Fuel cell cooling duct system

Abstract

Aspects of duct systems and methods of use for use with fuel cells are disclosed. According to one aspect of the disclosure, a duct system (10) for cooling a fuel cell (12) via a cooling fluid includes a housing (100), a cooling chamber (112), an inlet port (120) configured to receive coolant into the system, an outlet port (130) configured to exhaust coolant from the system, and means for introducing and extracting coolant from the system.

Description

[Technical Field]

[0001] This disclosure relates generally to an apparatus and method for cooling a fuel cell stack, and more particularly to a new design for moving air to cool the fuel cells. [Background technology]

[0002] Conventional electrochemical fuel cells convert fuel and oxidant into electrical energy and reaction products. A common type of electrochemical fuel cell has a membrane electrode assembly (MEA), which contains a polymeric ion (proton) transport membrane between anode and cathode flow channels or gas diffusion structures. A fuel, such as hydrogen, and an oxidant, such as oxygen from air, pass through each side of the MEA to produce electrical energy and water as a reaction product. A stack can be formed containing multiple such fuel cells arranged with separate anode and cathode fluid flow channels. Such stacks are typically in the form of a block containing multiple individual fuel cell plates held together by end plates at either end of the stack. Such fuel cells can be used to power a variety of technologies, including material handling equipment (MHE), stationary power applications, and unmanned aerial vehicles (UAVs).

[0003] It is important that the polymeric ion transport membranes remain hydrated for efficient operation. It is also important to control the temperature of the stack. Therefore, a coolant may be supplied to the stack for cooling and / or hydration purposes.

[0004] It may be necessary at specific times or periodically to use a purge gas to purge coolant, contaminants, or reaction by-products from the fuel cell's flow channels or gas diffusion structures. A purge gas, which may contain fuel (e.g., hydrogen), may be flowed through the anode flow channel to purge the fuel cell. Systems utilizing such fuel cells and fuel cell stacks may be cooled and hydrated in various ways. Existing systems for cooling and hydrating fuel cell stacks have drawbacks. Some existing technologies allow gas (e.g., air) to be introduced into the system to cool and / or hydrate the fuel cell stack. The gas can be introduced at one end of the system and exhausted from the other end of the system. This arrangement is not always desirable or suitable for MHE applications, which require the fuel cell stack system unit to be installed in a highly packed battery box. Venting gas from many closely packed components creates a significant pressure drop, reducing efficiency and degrading system performance. Furthermore, in many existing MHE applications, the system unit is not accessible from all sides, often due to the fact that existing battery boxes require only one accessible side for installation and removal operations. Modifying existing MHE vehicles to vent gases from the secondary surface would require the vehicle to be recertified at significant expense to the customer. Therefore, improved systems for cooling and / or hydrating the fuel cell stacks used in MHEs are needed.

[0005] The amount of gas used to cool and / or hydrate the fuel cell can vary in different applications. In some cases, it is difficult to control the amount of gas delivered to the fuel cell stack. Therefore, there is also a need for improved control of the distribution of gas used to cool and / or hydrate the fuel cell stack.

[0006] Solutions described and proposed throughout this application aim to redirect exhaust or intake gases 180 degrees, depending on the configuration of the fuel cell unit, so that all gases entering and exiting the system pass through a single plane. Solutions may additionally or alternatively be directed to providing a control mechanism for regulating the amount of gas used to cool and / or hydrate the fuel cell stack. Summary of the Invention

[0007] The foregoing needs are met by various aspects of the coolant distribution system, fuel cell power system, and methods of use disclosed throughout this application. According to one aspect of this disclosure, a duct system for cooling a fuel cell via a cooling fluid has a housing, a cooling chamber, an inlet port configured to receive coolant into the system, an exhaust port configured to exhaust coolant from the system, and means for moving coolant into and out of the system.

[0008] Optionally, the housing may have an outer surface and an inner surface opposite the outer surface.

[0009] Optionally, the inner surface may define an interior volume. The cooling chamber may be defined by the inner surface and within the interior volume.

[0010] Optionally, the housing may include a first surface and a second surface spaced apart from the first surface along the first direction, and the inlet and outlet may be in the first surface.

[0011] Optionally, the housing may include an intake channel and an exhaust channel, the intake channel and the exhaust channel being in fluid communication with the cooling chamber and with each other, the intake channel being in fluid communication with the inlet port, and the exhaust channel being in fluid communication with the exhaust port.

[0012] Optionally, the system may include multiple intake ports, each of which may be radially arranged around the exhaust port.

[0013] Optionally, the housing may include components thereon that extend into the cooling chamber and are configured to direct coolant to predetermined regions of the cooling chamber.

[0014] Optionally, the housing may include means for increasing turbulence of airflow through one or more of the intake channel, exhaust channel and cooling chamber.

[0015] Optionally, the housing may form a protrusion extending therefrom, the protrusion forming one or both of the intake and exhaust ports, and the protrusion configured to direct the coolant along a predetermined flow path.

[0016] Optionally, the system may further include a bypass chamber spaced from the cooling chamber, the bypass chamber in fluid communication with the exhaust port. The system may further include control means configured to direct the coolant to one or more components of the system. The control means may have a first configuration, in which the control means is configured to direct all of the coolant to the cooling chamber and not to direct any coolant to the bypass chamber. The control means may have a second configuration, in which the control means is configured to direct all of the coolant to the bypass chamber and not to direct any coolant to the cooling chamber. The control means may have a third configuration, in which a first portion of the coolant is directed to the cooling chamber and a second portion of the coolant is directed to the bypass chamber. In some aspects, the control means may be a valve. Optionally, the valve may be a solenoid valve. Optionally, the valve may be a knob valve. Optionally, the control means may be a louver.

[0017] Optionally, the coolant in the system may include air.

[0018] Optionally, the system may be configured to cool a fuel cell disposed within a cooling chamber.

[0019] In some aspects, the exhaust port may be at least partially surrounded by one or more intake ports.

[0020] The system may be configured to receive coolant through the intake ports along one or more inlet axes, each of the one or more inlet axes being parallel to one another.

[0021] In some aspects, the system may be configured to discharge coolant through the discharge ports along one or more outlet axes, each of the one or more outlet axes being parallel to one another.

[0022] Optionally, the system may be configured to receive coolant through an inlet port along an inlet axis and to discharge coolant through an outlet port along an outlet axis, the inlet axis and the outlet axis being spaced apart from one another along a plane perpendicular to the first direction.

[0023] Optionally, the inlet and outlet axes may be parallel to each other.

[0024] Optionally, the system may include multiple inlet shafts arranged radially around the outlet shaft.

[0025] In some aspects, the intake port and the exhaust port can be on the same side of the housing. Optionally, the intake port and the exhaust port can be on a first side of the housing.

[0026] In some aspects, the means for moving the coolant may include a turbine.

[0027] Optionally, the means for moving the coolant may comprise a pump.

[0028] In some aspects, the intake port may be located on a different side of the housing than the exhaust port.

[0029] In some aspects, the coolant may be moved into the system through the inlet port at a flow rate of up to 10 cubic meters per second. Optionally, the coolant may be moved at a flow rate of up to 5 cubic meters per second. Optionally, the coolant may be moved at a flow rate of up to 3 cubic meters per second.

[0030] In some aspects, the flow rate of coolant entering the system at the intake port can be different from the flow rate of coolant transferred to the cooling chamber. Optionally, the flow rate of coolant entering the system at the intake port can be greater than the flow rate of coolant transferred to the cooling chamber.

[0031] In some aspects, the flow rate of the coolant transferred to the cooling chamber may be controlled by a control means.

[0032] In some aspects, the system can include one or more sensors configured to detect a parameter of the system. In some aspects, the sensors can be configured to detect the temperature of the fuel cell and / or fuel cell stack, the temperature of the coolant entering the system, the temperature of the coolant after it leaves the cooling chamber, the pressure of the coolant, the flow rate of the coolant, the composition of the coolant, the rate at which the coolant is exhausted from the exhaust port, or other parameters of the coolant or the fuel cell stack.

[0033] Optionally, in some aspects, the housing of the system may include a curved surface disposed on an interior surface. The curved surface may extend into the cooling chamber. The curved surface may have a predetermined shape. In some aspects, the curved surface may be configured to receive coolant and provide a Coanda effect on the coolant such that the coolant is directed throughout the cooling chamber according to a predetermined distribution pattern. The predetermined distribution pattern may depend on the fuel cell stack within the cooling chamber. In some aspects, the predetermined distribution pattern may depend on the size or shape of the fuel cell stack, the distance between the fuel cell stack and the curved surface, the number of fuel cells in the fuel cell stack, the number of fuel cells, the number of fuel cell stacks in the system, the relative placement of each fuel cell stack, the material of the curved surface, the texture of the curved surface in contact with the coolant, the rate of coolant flow through the system, the composition of the coolant, the temperature of the fuel cell stack, the desired temperature of the fuel cell stack, the desired use of the system, any combination of the above parameters, and / or any other suitable parameter that may affect the need for coolant distribution.

[0034] According to another aspect of the disclosure, a fuel cell system includes a fuel cell stack having one or more fuel cells therein and a duct system for cooling the fuel cells via a cooling fluid.

[0035] The duct system may be any one or more of the duct systems described above or a combination of the embodiments described herein. The duct system may include none, one, or more of the optional aspects described herein.

[0036] In some aspects, the fuel cell system may be configured to power a machine handling equipment (MHE) component. Optionally, the MHE component may be a forklift.

[0037] In some aspects, the fuel cell system may be configured to power an unmanned aerial vehicle (UAV). Optionally, the UAV may be a drone.

[0038] According to another aspect of this disclosure, a control system for directing coolant through a duct system according to any of the aspects described throughout this application is disclosed. The duct system may be any one or more of the duct systems described above or a combination of the embodiments described herein. The duct system may include none, one, or more of any of the aspects described herein.

[0039] The control system may include a processor, a power supply, and a sensor, and is configured to send an actuation signal to the duct system to operate the duct system.

[0040] In some aspects, the control system can be configured to communicate with a number of sensors, which can be located in or on the duct system.

[0041] Optionally, the control system may be configured to operate based on a program. The program may provide the control system with instructions for operation that the control system can use to operate the duct system and / or the fuel cell system. Optionally, the control system may be operated by a user. The user may send one or more signals to the control system and / or the duct system to operate the system. Optionally, the control system may be configured to operate autonomously in response to parameters sensed by one or more sensors.

[0042] The fuel cell system includes a housing, a chamber within the housing, a fuel cell stack within the chamber, the fuel cell stack having a first surface for receiving a coolant fluid and a second surface spaced apart opposite the first surface for discharging the coolant fluid from the stack, an intake port configured to receive the coolant fluid into the chamber, an exhaust port configured to discharge the coolant fluid from the chamber, means for transporting, passing and discharging coolant into the chamber, and means for directing the coolant fluid toward the first surface of the fuel cell stack, the housing including a curved surface disposed within the chamber, the curved surface configured to redirect at least a portion of the coolant fluid flowing toward the first surface of the fuel cell stack. [Brief explanation of the drawings]

[0043] This application is better understood when read in conjunction with the accompanying drawings. For the purpose of illustrating the subject matter, the drawings show exemplary aspects of the subject matter. However, the presently disclosed subject matter is not limited to the particular methods, devices, and systems disclosed. In the drawings: [Figure 1] FIG. 1 shows an isometric perspective view of a system according to one aspect of the disclosure. [Figure 2] FIG. 2 shows an isometric cross-sectional view of the system of FIG. [Figure 3] FIG. 3 shows a cross-sectional plan view of the system of FIGS. [Figure 4] FIG. 4 is another isometric perspective view of the system of FIGS. [Figure 5] FIG. 5 shows a schematic diagram of a system according to one aspect of the disclosure. [Figure 6] FIG. 6 is an isometric perspective view of a system according to another aspect of the disclosure. [Figure 7] FIG. 7 shows a side perspective cross-sectional view of the system of FIG. [Figure 8] FIG. 8 is an isometric perspective view of a system according to another aspect of the disclosure. [Figure 9] FIG. 9 shows a side perspective cross-sectional view of the system of FIG. [Figure 10] Figure 10A shows a schematic front perspective view of one aspect of this disclosure, Figure 10B shows a schematic front perspective view of another aspect of this disclosure, Figure 10C shows a schematic front perspective view of another aspect of this disclosure, and Figure 10D shows a schematic front perspective view of another aspect of this disclosure. [Figure 11] FIG. 11 shows a top cross-sectional view of another aspect of the disclosure showing a curved structure for providing the Coanda effect. [Figure 12] FIG. 12 shows a flowchart illustrating a process for operating a system according to one aspect of the disclosure. [Figure 13] FIG. 13 shows a graphical representation of coolant flow within a stem according to one aspect of the disclosure.

[0044] Aspects of this disclosure are now described in detail with reference to the Figures, wherein like reference numerals refer to like elements throughout unless otherwise indicated.

[0045] The goal of this invention is to reduce the volume of a fuel cell system while increasing its implementation capacity in a variety of applications where venting gases out the rear of the unit is not a viable option. Additionally, this invention means that there is only one unobstructed surface. This means that multiple units can be placed back-to-back or side-by-side for larger applications.

[0046] Another goal of this invention is to enable accurate and precise control of the cooling and / or hydration gas entering the system that is supplied to the fuel cell stack. Incorrect amounts of gas can lead to overheating or undercooling of the fuel cell stack.

[0047] Aspects of the disclosure will now be described in detail with reference to the drawings. Unless otherwise specified in the figures, like reference numerals refer to like elements throughout. In the following description, certain terminology is used for convenience and not as a limitation.

[0048] Certain terms are used in the description for convenience and are not intended to be limiting. The terms "proximal" and "distal" generally refer to positions or directions toward and away from the individual using the mixing system. The words "axial," "vertical," "lateral," "left," "right," "upper," and "lower" refer to directions in the drawings to which reference is made. The term "substantially" is intended to mean to a great extent or to the majority, but not necessarily entirely, what is specified. Terms include the words listed above, derivatives thereof, and words of similar meaning.

[0049] As used herein, the term "plurality" means more than one. The singular forms "a," "an," and "the" include plural references, and reference to a particular numerical value includes at least that particular value unless the context clearly dictates otherwise. Thus, for example, reference to a "material" is a reference to at least one of such materials and equivalents thereof known to those skilled in the art, and so forth.

[0050] The transitional terms "comprising," "consisting essentially of," and "consisting" are intended to have their generally accepted meanings in patent language: (i) "comprising" is synonymous with "including," "containing," or "characterized by," is inclusive or open-ended, and does not exclude additional, unrecited elements or method steps; (ii) "consisting of" excludes elements, steps, or ingredients not specified in the claim; and (iii) "consisting essentially of" limits the scope of a claim to the specified materials or steps of the claimed invention and "not materially affecting its basic and novel characteristics." An embodiment described with the phrase "comprising" (or its equivalent) also embodies an embodiment described independently with the phrases "consisting of" and "consisting essentially of."

[0051] 1-4, a system 10 is illustrated. Throughout this application, the system may be referred to as a "unit" or a "device," and it will be understood that these terms may be used interchangeably. The system 10 includes a housing 100 having an exterior surface 102 and an interior surface 104 opposite the exterior surface 102. The housing 100 may be shaped substantially like a rectangular prism, a cube, a trapezoidal prism, a parallelepiped, or other polyhedron. In some examples, the housing 100 may be sized and shaped so that it can be placed adjacent to or on top of (i.e., stacked with) other housings 100.

[0052] The interior surface 104 defines an interior volume 108. The system 10 includes one or more fuel cells 12. It is understood that the fuel cells 12 can be arranged together to form a fuel cell stack 14 in accordance with known techniques. The fuel cell stack 14 is mounted in the housing 100. The fuel cell stack 14 can be removably mounted such that the fuel cell stack 14 can be disconnected and removed from the system 10, and optionally, other fuel cell stacks 14 can be installed and connected to the housing 100.

[0053] System 10 may include multiple fuel cell stacks 14 within interior volume 108. The fuel cell stacks 14 may include the same quantity, type, and arrangement of fuel cells 12, or alternatively, the quantity, type, and / or arrangement of fuel cells may vary from one fuel cell to another. System 10 may include 1, 2, 3, . . . 10, or another suitable number of fuel cell stacks 14, and this disclosure is not limited to any particular quantity of fuel cell stacks 14.

[0054] The interior volume 108 of the housing 100 further defines a cooling chamber 112. The fuel cell stack 14 (or multiple fuel cell stacks 14) is at least partially disposed within the cooling chamber 112. The cooling chamber 112 is configured to receive a coolant for cooling the fuel cells 12 within one or more fuel cell stacks 14. In exemplary embodiments of this disclosure, the coolant is a gas, such as ambient air, although the fuel cells 12 may alternatively be liquid cooled. The cooling chamber 112 is sized to allow the coolant to flow in, through, and out of the fuel cell stack 14 while passing through and contacting the fuel cell stack 14.

[0055] Housing 100 defines an intake port 120 through which coolant (e.g., air) can be introduced into the system, specifically into cooling chamber 112. An intake channel 124 extends within the housing, e.g., within interior volume 108, between intake port 120 and cooling chamber 112. Intake channel 124 is in fluid communication with intake port 120 and cooling chamber 112. Intake channel 124 is configured to receive coolant at intake port 120 and allow the coolant to travel through intake channel 124 to cooling chamber 112.

[0056] The housing 100 further defines an exhaust port 130 through which the coolant can be exhausted. An exhaust channel 134 extends within the housing, e.g., within the interior volume 108, between the cooling chamber 112 and the exhaust port 130. The exhaust channel 134 is in fluid communication with the cooling chamber 112 and the exhaust port 130. The exhaust channel 134 is configured to receive the coolant from the cooling chamber 112 and allow the coolant to travel through the exhaust channel 134 to the exhaust port 130, thereby exhausting the coolant from the system 10.

[0057] Housing 100 defines a first face 116 on exterior surface 102. For purposes of this disclosure, a "face" of housing 100 may be any geometric face of the system geometry described above. In some embodiments, intake port 120 may be defined on first face 116. Optionally, exhaust port 130 may be defined on first face 116. In some embodiments, both intake port 120 and exhaust port 130 may be defined on the same first face 116.

[0058] Referring to the figures, the illustrated embodiment includes the intake port 120 and the exhaust port 130 on the same side, i.e., the first side 116. It should be understood that the intake port 120 and the exhaust port 130 do not have to be on the same side of the housing 100.

[0059] The housing defines a second surface 118 spaced apart from the first surface 116 along a first direction D1. For purposes of this disclosure, the first direction D1 includes the direction from the first surface 116 to the second surface 118 and the direction from the second surface 118 back to the first surface 116. The second surface 118 may be a different geometric surface of the housing shape described above. The cooling chamber 112 may be disposed within the interior volume 108 between the first surface 116 and the second surface 118. It will be understood that the housing 100 may include other surfaces that make up the geometry of the housing 100 as described above.

[0060] Coolant (e.g., air) may enter the intake port 120 at the first surface 116 and travel into the intake channel 124. The coolant may travel from the intake port 120 toward the cooling chamber 112, for example, along a first direction D1. From the cooling chamber 112, the coolant may be discharged into the exhaust channel 134 and travel toward and through the exhaust port 130. In some embodiments, the coolant may travel along the exhaust channel 134 along the first direction D1. Optionally, the coolant may travel along the exhaust channel 134 parallel to the movement of the coolant along the intake channel 124. Alternatively, the intake channel 124 and the exhaust channel 134 may be arranged such that the flow of coolant along one of the intake and exhaust channels 124, 134 is not parallel to the flow of coolant along the other of the intake and exhaust channels 124, 134.

[0061] In some aspects, the system 10 may include multiple intake ports 120, multiple exhaust ports 130, or multiple intake and exhaust ports 120, 130. Each intake port 120 may open to and be in fluid communication with a separate intake port, and thus the system 10 may include multiple intake channels 124, for example, such that the amount of intake channels 124 corresponds to the amount of intake ports 120. Each exhaust port 130 may open to and be in fluid communication with a separate exhaust channel 134, and thus the system 10 may include multiple exhaust channels 134, for example, such that the amount of exhaust channels 134 corresponds to the amount of exhaust ports 130. Any suitable number of intake ports 120 and their respective intake channels 124 may be utilized, for example, 1, 2, 3, 4, 5, 6, 7, 8, or another suitable number. Similarly, any suitable number of exhaust ports 130 and their respective exhaust channels 134 may be utilized, for example, 1, 2, 3, 4, 5, 6, 7, 8, or another suitable number.

[0062] 1-4, the system 10 may include multiple intake ports 120 (and their respective intake channels 124) and a single exhaust port 130 (and their respective exhaust channel 134). It should be understood that a different number of intake ports 120 and exhaust ports 130 (and their respective channels 124, 134) may be utilized, and the illustrated embodiments are not intended to be limiting. In some specific embodiments, the system 10 may include two intake ports 120. All of the intake ports 120 and exhaust ports 130 may be located on the first surface 116. As shown, the exhaust port 130 may be located on the first surface 116 such that the intake ports 120 surround the exhaust port 130. The exhaust port 130 may be located between two intake ports 120.

[0063] In some exemplary embodiments, the system 10 may include four intake ports 120 and a single exhaust port 130. A suitable configuration in such embodiments may include, for example, the exhaust port 130 being surrounded by four intake ports 120.

[0064] The illustrated arrangement, in which the intake port 120 and the exhaust port 130 are on the same side of the housing 100, allows the housing 100 to be covered or otherwise obstructed on all sides except for one side (e.g., first side 116), which is open to coolant (e.g., air) at both the intake and exhaust. This allows the system 10 to be placed in a close-packed arrangement, allowing other components to surround the system 10. Such an arrangement also allows the systems 10 to be stacked in embodiments in which multiple systems 10 can be placed together.

[0065] The system further includes a means for moving coolant into and out of the system. In some aspects, the means may include an impeller or fan 138. The impeller 138 may be disposed on the housing 100. In some aspects, the impeller 138 may be disposed on the exterior surface 102 of the housing 100. In some aspects, the impeller 138 may be disposed on the interior surface 104 of the housing 100. The impeller 138 may be disposed within the interior volume 108 and may be coupled to the housing 100.

[0066] 1-4, the impeller 138 may be positioned adjacent to or within the exhaust channel 134. Optionally, the impeller 138 may be positioned adjacent to the exhaust port 130. The impeller 138 may be positioned such that as the impeller 138 rotates, it moves the coolant through the exhaust channel 134 toward the exhaust port 130.

[0067] In such an embodiment, the impeller 138 (or alternative or additional means for moving the coolant) may be located downstream of the cooling chamber 112. In some embodiments, multiple means for moving the coolant, e.g., multiple impellers or fans 138, may be included in the system 10. The impellers 138 may be located, for example, one or more impellers 138 upstream of the cooling chamber 112, one or more impellers 138 downstream of the cooling chamber 112, one or more impellers 138 within the cooling chamber 112, one or more impellers 138 distributed throughout the system 10, or any combination thereof, where one or more impellers 138 may be located upstream, downstream, or within the cooling chamber 112.

[0068] It will be appreciated that the impeller 138, or other means for moving the coolant, may be located within or adjacent to the inlet channel 124. Optionally, the means may be located adjacent the inlet port 120.

[0069] It will be further understood that the means for moving the coolant is sufficiently powered, for example, by a power source, to move a desired amount of coolant through the system 10. In some aspects, the desired amount of coolant moved through the system 10, characterized as a flow rate, may be up to 3 cubic meters per second, up to 5 cubic meters per second, up to 10 cubic meters per second, or other suitable flow rate. The size, placement, number, power requirements, and other parameters of the means for moving the coolant depend on the particular application of the system 10 and the desired amount and flow rate of coolant to be moved.

[0070] Alternative embodiments are shown in Figures 6-11. It will be understood that the various embodiments shown are not limiting and that each embodiment may include one or more overlapping elements. Like elements are numbered and referenced with like reference numerals, and the description of each element is equally applicable to any of the disclosed embodiments unless otherwise stated.

[0071] In operation, the means for moving a coolant (e.g., impeller 138) is actuated to move a coolant (e.g., air) into the system 10 through one or more inlet ports 120. The coolant then moves into and through one or more inlet channels 124 and into the cooling chamber 112. The coolant in the cooling chamber 112 passes over and / or contacts one or more fuel cell stacks 14. The interaction of the coolant with the fuel cell stacks 14 results in heat exchange, e.g., heat radiated from the fuel cell stacks 14 being drawn into the coolant flow from the fuel cell stacks 14 through the cooling chamber 112, thereby cooling the fuel cell stacks 14 and the fuel cells 12 therein.

[0072] It will be appreciated that alternative configurations opposite to those described above may exist, in which the coolant fluid is warmer than the fuel cell stack 14 (or warmer than another component in the system 10), and the thermal energy of the coolant passing through the system 10 may be drawn to the fuel cell stack 14 (or other component), thereby warming the stack 14 (or other component). Such a configuration may be useful when it is desired to raise or maintain a particular set temperature of the fuel cell 12 or fuel cell stack 14.

[0073] From the cooling chamber 112, the coolant travels into the exhaust channel 134. The coolant travels through the exhaust channel 134 toward the exhaust port 130. As shown, the exhaust port 130 may be located on the same first side 116 as the intake port 120 (or intake ports 120). Thus, the coolant enters and exits the system 10 on the same side of the housing 100 (e.g., the first side 116).

[0074] In some aspects, it may be advantageous to minimize recirculation of the cooling fluid, i.e., to reduce the amount of coolant exiting the system 10 through the exhaust port 130 from that re-entering the system 10 through the intake port 120 on the same first face 116.

[0075] In some embodiments, this effect is regulated by discharging the coolant at a velocity sufficient to propel the coolant through a threshold distance T (see schematic diagram in FIG. 5). Above this threshold distance T, the discharged coolant disperses into the environment and mixes with the ambient gas. Once the coolant is discharged up to or beyond the threshold distance T, a small, acceptable amount or percentage of the discharged coolant is subjected to suction at the inlet port 120. It should be understood that the exact threshold distance T can be calculated based on the amount or percentage of recirculated coolant deemed acceptable based on the desired use of the system 10. Discharge of the coolant through the outlet port 130 can be controlled by the dimensions and configuration of the impeller 138, the output capacity of the impeller 138, the rotational speed of the impeller 138, the size of the outlet port 130, the size and / or amount of the inlet port 120, the respective distances between the outlet port 130 and the inlet port 120, the expected temperature of the coolant, the composition of the coolant, or other factors.

[0076] In some aspects, to further limit recirculation, the housing 100 may include one or more structures 142 to direct the coolant into the inlet port 120 and / or out the exhaust port 130. The structures 142 may include fins, baffles, ledges, overhangs, grates, or other protrusions extending from the housing 100 to result in less mixing of the coolant exhausted from the system 10 with the coolant being introduced into the system 10 (compared to not having the structures 142). The one or more structures 142 may be located on the first surface 116 of the housing 100 or on another surface. The structures 142 may be located adjacent to and / or within the inlet port 120, the exhaust port 130, or both.

[0077] In some example aspects, operation of system 10 may advantageously benefit from increased heating of one or more components therein. In such scenarios, recirculation of exhausted coolant (which has absorbed heat after passing through cooling chamber 112) may be preferable. In such aspects, system 10 may include a closure mechanism (not shown), such as a door, that prevents the coolant exiting exhaust port 130 from traveling up to and beyond the threshold distance described above. In this manner, a greater percentage of the exhausted coolant (compared to the percentage that would be recirculated without the closure mechanism) is returned to system 10 through intake port 120. It will be appreciated that the closure mechanism may be a separate component of system 10 (e.g., part of housing 100) or, alternatively, the closure mechanism may be another component (e.g., another system 10) located proximate exhaust port 130 so as to function as described above.

[0078] As the coolant travels into and through the cooling chamber 112, portions of the fuel cell stack 14 may not be adequately cooled. In some cases, the coolant flow may be unevenly distributed throughout the fuel cell stack 14, which can lead to inconsistent energy usage, damage to the fuel cells, loss of efficiency, or other problems. In some embodiments, one or more physical components may be present within or adjacent to the cooling chamber 112 to even out the coolant flow. As shown in the illustrative, non-limiting example of FIG. 7 , ridges 180 may be positioned on the housing 100 to help direct the coolant flow within the cooling chamber 112. It should be understood that other components or components may be utilized to direct the coolant flow to anticipated zones within the cooling chamber 112 that are expected to experience uneven cooling (referred to as "dead" zones).

[0079] Optionally, in addition to or instead of the above components, the housing 100 may include a curved surface 190 configured to provide a Coanda effect for the coolant as it enters and moves through the cooling chamber 112. With sufficient structure, the Coanda effect causes the coolant flow to follow a flat or curved surface. Such a configuration helps to even out the coolant flow, ensuring that the coolant is evenly distributed as it contacts and passes through the fuel cell stack 14. An exemplary embodiment showing an exemplary curved surface 190 is shown in FIG. 11. The curved surface 190 may be disposed on the inner surface 104 of the housing 100 and may protrude into the cooling chamber 112. In such an embodiment, as the coolant flow moves through the inlet channel 124 into the cooling chamber 112, the coolant flow contacts the curved surface 190 and follows a curve. The curved surface 190 helps to direct the coolant flow to a desired area within the cooling chamber 112, such as the fuel cell stack 14. This configuration may be advantageous in scenarios where the fuel cell stack 14 does not receive a uniform coolant flow. By directing the coolant flow to follow the Coanda effect through the curved surface 190, the fuel cell stack 14 will be uniformly and fully exposed to the coolant flow.

[0080] The curved surface 190 may have a predetermined shape. The shape may be curved according to a mathematical function. It will be understood that the predetermined shape may depend on one or more parameters of the system, such as any of the parameters described throughout this application.

[0081] The curved surface 190 can be configured to receive the coolant and provide a Coanda effect to the coolant such that the coolant is directed throughout the cooling chamber 112 according to a predetermined distribution pattern. The predetermined distribution pattern can depend on the fuel cell stack within the cooling chamber. In some aspects, the predetermined distribution pattern can depend on the size or shape of the fuel cell stack, the distance between the fuel cell stack and the curved surface, the number of fuel cells within the fuel cell stack, the number of fuel cell stacks within the system, the relative placement of each fuel cell stack, the material of the curved surface, the texture of the curved surface in contact with the coolant, the rate of coolant flow through the system, the composition of the coolant, the temperature of the fuel cell stack, the desired temperature of the fuel cell stack, the desired use of the system, any combination of the above parameters, and / or any other suitable parameter that affects the need for coolant distribution.

[0082] In some aspects, the amount and / or flow rate of coolant through the system 10 may be adjusted based on specific needs. While the amount of coolant drawn into and moving through the system 10 can be controlled by controlling fan parameters (e.g., fan rotational speed), it may be advantageous to adjust the amount of coolant moving to the cooling chamber 112 without changing the fan parameters. This may not only increase fan lifespan but also reduce the difficulty of calculating the required parameters and adjusting the fan to those parameters. In some aspects, covering or otherwise restricting the exhaust port 130 results in a larger pressure drop. Blocking the exhaust port 130 may adversely affect the forceful ejection of coolant from the system 10 and may prevent the required amount of exhaust fluid from reaching the aforementioned distance threshold. Therefore, in some aspects of this disclosure, it may not be advantageous to block the exhaust port 130, prevent the movement of coolant out of the exhaust port 130 up to a predetermined threshold distance TD, or reduce the speed of the impeller 138 to reduce the exhaust rate of coolant exiting the system 10. One way to maintain proper discharge of coolant so that it is discharged to the threshold distance T D is to maintain the size and shape, and operating parameters, of impeller 138. Therefore, it may be preferable to adjust the amount of coolant entering cooling chamber 112 without adjusting the operating parameters of impeller 138.

[0083] In some exemplary aspects described throughout this application, the system 10 may include one or more controls 164 for controlling how much of the coolant entering the inlet port 120 is permitted to travel into the cooling chamber 112. In some non-limiting aspects, the control 164 may optionally be a valve. As a further option, the valve may be a gate valve, globe valve, plug, ball valve, butterfly valve, or another suitable type of valve. The valve may be a solenoid valve configured to be controlled by a controller. In some aspects, the control 164 may optionally be a louver.

[0084] The control means 164 may be configured to split the coolant entering the system 10 into two or more paths. In some aspects, a first path may reach the cooling chamber 112 (e.g., via the inlet channel 124). A second path may reach another chamber separate from the cooling chamber 112. In some aspects, the interior volume 108 of the housing 100 may form a bypass chamber 160 separate from the cooling chamber 112. The bypass chamber 160 may be in fluid communication with the exhaust channel 134. In some aspects, the bypass chamber 160 may be within the exhaust channel 134. In some aspects, the bypass chamber 160 may comprise a portion or the entire exhaust channel. In some aspects, the bypass chamber 160 and the exhaust channel 134 may have the same volume.

[0085] The control means 164 may be configured to selectively direct the coolant entering the system 10 to either the cooling chamber 112 or the bypass chamber 160. The control means 164 may be configured to have a first position (or first configuration) in which all of the coolant entering the system 10 is directed to the cooling chamber 112, a second position (or second configuration) in which all of the coolant entering the system 10 is directed to the bypass chamber 160, or a third position (or third configuration) between the first and second positions. It will be understood that there may be an infinite number of third positions between the first and second positions, and that in the third position, a portion of the coolant entering the system 10 is directed to the cooling chamber 112 and another portion of the coolant is directed to the bypass chamber 160.

[0086] The control means 164 can be located within or adjacent to the inlet channel 124. In some aspects where the system 10 includes multiple inlet channels 124, the system 10 can include multiple control means 164, e.g., a control means 164 in each of the multiple inlet channels 124. Optionally, each inlet channel 124 can include multiple control means 164. Additionally, optionally, the system 10 can include one or more inlet channels 124 without a control means 164 and one or more inlet channels 124 with one or more control means.

[0087] Optionally, the control means 164 may be adjacent to an intermediate bypass channel 162 extending between the intake channel 124 and the bypass chamber 160 .

[0088] In some aspects, the control means 164 may be manually adjusted by a user, for example, by moving the control means 164 to a first position, a second position, or an infinite number of possible third positions. Optionally, the control means 164 may be adjusted by a controller. The adjustment may be based on a desired amount of coolant entering the cooling chamber 112 and a desired flow path of the coolant. In some aspects, the amount of coolant entering system 10 and / or the flow rate of the coolant may be adjusted so that up to about 90% of the coolant entering system 10 is directed to cooling chamber 112, up to about 80%, up to about 70%, up to about 60%, up to about 50%, up to about 40%, up to about 30%, up to about 20%, up to about 10%, or any other suitable percentage. It will be understood that the desired distribution of coolant and / or coolant flow rate will depend on the system 10, the intended use of the fuel cell stack 14, the type and parameters of the coolant, and / or any other parameters of the system 10, the fuel cell components within the fuel cell 12, and the characteristics of the coolant.

[0089] In some aspects, such a distribution of coolant may be useful for properly diluting the hydrogen within the fuel cell stack 14. Too much coolant may dilute the hydrogen beyond an advantageous level, reducing the efficiency of the system 10.

[0090] Coolant diverted to the bypass chamber 160 by one or more control means 164 is forced out of the system 10 through one or more exhaust ports 130 .

[0091] In some aspects of this disclosure, system 10 may further include a control system for controlling operation of system 10. In some non-limiting examples, system 10 may include one or more sensors (not shown) for determining coolant flow rate, coolant temperature, fuel cell stack 14 temperature, hydrogen concentration in fuel cell 12, electrical current, or other parameters typically monitored in fuel cell systems. System 10 may include a controller having a processor, memory, and input / output capabilities configured to control components within the system, such as impeller 138, fuel cell stack 14, and / or control means 164. The controller may be configured to interact with external devices to display operating parameters of system 10 and / or receive commands entered by a user. The controller may operate based on one or more programs, e.g., stored in memory, that provide instructions for operation of system 10 and / or desired parameters of operation of one or more components described throughout this application.

[0092] In some exemplary embodiments, one or more of the intake port 120 and / or exhaust port 130 may be located on a side of the housing 100 that is different from the first side 116. Such a configuration may be utilized in applications where the system 10 is configured such that at least one other side of the housing 100 is sufficiently open to the surrounding environment to allow intake and / or exhaust of coolant. Such a configuration may be advantageous in reducing the prevalence of coolant recirculation because the exhaust port 130 may be on a different side and / or angled away from the intake port 120. In such exemplary configurations, the exhaust ports 130 and intake ports 120 may be located as follows: all exhaust ports 130 are on a different side of the housing 100 from all intake ports 120; or some exhaust ports 130 are on the same side of the housing 100 as some or all of the intake ports 120, and some exhaust ports 130 are on a different side of the housing 100 from the intake ports 120. Alternatively, some of the intake ports 120 are on the same side of the housing 100 as some or all of the exhaust ports 130, and some of the intake ports 120 are on a different side of the housing 100 than the exhaust ports 130. As noted above, such a configuration may not always be suitable for applications where the system 10 is located in a congested area where only one side (e.g., the first side 116) is fully open to the environment.

[0093] In some exemplary aspects, the housing 100 of the system 10 may be removable such that the intake of coolant occurs adjacent the first side 116 and the exhaust of coolant from the cooling chamber 112 occurs adjacent the second side 118. It will be appreciated that the housing 100 may be shaped and dimensioned such that the intake port 120 and / or the exhaust port 130 are angled in a desired direction to facilitate the intake and exhaust of coolant, respectively.

[0094] 8 and 9, an alternative system 20 is shown, where like numerals refer to like elements. Details regarding system 10 described throughout this application may also apply to system 20 unless expressly stated otherwise. Different reference numerals are utilized to help distinguish differences between the example embodiments, and this is not intended to limit one or the other, and it is understood that reference to one or the other may include both.

[0095] 8 and 9, the system 20 includes an intake port 120 surrounded by a plurality of exhaust ports 130 radially disposed about the intake port 120. In operation of the system 20, an impeller 138 draws coolant through the intake port 120 and into the intake channel 124. The cooling chamber 112 may be adjacent to or within the intake channel 124. The coolant enters the cooling chamber 112 and contacts and flows around the fuel cell stack 14. The coolant is then displaced into one or more exhaust channels 134 that are in fluid communication with the cooling chamber 112. The coolant displaces through the one or more exhaust channels 134 and exits the exhaust port 130. It will be understood that the system 20 may include any suitable number of intake ports 120 and respective intake channels 124, and any suitable number of exhaust ports 130 and respective exhaust channels 134.

[0096] The systems illustrated throughout this application may include various configurations of the intake port 120 and exhaust port 130. With reference to FIGS. 10A-10D, several exemplary configurations are shown. It should be understood that variations on the illustrated configurations, as well as other configurations, may be utilized. In FIGS. 10A-10D, the port type is symbolized by either an "A" or a "B" and may be either an intake port 120 or an exhaust port 130. In accordance with some aspects, FIGS. 10A-10D may be interpreted such that reference "A" refers to the intake port 120 (or port 120) and reference "B" refers to the exhaust port 130 (or port 130). In alternative embodiments, FIGS. 10A-10D may be interpreted such that reference "A" refers to the exhaust port 130 (or port 130) and reference "B" refers to the intake port 120 (or port 120). The illustrated port shapes and dimensions are not intended to be limiting, and it should be understood that various shapes and relative positions may be utilized.

[0097] 13 illustrates the flow of air into, through, and out of system 10. It is understood that the airflow parameters may vary based on modifications to one or more components described throughout this application, such as, but not limited to, the placement and / or number of intake ports, the placement and / or number of exhaust ports, the shape of the housing, additional components on the housing (e.g., doors), the controls 164 and their operation, the temperature and / or composition of the coolant, and / or other components of the system described throughout this application.

[0098] Methods of operating the system 10 are also disclosed throughout this application. An exemplary method of operation is illustrated in process 200 shown in FIG. 12. The system 10 may be activated in step 204. Activation may be accomplished via any known method, such as pressing a button, flipping a switch, or sending an electronic command to a connected controller. In some aspects, the system 10 may be configured to automatically turn on in response to a stimulus, such as one or more sensors within the system 10 reading one or more parameters of the fuel cell 12. The activation step may include activating the impeller 138 or other means for moving coolant through the system 10.

[0099] In step 208, the impeller 138 may cause the movement of coolant into the system 10 by forcing the coolant into one or more inlet ports 120 and moving it into one or more inlet channels 124. The coolant may be drawn into the inlet ports 120 from the environment surrounding the inlet ports 120 on the housing 100. The coolant may be moved through the inlet channels 124 towards the cooling chamber 112. Optionally, some or all of the coolant may be directed into the bypass channels 162 and / or the bypass chamber 160.

[0100] In step 212, the coolant is moved into and through the cooling chamber 112. The coolant passes in contact with, through, and / or around one or more fuel cell stacks 14. The coolant removes heat from the fuel cell stacks 14, thus cooling the fuel cell stacks 14. The coolant may be circulated through the cooling chamber 112.

[0101] In step 216, the coolant is moved from the cooling chamber 112 to the exhaust channel 134. As explained above, the exhaust channel 134 may be adjacent to, overlap with, or be the same as the bypass chamber 160. The coolant is moved into the exhaust channel 134 and toward the exhaust port 130.

[0102] In step 220, the coolant is discharged to the ambient through the exhaust port 130. The coolant may be released at a predetermined rate such that at least a portion of the coolant travels at least a threshold distance TD to minimize recirculation of the coolant.

[0103] Optionally, process 200 may further include one or more steps of introducing one or more components of a fuel cell into system 10.

[0104] Optionally, the process 200 may further include controlling a control means 164 configured to direct all, some, or none of the coolant to the cooling chamber 112 and the bypass chamber 160.

[0105] Optionally, process 200 may further include connecting system 10 to a device and providing power to the device from system 10.

[0106] Throughout this specification, terms should be understood in their ordinary sense as understood by those skilled in the relevant art. However, to avoid any doubt, the meaning of certain terms will be specifically defined or clarified.

[0107] While this disclosure has been described in connection with various embodiments in various drawing figures, those skilled in the art will understand that changes could be made to the embodiments described above without departing from the broad inventive concept thereof. It is understood, therefore, that this disclosure is not limited to the particular embodiments disclosed, but that it is intended to cover modifications within the spirit and scope of this disclosure as defined by the appended claims.

[0108] Features of this disclosure that are described above in the context of separate embodiments may also be implemented in combination in a single embodiment. Conversely, various features of this disclosure that are described in the context of a single embodiment may also be implemented separately or in any subcombination. Finally, although embodiments are described as part of a series of steps or as part of a more general structure, each step may be considered an independent embodiment in itself and may be combined with others.

[0109] The recitation of ranges of values herein is merely intended to serve as a shorthand method of referring individually to each individual value falling within the range, unless otherwise indicated herein, and each individual value is incorporated herein as if it were individually listed herein. All methods described herein can be performed in any suitable order unless otherwise indicated herein or clearly contradicted by context. The technical features described here are listed below. [Technical feature 1] 1. A duct system for cooling a fuel cell via a cooling fluid, comprising: a housing having a first surface and a second surface spaced from the first surface along a first direction; a cooling chamber; a plurality of intake ports configured to receive the coolant into the system; an exhaust port configured to exhaust the coolant from the system; means for moving said coolant into and out of said system; a bypass chamber separated from the cooling chamber, the bypass chamber in fluid communication with the exhaust port; and control means configured to direct the coolant to one or more components of the system; the control means having a first arrangement configured to direct all of the coolant to the cooling chamber and not to direct any of the coolant to the bypass chamber, a second arrangement configured to direct all of the coolant to the bypass chamber and not to direct any of the coolant to the cooling chamber, and a third arrangement configured to direct a first portion of the coolant to the cooling chamber and a second portion of the coolant to the bypass chamber; The duct system, wherein the plurality of intake ports and the one exhaust port are on the first surface, and each of the plurality of intake ports is radially arranged around the exhaust port. [Technical feature 2] The system described in Technical Feature 1, wherein the housing includes a first surface and a second surface spaced apart from the first surface along a first direction. [Technical feature 3] The system according to Technical Feature 2, wherein the intake port and the exhaust port are on the first surface. [Technical feature 4] The system according to any one of technical features 1 to 3, wherein the housing includes an intake channel and an exhaust channel, the intake channel and the exhaust channel being fluidly connected to the cooling chamber and to each other, the intake channel being fluidly connected to the inlet port, and the exhaust channel being fluidly connected to the exhaust port. [Technical feature 5] 5. The system according to any one of technical features 1 to 4, wherein the system comprises a plurality of intake ports. [Technical feature 6] The system described in Technical Feature 5, wherein each of the plurality of intake ports is radially arranged around the exhaust port. [Technical feature 7] The system of any one of technical features 1 to 6, wherein the housing includes a component thereon configured to extend into the cooling chamber and direct the coolant to a predetermined region of the cooling chamber. [Technical feature 8] 8. The system of any one of technical features 1 to 7, wherein the housing forms a protrusion extending therefrom, the protrusion forming one or both of the intake port and the exhaust port, the protrusion configured to direct the coolant along a predetermined flow path. [Technical feature 9] The system according to any one of technical features 1 to 8, further comprising a bypass chamber separate from the cooling chamber, the bypass chamber being in fluid communication with the exhaust port. [Technical feature 10] further comprising control means configured to direct the coolant to one or more components of the system; The control means has at least two configurations: In a first configuration, the control means is configured to direct all of the coolant into the cooling chamber and not direct the coolant into a bypass chamber; In a second configuration, the control means is configured to direct all of the coolant to a bypass chamber and not to direct the coolant to the cooling chamber; In a third configuration, a first portion of the coolant is directed to the cooling chamber and a second portion of the coolant is directed to the bypass chamber. [Technical feature 11] The system described in Technical Feature 1, wherein the housing includes a curved surface disposed on the inner surface and extending into the cooling chamber, the curved surface having a predetermined shape. [Technical feature 12] 12. The system according to claim 11, wherein the curved surface is configured to receive the coolant and provide a Coanda effect to the coolant, thereby directing the coolant throughout the cooling chamber according to a predetermined distribution pattern. [Technical feature 13] The system according to Technical Feature 1, wherein the system is configured to cool a fuel cell disposed within the cooling chamber. [Technical feature 14] A control system for directing coolant through the duct system according to technical feature 12, a processor; Power supply and a sensor; The control system is configured to send an operating signal to the duct system to operate the duct system.

Claims

1. 1. A duct system for cooling a fuel cell via a coolant fluid, comprising: a housing having a first surface and a second surface spaced from the first surface along a first direction; a cooling chamber disposed in the housing between the first surface and the second surface; a fuel cell stack disposed within the cooling chamber; at least one intake port configured to receive the coolant fluid within the duct system; an exhaust port configured to exhaust the coolant fluid from the duct system; means for moving said coolant fluid into and out of said cooling chamber; a bypass chamber separated from the cooling chamber, the bypass chamber in fluid communication with the exhaust port; and control means configured to direct the coolant fluid to one or more components of the duct system; the control means having a first configuration configured to direct all of the coolant fluid to the cooling chamber and not to direct any of the coolant fluid to the bypass chamber, a second configuration configured to direct all of the coolant fluid to the bypass chamber and not to direct any of the coolant fluid to the cooling chamber, and a third configuration configured such that a first portion of the coolant fluid is directed to the cooling chamber and a second portion of the coolant fluid is directed to the bypass chamber; The at least one intake port and the at least one exhaust port are on the first surface of the housing, and each of the at least one intake port is disposed around the exhaust port.

2. The system described in claim 1, wherein the duct system has a plurality of intake ports arranged radially around the exhaust port.

3. 2. The system of claim 1, wherein the housing includes an intake channel and an exhaust channel, the intake channel and the exhaust channel being in fluid communication with the cooling chamber and with each other, the intake channel being in fluid communication with the intake port, and the exhaust channel being in fluid communication with the exhaust port.

4. 2. The system of claim 1, wherein the housing includes a curved surface thereon that extends into the cooling chamber and is configured to direct at least a portion of the coolant fluid to flow to the fuel cell stack.

5. 2. The system of claim 1, wherein the housing defines a protrusion extending therefrom, the protrusion defining one or both of the intake port and the exhaust port, the protrusion configured to direct the coolant fluid along a predetermined flow path.

6. The system of claim 1 , wherein the housing includes a curved surface disposed on an interior surface thereof and extending into the cooling chamber, the curved surface having a predetermined shape.

7. 5. The system of claim 4, wherein the curved surface is configured to receive the coolant fluid and provide a Coanda effect to the coolant fluid, thereby directing the coolant fluid throughout the cooling chamber according to a predetermined distribution pattern.

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