Aircraft Fuel Cell Layout Using Propulsor Compressed Air
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Solution Overview
Problem
Conventional aircraft engines powered by aviation turbine fuel face challenges with emissions and operational efficiency, particularly due to the limitations of using hydrogen fuel, which is not power-dense in its gaseous form and poses storage and handling issues.
Innovation Solution
A fuel cell power system for aircraft that utilizes hydrogen fuel stored in a liquid state and converts it to a gaseous state using heat from compressed air generated by the propulsor, eliminating the need for a dedicated airflow compressor and leveraging hydrogen's cooling capabilities, thereby enhancing storage density and efficiency.
Engineering Contradictions & Design Principles
Engineering Contradiction Analysis
1Object-generated harmful factors
If hydrogen fuel is used in gaseous form, then emissions are reduced, but power density and storage efficiency deteriorate
Solution Approach 1:
The patent changes the physical state parameter of hydrogen fuel from gaseous to liquid form. Liquid hydrogen provides significantly higher power density and storage efficiency while still maintaining the emission benefits of hydrogen combustion. The system includes a phase change heat exchanger that converts liquid hydrogen to gaseous form only at the point of combustion, optimizing both storage and performance.
Solution Approach 2:
The patent utilizes phase transition of hydrogen from liquid to gaseous state through a heat exchanger system. The hydrogen is stored and transported in liquid phase for maximum density, then converted to gaseous phase immediately before entering the combustion chamber, resolving the contradiction between storage efficiency and operational requirements.
2Reliability
If a dedicated airflow compressor is added to the fuel cell system, then compressed air supply is improved, but system weight and complexity increase
Solution Approach 1:
The patent makes the propulsor serve multiple functions: it provides thrust for vehicle propulsion and simultaneously generates compressed air for the fuel cell power system. This eliminates the need for a separate dedicated airflow compressor, reducing system weight and complexity while maintaining reliable compressed air supply.
Solution Approach 2:
The patent merges the function of the propulsor with the air compression function. The propulsor's exhaust stream is directed through a heat exchanger to provide compressed air to the fuel cell system, combining two separate systems into one integrated solution that reduces overall complexity.
3Quantity of substance
If hydrogen fuel is stored in liquid state, then storage density is improved, but cooling system complexity increases
Solution Approach 1:
The patent makes the hydrogen fuel serve dual purposes: as an energy source for combustion and as a coolant for the system. The liquid hydrogen's cooling capability is utilized to manage thermal loads, eliminating or reducing the need for separate cooling systems while maintaining high storage density.
Solution Approach 2:
The hydrogen fuel system provides its own cooling function. The liquid hydrogen, which requires cooling to maintain its liquid state, is used to cool other system components through heat exchangers. This self-service approach reduces overall system complexity by eliminating dedicated cooling infrastructure.
Applied Scientific Principles
This section explains which scientific principles are used to turn an abstract innovation direction into a practical engineering solution.
Function Achieved in This Case
This configuration reduces weight and complexity, improves hydrogen fuel storage density, and enhances operational efficiency by using hydrogen's cooling properties, while minimizing emissions and noise.
Implementation Method 1
a fuel cell stack configured to be located remotely from the propulsor and in airflow communication with the propulsor for receiving the flow of compressed air from the propulsor
Implementation Method 2
converts it to a gaseous state using heat from compressed air generated by the propulsor
Implementation Method 3
utilizes hydrogen fuel stored in a liquid state and converts it to a gaseous state
Data Source
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AI summary
A fuel cell power system (20, 180, 300, 400, 500, 700, 900, 1000, 1100) for a vehicle (302) having a propulsor (205, 320, 420, 520, 620, 720) is provided herein. The propulsor (205, 320, 420, 520, 620, 720) is configured to generate thrust for the vehicle (302) and a flow of compressed air. The fuel cell power system (20, 180, 300, 400, 500, 700, 900, 1000, 1100) includes a fuel delivery system (150, 312, 712, 912) for providing a flow of hydrogen fuel, the fuel delivery system (150, 312, 712, 912) comprising a fuel tank (22, 148, 310, 410, 710, 810, 910, 1010, 1110) for storing hydrogen fuel; and a fuel cell stack (30, 340, 740, 840, 940) configured to be located remotely from the propulsor (205, 320, 420, 520, 620, 720) and in airflow communication with the propulsor (205, 320, 420, 520, 620, 720) for receiving the flow of compressed air from the propulsor (205, 320, 420, 520, 620, 720). The fuel cell stack (30, 340, 740, 840, 940) is further in fluid communication with the fuel delivery system (150, 312, 712, 912) for receiving the flow of hydrogen fuel from the fuel delivery system (150, 312, 712, 912).