogen electric motor described in the above-mentioned US application No. 16 / 950,735 offers a technically and commercially viable solution to the above-mentioned and other disadvantages of conventional fossil fuel combustion engines, the sizing of the compressors to supply the fuel cell with sufficient oxygen at high altitudes, where the air is less dense, results in them being oversized for operation at ground level and below a certain altitude, for example, 10,000 feet above mean sea level (MSL).

[0008] To overcome the aforementioned and other problems of the prior art, we provide, in accordance with the present disclosure, a system, i.e., a method and a device, for selectively varying the airflow into the fuel cell of a fuel cell-powered engine.

[0009] In one aspect of the disclosure, we provide an integrated hydrogen-electric motor comprising: an air compressor system; a hydrogen fuel source; a fuel cell; an extended shaft connected to the air compressor system and / or a drive; and a motor assembly electrically connected to the fuel cell, wherein the air compressor system comprises a plurality of electrically driven compressors configured to operate in series. In this aspect, the plurality of electrically driven compressors are preferably connected via valves and may include a control unit configured to control the operation of the valves.

[0010] In another aspect of the disclosure, an integrated hydrogen-electric motor is provided, comprising: an air compressor system; a hydrogen fuel source; a fuel cell; an extended shaft connected to the air compressor system and / or a drive; and a motor assembly electrically connected to the fuel cell, wherein the air compressor system comprises a plurality of compressors configured to operate in parallel. In such an aspect, the plurality of compressors are preferably arranged coaxially on the extended shaft, wherein the plurality of compressors has variable-pitch guide vanes or variable-inlet guide vanes and may include a control unit configured to control the operation of the variable-pitch guide vanes or variable-inlet guide vanes.

[0011] In another aspect of the disclosure, an integrated hydrogen-electric motor is provided, comprising: an air compressor system; a hydrogen fuel source; a fuel cell; an extended shaft connected to the air compressor system and / or a drive; and a motor assembly electrically connected to the fuel cell, wherein the air compressor system comprises a plurality of compressor blades arranged axially on the extended shaft, and further comprises one or more air inlets and / or outlets configured to open and close in order to selectively modify the airflow over the compressor blades. In such an aspect, the integrated hydrogen-electric motor may include a control unit configured to control the operation of the inlets and outlets, and the compressors preferably comprise centrifugal compressors.

[0012] In another aspect of the disclosure, an integrated hydrogen-electric motor is provided, comprising: an air compressor system; a hydrogen fuel source; a fuel cell; an extended shaft connected to the air compressor system and / or a drive; and a motor assembly electrically connected to the fuel cell, wherein the air compressor system comprises a centrifugal air compressor driven by the extended shaft and an electrically driven air compressor configured to amplify the centrifugal air compressor. In this aspect, the electrically driven compressor is preferably connected to an inlet of the centrifugal compressor via valves, and the motor preferably further comprises a control unit configured to control the operation of the valves.

[0013] In another aspect of the disclosure, an integrated hydrogen-electric motor is provided, comprising a two-stage turbocell, which includes a first turbocell and a second turbocell, each turbocell stage comprising: an air compressor system; a hydrogen fuel source; a fuel cell; an extended shaft connected to the air compressor system and / or a drive; and a motor assembly electrically connected to the fuel cell, wherein the extended shaft of the first turbocell and the extended shaft of the second turbocell are configured to operate independently and coaxially. In this aspect, the first turbocell and / or the second turbocell are preferably configured to be driven by an additional electric motor or turbine driven by fuel cell exhaust gases.A control unit is also preferably included, configured to control the operation of the electric motor or turbine.

[0014] In another aspect of the disclosure, an integrated hydrogen-electric motor is provided, comprising: an air compressor system; a hydrogen fuel source; a fuel cell; an extended shaft connected to the air compressor system and / or a drive; a motor assembly electrically connected to the fuel cell; and an electric starter configured to start the integrated hydrogen-electric motor. In this aspect, the electric motor is battery-powered and may include a control unit configured to activate / deactivate the electronic starter, which comprises a relatively low-voltage (e.g., 12 V to 24 V) electric motor.

[0015] According to a first aspect of the present invention, an integrated hydrogen electric motor is provided, comprising: an air compressor system; a hydrogen fuel source; a fuel cell; an extended shaft connected to the air compressor system and / or a drive; and a motor assembly electrically connected to the fuel cell, wherein the air compressor system comprises one or more of the following: a) a plurality of electrically driven compressors configured to operate in series; b) a plurality of compressors configured to operate in parallel;c) a plurality of compressors with blades arranged axially on the extended shaft and further comprising one or more air inlets and / or outlets configured to open and close in order to selectively change the airflow over the compressor blades; d) a centrifugal air compressor driven by the extended shaft and an electrically driven air compressor configured to amplify the centrifugal air compressor.

[0016] Preferably, the multitude of electrically driven compressors are connected via valves.

[0017] Preferably, the integrated hydrogen electric motor also includes a control unit configured to control the operation of the valves.

[0018] Preferably, the plurality of compressors is arranged coaxially on the extended shaft, wherein the plurality of compressors have guide vanes with adjustable pitch or guide vanes with variable inlet.

[0019] Preferably, the integrated hydrogen electric motor also includes a control unit configured to control the operation of the variable pitch guide vanes or the variable inlet guide vanes.

[0020] Preferably, the integrated hydrogen electric motor also includes a control unit configured to control the operation of the inlets and outlets.

[0021] Preferably, the compressors are centrifugal compressors.

[0022] Preferably, the electrically driven compressor is connected to an inlet of the centrifugal compressor via valves.

[0023] Preferably, the integrated hydrogen electric motor also includes a control unit configured to control the operation of the valves.

[0024] Preferably, the integrated hydrogen electric motor comprises a two-stage turbocell with a first and a second turbocell, each turbocell stage comprising: an air compressor system; a hydrogen fuel source; a fuel cell; an extended shaft connected to the air compressor system and / or a drive; and a motor assembly electrically connected to the fuel cell, wherein the extended shaft of the first turbocell and the extended shaft of the second turbocell are configured to run independently and coaxially to each other.

[0025] Preferably, the first turbo cell and / or the second turbo cell are configured to be driven by an additional electric motor or a turbine driven by fuel cell exhaust gases.

[0026] Preferably, the integrated hydrogen electric motor also includes a control unit configured to control the operation of the electric motor or turbine.

[0027] Preferably, an electric starter starts the integrated hydrogen electric motor.

[0028] Preferably, the electric motor is battery-powered.

[0029] Preferably, the integrated hydrogen electric motor also includes a control unit configured to control the operation of the electric motor or turbine.

[0030] Preferably, the electric starter comprises a low-voltage electric motor.

[0031] According to a second aspect of the present invention, an integrated hydrogen electric motor is provided comprising a two-stage turbocell with a first and a second turbocell, each turbocell stage comprising: an air compressor system; a hydrogen fuel source; a fuel cell; an extended shaft connected to the air compressor system and / or a drive; and a motor assembly electrically connected to the fuel cell, wherein the extended shaft of the first turbocell and the extended shaft of the second turbocell are configured to run independently and coaxially to each other.

[0032] Preferably, the first turbo cell and / or the second turbo cell are configured to be driven by an additional electric motor or a turbine driven by fuel cell exhaust gases.

[0033] Preferably, the integrated hydrogen electric motor also includes a control unit configured to control the operation of the electric motor or turbine. Preferably, an electric starter is configured to start the integrated hydrogen electric motor.

[0034] Preferably, the electric motor is battery-powered.

[0035] Preferably, the integrated hydrogen electric motor also includes a control unit configured to control the operation of the electric motor or turbine.

[0036] Preferably, the electric starter is a low-voltage electric motor.

[0037] According to a third aspect of the present invention, an integrated hydrogen electric motor is provided, comprising: an air compressor system; a hydrogen fuel source; a fuel cell; an extended shaft connected to the air compressor system and / or a drive; a motor assembly electrically connected to the fuel cell; and an electric starter configured to start the integrated hydrogen electric motor.

[0038] Preferably, the electric motor is battery-powered.

[0039] Preferably, the integrated hydrogen electric motor also includes a control unit configured to control the operation of the electric motor or turbine.

[0040] Preferably, the electric starter comprises a low-voltage electric motor.

[0041] Further features and advantages of the present disclosure will become apparent from the following detailed description in conjunction with the accompanying drawings, in which: Fig. Figure 1 is a schematic view of an integrated hydrogen fuel cell electric motor system according to the applicant's earlier US application No. 16 / 950,735; Fig. Figure 2 is a schematic view of the air compressor or “frontend” of an integrated hydrogen fuel cell electric motor system according to the present disclosure; Fig. 3 is a Fig. 2. Similar view of an alternative embodiment of an integrated hydrogen fuel cell electric motor system according to the present disclosure; Fig. Figure 4 is a schematic view, similar to Fig. 1, an alternative embodiment of an integrated hydrogen fuel cell electric motor system according to the present disclosure; Fig. Figure 5 is a schematic view similar to Fig. 1 in a further embodiment of an integrated hydrogen fuel cell electric motor system according to the present disclosure; Fig. Figure 6 is a schematic view of a further embodiment of an integrated hydrogen fuel cell electric motor system according to the present disclosure; and Fig. Figure 7 is a schematic view of another embodiment of an integrated hydrogen fuel cell electric motor system according to the present disclosure.

[0042] Fig. Figure 1 shows an integrated hydrogen-electric motor system 1, which can be used, for example, in a turboprop or turbofan system to provide a streamlined, lightweight, power-dense, and efficient system according to the applicant's U.S. Application No. 16 / 950,735 mentioned above. In general, the integrated hydrogen-electric motor system 1 comprises an extended shaft 10, defining a longitudinal axis "L", which extends through the entire drivetrain of the integrated hydrogen-electric motor system 1 to act as a common shaft for the various drivetrain components. The extended shaft 10 carries a drive 14 (e.g., a fan or propeller) and a multi-stage air compressor system 12, a pump 22 in fluid communication with a fuel source (e.g., liquid hydrogen), a heat exchanger 24 in fluid communication with the air compressor system 12, and a fuel cell 26 (e.g., a fuel cell).a fuel cell stack) in fluid connection with the heat exchanger 24 and a motor assembly 30 in electrical connection with inverters 28. Alternatively, one or more components, e.g. the pump 22A shown with dashed lines, can be electrically driven by the power of the fuel cell 26.

[0043] The drive 14 comprises an air inlet section 12a at its front end and a compressor section 12b, which is arranged proximal to the air inlet section 12a to ensure a continuous axial airflow in the proximal direction. The compressor section 12b carries a plurality of longitudinally spaced, rotatable compressor impellers 16 (e.g., multi-stage) which rotate in response to the rotation of the extended shaft 10 to compress the air received through the air inlet section 12a and force the compressed air to a fuel cell 26 for conversion into electrical energy. As can be seen, the number of compressor impellers / stages 16 and / or their diameter, longitudinal spacing, and / or configuration can be changed as desired to alter the air supply volume, and the higher the power output, the larger the drive 14.These compressor wheels 16 can be designed as axial or centrifugal compressor stages. Furthermore, the compressor can have one or more bypass valves and / or wastegates 17 to regulate the pressure and flow of the air entering the downstream fuel cell and to control the supply of cold air to any additional heat exchangers in the system.

[0044] The compressor 12 can optionally be mechanically coupled to the extended shaft 10 via a gearbox 18 in order to change (increase and / or decrease) the speed of the drive.

[0045] The integrated hydrogen-electric motor system 1 also includes a gas management system, such as a heat exchanger 24, which is arranged concentrically around the extended shaft 24 and is configured to control the thermal and / or moisture properties of the compressed air from the air compressor system 12 in order to condition the compressed air before it enters the fuel cell 26. The integrated hydrogen-electric motor system 1 also includes a fuel source 20 for cryogenic fuel (e.g., liquid hydrogen – LH2 or cold hydrogen gas), which is operationally connected to the heat exchanger 24 via a pump 22 configured to pump the fuel from the fuel source 20 to the heat exchanger 24 to condition the compressed air. Specifically, the fuel is gasified in the heat exchanger 24, as heat is removed from the system by heating (e.g., liquid hydrogen becomes gas).The hydrogen gas is then heated in the heat exchanger 24 to the operating temperature of the fuel cell 26, which results in control of the flow through the heat exchanger 24. In embodiments, an electric heater 19 can be connected to or integrated into the heat exchanger 24 to increase the heat as needed, for example, during operation in low-power mode or in cold ambient conditions. Additionally and / or alternatively, one or more fuel cells 28, inverters 29, and motor assemblies 30 can be connected to the heat exchanger 24 to enable liquid communication with the cooling / heating circuits and respective components as required. Such heating / cooling control can be managed, for example, via the control unit 200 of the integrated hydrogen-electric motor system 1.In embodiments, the fuel source 20 can be arranged in liquid communication with one or more fuel cells 26, inverters 28, motor assemblies 30 or any other suitable component to facilitate the cooling of such components.

[0046] The pump 22 can also be mounted coaxially on the extended shaft 10 to actuate it in response to the rotation of the extended shaft 10. The heat exchanger 24 is configured to cool the compressed air received from the air compressor system 12 using the pumped cryogenic fluid.

[0047] The integrated hydrogen-electric motor system 1 also includes an energy core in the form of a fuel cell 26, which can be circular and is also mounted coaxially (e.g., concentrically) on an extended shaft 10, so that air channels through the fuel cell 26 can be aligned parallel to the extended shaft 10 (e.g., horizontally or from left to right). The fuel cell 26 can be in the form of a proton exchange membrane fuel cell (PEMFC). The fuel cells of the fuel cell 26 are configured to convert the chemical energy released during the electrochemical reaction of hydrogen and oxygen into electrical energy. Used air and water vapor are expelled from the fuel cell 26.The electrical energy generated by the fuel cell 26 is then transferred to inverters 28 and then to the motor assembly 30, which are also mounted coaxially / concentrically around the extended shaft 10. In some aspects, the integrated hydrogen-electric motor system 1 can include any number of external coolers 19 to facilitate airflow and, for example, provide additional cooling. In particular, the fuel cell 26 can include liquid-cooled and / or air-cooled cell types, so that additional cooling can be provided by external coolers or other devices.

[0048] One or more inverters 28 are configured to convert the direct current into alternating current to drive one or more of a plurality of motors 30 that are electrically connected to the inverters 28. The motor assembly 30 is configured to drive (e.g., rotate) the elongated shaft 10 in response to the electrical energy received from the fuel cell 26, in order to operate the components on the elongated shaft 10 as the elongated shaft 10 rotates.

[0049] In some aspects, one or more of the inverters 28 can be arranged between motors 30 (e.g., a pair of motors) to form a motor assembly, although any suitable arrangement of motors 30 and inverters 28 is possible. The motor assembly 30 can comprise any number of motor subassemblies mounted on the extended shaft 10 for redundancy and / or safety reasons. The motor assembly 30 can comprise any number of fuel cell modules 26 configured to match the power output of the motors 30 and inverters 28 of the assemblies. In this respect, the fuel cell modules 26 can be swapped in and out, for example, during maintenance. Each fuel cell module 26 can provide any power output, for example, 400 kW or another suitable output, so that when stacked (e.g.,(4 or 5 modules) the total power output on the extended shaft 10 can be approximately 2 megawatts. In embodiments, motors 30 and inverters 28 can be coupled together and positioned to share the same thermal interface, so that one motor housing of the motors 30 also serves as an inverter heat sink, thus requiring only a single cooling circuit to run through the motor assembly 30 to cool both the inverters 28 and the motors 30 simultaneously. This reduces the number of cooling circuits and therefore the complexity of the system.

[0050] Up to this point, the integrated hydrogen cell electric motor is essentially identical to the integrated hydrogen fuel cell electric motor described in the above-mentioned pending US application No. 16 / 950,735 of the applicant dated November 17, 2020, the contents of which are hereby incorporated by reference.

[0051] With reference to Fig. 2. According to one aspect of the present disclosure, an integrated hydrogen fuel cell electric motor 1 is provided for an aircraft, comprising an air compressor system 100 with a plurality of electrically and / or mechanically driven compressors 102, 104, which together are sized to meet the airflow requirements of the hydrogen fuel cell at the maximum usable flight altitude, i.e., the so-called service (or certified) flight altitude for the aircraft. The compressors 102, 104 are arranged in series and include an air inlet 106 at a front end of the first compressor 102 in the series. The compressor 102 includes a first outlet 108, which is connected via line 112 and valve 113 to an air cooler (not shown) and from there to the inlet of the fuel cell 114.Compressor 102 also includes a second outlet 116 to direct some of its output via line 118 and valve 120 to compressor 104, where the airflow from compressor 102 can be further amplified. Compressor 104 includes an outlet 122, which is connected to valve 113 via line 124.

[0052] The control unit 126 is configured to receive data from various sensors (not shown) including data on the location of the aircraft, i.e. altitude, ambient air pressure, temperature and relative humidity, speed and direction of the airflow, etc., and includes a storage device with instructions for activating, controlling and operating the electrically operated compressors 102, 104 and the valves 113 and 120 to provide a sufficient airflow (oxygen) to the fuel cell 114 for the conditions under which the aircraft is operated.

[0053] Alternatively, the integrated hydrogen cell electric motor, as in Fig. Figure 3 shows a plurality of electrically and / or mechanically driven compressors 152, 154 arranged in parallel. The compressors 152, 154 include inlets 156, 158 and outlets 160, 162 configured to supply an airflow through an air cooler (not shown) to the fuel cell 114.

[0054] A control unit 160 is configured to receive data such as the location of the aircraft, i.e., altitude, ambient air pressure, temperature and relative humidity, speed and direction of airflow, etc., from various sensors (not shown) and includes a storage device with instructions for controlling and powering electrically operated compressors 152, 154 to provide a sufficient airflow (oxygen) to the fuel cell 114 for the conditions under which the aircraft is operated.

[0055] In relation to Fig. 4. In another aspect of the disclosure, the air compressor comprises a mechanically driven multi-stage air compressor, which is similar to the one described in Fig. The air compressor 12 shown in Figure 1 is similar to the air compressor 12 shown in Figure 1. In the embodiment of Fig. However, in step 4, the first stage 122 of the multi-stage air compressor is bypassed by opening its outlet 112a to atmospheric pressure. This also opens the second stage 124 of the compressor inlet to atmospheric pressure. This can be achieved, for example, with one or more alternative inlet flaps 116 between the axial compressor stages 122 and 124, which reduce the pressure across the compressor blades of the first axial compressor stage. This achieves a similar result to that of not rotating the first compressor stage 122 (with a resulting small pressure drop). This method is also applicable to centrifugal compressors, as explained below.

[0056] A control unit 180 is configured to receive data from various sensors (not shown), including data such as altitude, ambient air pressure, temperature and relative humidity, speed and direction of airflow, etc., and contains a storage device with instructions for opening and closing the inlet door 116.

[0057] With reference to Fig. 5 In a further alternative embodiment, one or more centrifugal compressors 200, 202 can be driven on the shaft 10, wherein one or both centrifugal compressors 200, 202 are optionally bypassed by valves 206, 208 and lines 210, 212 in order to disconnect electrically driven compressors 214, 216 before air is supplied to the turbines again.

[0058] A control unit 250 is designed and configured to receive, among other things, data on the location of the aircraft, i.e. altitude, ambient air pressure, temperature and relative humidity, speed and direction of the airflow, etc., from various sensors (not shown), and includes a storage device with instructions for the operation of electrically operated compressors 214, 216 and valves 206, 208.

[0059] In relation to Fig. Figure 6 describes a further embodiment of a two-stage turbo cell 300, comprising first and second coaxial shafts 302, 304 connected to first-stage and second-stage compressors 306, 308, respectively. The first and second coaxial shafts 302, 304 are configured to operate independently of each other, i.e., at different speeds. For example, the second-stage compressor 308 can be stationary or run slower than the first-stage compressor 306 at ground level and at low altitudes and be driven by an electric motor 310, which can be a low-voltage motor, e.g., a battery-powered motor with 12 V–24 V, and at higher altitudes, where greater compression is required, driven by fuel cell exhaust gases. This embodiment is completed by heat exchangers 324, fuel cells 326, inverters 328, motors 330, etc., which are similar to the corresponding components mentioned above in relation to . Fig. 1 were discussed.

[0060] A control unit 350 is designed and configured to receive, among other things, data such as the location of the aircraft, i.e., altitude, ambient air pressure, temperature and relative humidity, speed and direction of airflow, etc., from various sensors (not shown), and includes a storage device with instructions for operating the electric motor 310.

[0061] With reference to Fig. 7 In yet another embodiment, a low-voltage battery-operated “starter” 400, e.g. 12 V to 28 V, can be provided to start the system powered by a hydrogen fuel cell by driving one or more electrically operated compressors 410.

[0062] As in the case of the other embodiments discussed above, a control unit 450 is configured to receive data such as altitude, ambient air pressure, temperature and relative humidity, speed and direction of the airflow, etc. from various sensors (not shown), and includes a storage device with instructions for operating the motor 400.

[0063] Various changes may be made to the above disclosure without altering its meaning and scope. QUOTES INCLUDED IN THE DESCRIPTION

[0000] This list of documents cited by the applicant was automatically generated and is included solely for the reader's convenience. The list is not part of the German patent or utility model application. The DPMA accepts no liability for any errors or omissions. Cited patent literature

[0000] US 16 / 950,735 [0006, 0007, 0041, 0042, 0050]

Claims

[1] Integrated hydrogen electric motor comprising: an air compressor system; a hydrogen fuel source; a fuel cell; an extended shaft connected to the air compressor system and / or a drive; and a motor assembly in electrical communication with the fuel cell, wherein the air compressor system comprises a plurality of electrically driven compressors configured to operate in series. [2] The integrated hydrogen electric motor according to claim 1, wherein the plurality of electrically driven compressors are connected via valves. [3] An integrated hydrogen electric motor according to claim 2, wherein the valves comprise pressure compensating valves. [4] The integrated hydrogen electric motor according to claim 2, further comprising a control unit configured to control the operation of the valves. [5] Integrated hydrogen electric motor comprising: an air compressor system; a hydrogen fuel source; a fuel cell; an extended shaft connected to the air compressor system and / or a drive; and a motor assembly that is in electrical connection with the fuel cell, wherein the air compressor system comprises a plurality of compressors configured for parallel operation. [6] The integrated hydrogen electric motor of claim 5, wherein the plurality of compressors are coaxially disposed on the extended shaft, the plurality of compressors having variable pitch vanes or variable inlet vanes. [7] The integrated hydrogen electric motor according to claim 6, further comprising a control unit configured to control the operation of the variable pitch guide vanes or the variable inlet guide vanes. [8] Integrated hydrogen electric motor comprising: an air compressor system; a hydrogen fuel source; a fuel cell; an extended shaft connected to the air compressor system and / or a drive; and a motor assembly in electrical communication with the fuel cell, wherein the air compressor system comprises a plurality of compressor blades axially disposed on the elongated shaft and further comprising one or more air inlets and / or outlets configured to open and close to selectively change the airflow over the compressor blades. [9] The integrated hydrogen electric motor according to claim 8, further comprising a control unit configured to control the operation of the inlets and outlets. [10] An integrated hydrogen electric motor according to claim 8, wherein the compressors comprise centrifugal compressors. [11] Integrated hydrogen electric motor comprising: an air compressor system; a hydrogen fuel source; a fuel cell; an extended shaft connected to the air compressor system and / or a drive; and a motor assembly in electrical communication with the fuel cell, wherein the air compressor system includes a centrifugal air compressor driven by the extended shaft and an electrically driven air compressor configured to augment the centrifugal air compressor. [12] An integrated hydrogen electric motor according to claim 11, wherein the electrically driven compressor is connected to an inlet of the centrifugal compressor via valves. [13] The integrated hydrogen electric motor of claim 12, further comprising a control unit configured to control the operation of the valves. [14] An integrated hydrogen electric motor comprising a two-stage turbocell comprising a first turbocell and a second turbocell, each turbocell comprising: an air compressor system; a hydrogen fuel source; a fuel cell; an extended shaft connected to the air compressor system and / or a drive; and a motor assembly in electrical communication with the fuel cell, wherein the extended shaft of the first turbocell and the extended shaft of the second turbocell are configured to run independently and coaxially with each other. [15] An integrated hydrogen electric motor according to claim 14, wherein the first turbocell and / or the second turbocell are configured to be driven by an additional electric motor or a turbine driven by a fuel cell. [16] The integrated hydrogen electric motor according to claim 15, further comprising a control unit configured to control the operation of the electric motor and the valves. [17] Integrated hydrogen electric motor comprising: an air compressor system; a hydrogen fuel source; a fuel cell; an extended shaft connected to the air compressor system and / or a drive; a motor assembly that is in electrical connection with the fuel cell: and an electric starter configured to start the integrated hydrogen electric motor. [18] An integrated hydrogen electric motor according to claim 17, wherein the electric motor is battery powered. [19] The integrated hydrogen electric motor according to claim 17, further comprising a control unit configured to control the operation of the electric motor and the valves. [20] The integrated hydrogen electric motor of claim 17, wherein the electric starter comprises a low voltage electric motor.

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