CN110957504B - Fuel cell power system - Google Patents

Abstract

The present application relates to a fuel cell power system. The fuel cell power system includes a battery stack, a stack heat exchanger, a motor and a liquid hydrogen tank. The fuel cell power system directly enters the cooling shell with liquid hydrogen as a heat exchange medium, the temperature of the liquid hydrogen increases, and at the same time the temperature of the motor is lowered to below -150°C, allowing the motor to work in a superconducting state. The liquid hydrogen enters the stack heat exchanger as a heat exchange medium to absorb heat. The fuel cell power system makes the gasification efficiency of liquid hydrogen higher, and at the same time reduces the heat loss of the motor. Further, the fuel cell power system uses liquid hydrogen directly as a heat exchange medium to participate in heat exchange, and no additional heat exchanger is required to achieve a lightweight design. At the same time, the system adopts a single-layer liquid hydrogen storage structure, which further reduces the weight of the system.

Description

fuel cell power system

technical field

The present application relates to the field of battery technology, in particular to a fuel cell power system.

Background technique

The fuel cell power system has begun to gradually replace the traditional internal combustion engine power system, and is used in transportation equipment such as automobiles, ships, and aviation. Hydrogen is the reaction fuel of the fuel cell system, and the amount of hydrogen carried determines the total electricity that the system can generate. Especially when fuel cells are used in UAVs, aircraft and other systems, the system energy density and power density are very critical to the overall performance of UAVs, aircraft and other systems. In the prior art, the energy consumed by the vaporization of liquid hydrogen, the cooling of the fuel cell, the cooling of the motor, and the heating of the motor greatly reduces the system efficiency and limits the improvement of the cruising range.

SUMMARY OF THE INVENTION

Based on this, it is necessary to provide a fuel cell power system for the problem of how to improve the energy utilization efficiency of the fuel cell power system.

A fuel cell power system includes a battery stack, a stack heat exchanger, a motor and a liquid hydrogen tank. The battery stack includes a hydrogen inlet, a hot water outlet, a cold water inlet, and an electric power outlet. The stack heat exchanger includes a cooling liquid inlet, a cooling liquid outlet, an inlet for cooling liquid and an outlet for cooling liquid. The inlet of the liquid to be cooled is communicated with the outlet of the hot water. The to-be-cooled liquid outlet communicates with the cold water inlet. The power outlet is electrically connected to the motor. The electric machine includes a cooling shell. The cooling shell includes a first inlet and a first outlet. The liquid hydrogen tank includes a liquid hydrogen outlet. The liquid hydrogen outlet communicates with the first inlet. The first outlet communicates with the coolant inlet. The cooling liquid outlet communicates with the hydrogen inlet.

In one embodiment, the fuel cell power system further includes a first liquid storage device and a first electronic pump. The first liquid storage device is connected between the to-be-cooled liquid outlet and the cold water inlet. The first electronic pump is connected between the first liquid storage device and the cold water inlet.

In one embodiment, the fuel cell power system further includes a first relief valve. The first pressure reducing valve is arranged between the cooling liquid outlet and the hydrogen inlet.

In one embodiment, the liquid hydrogen tank has a single-layer shell structure.

In one embodiment, the motor is a superconducting motor, which is cooled by liquid hydrogen to achieve a superconducting working state.

The embodiments of the present application provide that the fuel cell power system includes a battery stack, a stack heat exchanger, a motor, and a liquid hydrogen tank. The battery stack includes a hydrogen inlet, a hot water outlet, a cold water inlet, and an electric power outlet. The stack heat exchanger includes a cooling liquid inlet, a cooling liquid outlet, an inlet for cooling liquid and an outlet for cooling liquid. The inlet of the liquid to be cooled is communicated with the outlet of the hot water. The to-be-cooled liquid outlet communicates with the cold water inlet. The power outlet is electrically connected to the motor. The electric machine includes a cooling shell. The cooling shell includes a first inlet and a first outlet. The liquid hydrogen tank includes a liquid hydrogen outlet. The liquid hydrogen outlet communicates with the first inlet. The first outlet communicates with the coolant inlet. The cooling liquid outlet communicates with the hydrogen inlet.

The fuel cell power system makes liquid hydrogen directly enter the cooling shell as a heat exchange medium, absorbs the heat of the motor, reduces the working temperature of the motor to below -150°C, makes the motor enter a superconducting state, and avoids the heating of the motor windings loss of energy. The liquid hydrogen enters the stack heat exchanger as a heat exchange medium to further absorb heat. The fuel cell power system avoids the heat loss of the motor and the heat dissipation loss of the motor, and uses the liquid hydrogen gasification energy to cool the fuel cell, thereby greatly improving the system efficiency. Further, the fuel cell power system uses liquid hydrogen directly as a heat exchange medium to participate in heat exchange without additional heat exchangers, thereby realizing a lightweight design.

A fuel cell power system includes a battery stack, a stack heat exchanger, a motor, a liquid hydrogen tank, a buffer tank and a heat exchange device. The battery stack includes a hydrogen inlet, a hot water outlet, a cold water inlet, and an electric power outlet. The stack heat exchanger includes an inlet for liquid to be cooled and an outlet for liquid to be cooled. The inlet of the liquid to be cooled is communicated with the outlet of the hot water. The to-be-cooled liquid outlet communicates with the cold water inlet. The motor is electrically connected to the power outlet. The liquid hydrogen tank is used for storing liquid hydrogen. The liquid hydrogen tank includes a liquid hydrogen outlet. The buffer tank includes a liquid inlet and a liquid outlet. The liquid inlet is communicated with the liquid hydrogen outlet. The liquid outlet communicates with the hydrogen inlet.

The heat exchange device includes a closed-loop communication second liquid storage device, a first heat exchanger, a second heat exchanger and a third heat exchanger. The second liquid storage device is used for storing heat exchange medium. The first heat exchanger is used for heat exchange with the buffer tank. The second heat exchanger is used for heat exchange with the stack heat exchanger. The third heat exchanger is used for heat exchange with the motor.

In one embodiment, the fuel cell power system further includes a second liquid storage device and a first electronic pump. The second liquid storage device is connected between the to-be-cooled liquid outlet and the cold water inlet. The first electronic pump is connected between the second liquid storage device and the cold water inlet.

In one embodiment, the fuel cell power system further includes a second electronic pump. The second electronic pump is connected between the second liquid storage device and the first heat exchanger.

In one embodiment, the outlet of the second electronic pump communicates with the inlet of the first heat exchanger.

In one embodiment, the heat exchange device further includes a fourth heat exchanger. The fourth heat exchanger is connected between the second heat exchanger and the third heat exchanger. The fuel cell power system also includes a motor controller. The motor controller is electrically connected to the signal input end of the motor. The fourth heat exchanger is used for exchanging heat with the electrode controller.

The fuel cell power system provided by the embodiments of the present application includes a battery stack, a stack heat exchanger, a motor, a liquid hydrogen tank, a buffer tank, and a heat exchange device. The battery stack includes a hydrogen inlet, a hot water outlet, a cold water inlet, and an electric power outlet. The stack heat exchanger includes an inlet for liquid to be cooled and an outlet for liquid to be cooled. The inlet of the liquid to be cooled is communicated with the outlet of the hot water. The to-be-cooled liquid outlet communicates with the cold water inlet. The motor is electrically connected to the power outlet. The liquid hydrogen tank is used for storing liquid hydrogen. The liquid hydrogen tank includes a liquid hydrogen outlet. The buffer tank includes a liquid inlet and a liquid outlet. The liquid inlet is communicated with the liquid hydrogen outlet. The liquid outlet communicates with the hydrogen inlet. The heat exchange device includes a closed-loop communication second liquid storage device, a first heat exchanger, a second heat exchanger and a third heat exchanger. The second liquid storage device is used for storing heat exchange medium. The first heat exchanger is used for heat exchange with the buffer tank. The second heat exchanger is used for heat exchange with the stack heat exchanger. The third heat exchanger is used for heat exchange with the motor.

The fuel cell power system absorbs the cold energy of the liquid hydrogen through the first heat exchanger, the heat exchange medium cools down, and the liquid hydrogen is converted into gaseous hydrogen at the same time. The gaseous hydrogen is used for the stack to react to generate electrical energy. The electrical energy of the battery stack powers the electric motor. The stack generates heat during the reaction. The heat is brought into the stack heat exchanger by circulating water. The low-temperature heat exchange medium first cools the circulating water through the second heat exchanger, and then cools the motor through the third heat exchanger, so that the motor works efficiently. The fuel cell power system realizes the complementation of internal cooling capacity and heat through the heat exchange device, thereby improving the internal energy utilization efficiency of the fuel cell power system. Further, the fuel cell power system reduces the arrangement of external cooling sources and heat sources, and realizes a lightweight design. The fuel cell power system uses an indirect cooling medium for heat exchange and heating with liquid hydrogen. The medium is connected in series with liquid hydrogen, a motor, a motor controller and a fuel cell respectively, and the energy generated by each component is used for liquid hydrogen gasification, which effectively reduces the system. The energy consumption of heat dissipation and heating makes the system more efficient.

Description of drawings

FIG. 1 is an electrical schematic diagram of the fuel cell power system provided in an embodiment of the application;

FIG. 2 is an electrical schematic diagram of the fuel cell power system provided in another embodiment of the present application.

Reference number:

Fuel Cell Power System 10

battery stack 20

Hydrogen inlet 201

Hot water outlet 202

Cold water inlet 203

Power outlet 204

Stack Heat Exchanger 30

Waiting for coolant inlet 301

Waiting for coolant outlet 302

Coolant inlet 303

Coolant outlet 304

The first liquid storage device 310

first electronic pump 320

Motor 40

Signal input 400

Cooling Shell 401

First Import 402

First exit 403

Motor Controller 410

Liquid hydrogen tank 50

Liquid hydrogen outlet 501

Buffer Tank 60

Liquid inlet 601

Liquid outlet 602

Heat Exchanger 70

Second liquid storage device 710

first heat exchanger 720

Second heat exchanger 730

Third heat exchanger 740

Second electronic pump 750

Fourth heat exchanger 760

first pressure relief valve 80

Detailed ways

In order to make the above objects, features and advantages of the present application more clearly understood, the specific embodiments of the present application will be described in detail below with reference to the accompanying drawings. In the following description, numerous specific details are set forth in order to provide a thorough understanding of the present application. However, the present application can be implemented in many other ways different from those described herein, and those skilled in the art can make similar improvements without departing from the connotation of the present application. Therefore, the present application is not limited by the specific implementation disclosed below.

The serial numbers themselves, such as "first", "second", etc., for the components herein are only used to distinguish the described objects, and do not have any order or technical meaning. The "connection" and "connection" mentioned in this application, unless otherwise specified, include both direct and indirect connections (connections). In the description of this application, it should be understood that the terms "upper", "lower", "front", "rear", "left", "right", "vertical", "horizontal", "top", The orientation or positional relationship indicated by "bottom", "inner", "outer", "clockwise", "counterclockwise", etc. is based on the orientation or positional relationship shown in the drawings, and is only for the convenience of describing the present application and simplifying the description , rather than indicating or implying that the referred device or element must have a particular orientation, be constructed and operate in a particular orientation, and therefore should not be construed as a limitation on the present application.

In this application, unless otherwise expressly stated and defined, a first feature "on" or "under" a second feature may be in direct contact with the first and second features, or the first and second features indirectly through an intermediary touch. Also, the first feature being "above", "over" and "above" the second feature may mean that the first feature is directly above or obliquely above the second feature, or simply means that the first feature is level higher than the second feature. The first feature being "below", "below" and "below" the second feature may mean that the first feature is directly below or obliquely below the second feature, or simply means that the first feature has a lower level than the second feature.

Referring to FIG. 1 , an embodiment of the present application provides a fuel cell power system 10 including a battery stack 20 , a stack heat exchanger 30 , a motor 40 and a liquid hydrogen tank 50 . The battery stack 20 includes a hydrogen inlet 201 , a hot water outlet 202 , a cold water inlet 203 , and a power outlet 204 . The stack heat exchanger 30 includes a cooling liquid inlet 303 , a cooling liquid outlet 304 , an inlet 301 for cooling liquid and an outlet 302 for cooling liquid. The to-be-cooled liquid inlet 301 communicates with the hot water outlet 202 . The to-be-cooled liquid outlet 302 communicates with the cold water inlet 203 . The power outlet 204 is electrically connected to the motor 40 . The motor 40 includes a cooling shell 401 . The cooling shell 401 includes a first inlet 402 and a first outlet 403 . The liquid hydrogen tank 50 includes a liquid hydrogen outlet 501 . The liquid hydrogen outlet 501 communicates with the first inlet 402 . The first outlet 403 communicates with the cooling liquid inlet 303 . The cooling liquid outlet 304 communicates with the hydrogen inlet 201 .

The fuel cell power system 10 provided in the embodiment of the present application directly enters the cooling shell 401 with liquid hydrogen as a heat exchange medium, absorbs the heat of the motor 40 , the temperature of the liquid hydrogen increases, and at the same time the motor 40 The temperature of the motor is reduced, so that the temperature of the motor is gradually reduced to below -150 °C, and it enters a superconducting state. The liquid hydrogen enters the stack heat exchanger 30 as a heat exchange medium to absorb heat. The fuel cell power system 10 causes the liquid hydrogen to absorb heat twice. The gasification efficiency of the liquid hydrogen is higher. Further, the fuel cell power system 10 enables liquid hydrogen to directly participate in heat exchange as a heat exchange medium, without the need for additional heat exchangers, thereby realizing a lightweight design.

The fuel cell power system 10 uses the liquid hydrogen tank 50 to replace the gaseous tank, so that the corresponding energy storage per unit mass of the entire system is increased. The hydrogen storage mass density of the system can be increased from 5% to 10% to 15% level.

In one embodiment, the motor 40 is used to drive the drone to fly.

In one embodiment, the motor 40 is an ultra-low temperature quasi-superconducting motor. The energy loss of the motor is mainly caused by the internal copper loss, iron loss, mechanical loss and stray loss. For working scenarios such as drone flight, the motor speed is relatively low, and the energy loss is mainly copper loss. When the motor works for a long time, the temperature rises. The temperature of the copper winding inside the motor increases, and the internal resistance increases. The motor heats up and loses energy, reducing the work efficiency. The fuel cell power system 10 directly uses liquid hydrogen as a heat exchange medium to cool the motor 40 to a superconducting temperature, thereby reducing the internal resistance of the copper winding, thereby improving the working efficiency of the motor 40 .

In one embodiment, the fuel cell power system 10 further includes a first liquid storage device 310 and a first electronic pump 320 . The first liquid storage device 310 is connected between the to-be-cooled liquid outlet 302 and the cold water inlet 203 . The first liquid storage device 310 is used to store water entering the battery stack 20 . The first electronic pump 320 is connected between the first liquid storage device 310 and the cold water inlet 203 . The first electronic pump 320 provides power for circulating water.

In one embodiment, the fuel cell power system 10 further includes a first pressure relief valve 80 . The first pressure reducing valve 80 is disposed between the cooling liquid outlet 304 and the hydrogen inlet 201 . The first pressure reducing valve 80 prevents the pressure of the hydrogen from being too high, and ensures the safe operation of the battery stack 20 .

In the prior art, the liquid hydrogen storage tank adopts a double-layer storage tank to store liquid hydrogen to meet the thermal insulation requirements and ensure safety.

In one embodiment, the liquid hydrogen tank 50 is a single-layer shell structure. The fuel cell power system 10 is applied to an unmanned aerial vehicle. Before flight, the liquid hydrogen tank 50 is replenished with liquid hydrogen. The liquid hydrogen tank 50 is only stored during flight. When the drone is not flying, the liquid tank 50 does not store liquid hydrogen. Therefore, the liquid tank 50 is not used for transportation. And during the flight of the UAV, the liquid hydrogen gasified by the heat absorption in the environment is rapidly consumed. The liquid hydrogen tank 50 adopts the single-layer shell structure, which can meet the heat dissipation requirements, and is suitable for the specific scenario of an unmanned aerial vehicle.

In one embodiment, an insulating layer is provided on the surface of the single-layer shell structure. The thermal insulation layer reduces heat exchange and slows down the vaporization of liquid hydrogen.

For the fuel cell power system 10, a feasibility analysis is performed:

In one embodiment, the overall efficiency of the fuel cell power system 10 is 50%, and the system generates 1 kW·h of electrical energy, corresponding to 1 kW·h of waste heat.

The waste heat + electricity consumes a total of 2kW·h of energy. According to the estimation of 33kW·h electricity per 1kg of hydrogen, the energy of 2kW·h is equivalent to the chemical energy of about 61g of hydrogen.

The application of liquid hydrogen from the liquid hydrogen tank 50 to the battery stack 20 needs to go through two processes of phase transition and temperature increase.

During the phase transition process, the phase transition endotherm is 3.93kW·h/kg. 61g of hydrogen requires about 0.240kW·h of electricity.

During the heating process, 61 g of hydrogen gas rose from 20K to 293K (20°C). The heat capacity of hydrogen is 14.3 kJ/(kg·K). The total energy required for 61g of gas hydrogen is 0.066kW·h electric energy.

To sum up, when using liquid hydrogen, 1kW·h of external power is provided, and the total heat absorption of hydrogen is about 0.30kW·h.

For a typical motor + motor control system, the overall efficiency is about 90%. For every 1kW·h of energy input, the waste heat generated is about 0.1kW·h.

Therefore, when the fuel cell power system 10 outputs 1kW·h of energy, the fuel cell system generates 1kW·h of waste heat, the motor system generates 0.1kW·h of waste heat, and the liquid hydrogen system absorbs 0.3kW·h of heat. The total heat absorption of liquid hydrogen can cover the heat generated by the motor system, and can also cover the heat generated by part of the fuel cell system.

The energy loss of the motor is mainly caused by the internal copper loss, iron loss, mechanical loss and stray loss. For working scenarios such as drone flight, the motor speed is relatively low, and the energy loss is mainly copper loss. When the motor works for a long time, the temperature rises. The temperature of the copper winding inside the motor increases, and the internal resistance increases. The motor heats up and loses energy, reducing the work efficiency. The fuel cell power system 10 cools the motor 40 to a superconducting working environment by using liquid hydrogen, which reduces the internal resistance of the copper winding, thereby improving the working efficiency of the motor 40 .

As soon as the system starts working, the liquid hydrogen needs to absorb heat from the heat exchange system while reducing the motor temperature. The motor is in a superconducting state, which improves the output efficiency of the motor. The fuel cell power system 10 reduces the heat dissipation burden of the high-power system. Further, the heat absorption of liquid hydrogen in the fuel cell power system 10 reduces the design requirements for the maximum heat dissipation capacity of the heat dissipation parameters, reduces heat exchange components, and reduces the weight of the system.

Referring to FIG. 2 , an embodiment of the present application provides a fuel cell power system 10 including a battery stack 20 , a stack heat exchanger 30 , a motor 40 , a liquid hydrogen tank 50 , a buffer tank 60 and a heat exchange device 70 . The battery stack 20 includes a hydrogen inlet 201 , a hot water outlet 202 , a cold water inlet 203 , and a power outlet 204 . The stack heat exchanger 30 includes a liquid inlet 301 to be cooled and an outlet 302 of the liquid to be cooled. The to-be-cooled liquid inlet 301 communicates with the hot water outlet 202 . The to-be-cooled liquid outlet 302 communicates with the cold water inlet 203 . The motor 40 is electrically connected to the power outlet 204 . The liquid hydrogen tank 50 is used for storing liquid hydrogen. The liquid hydrogen tank 50 includes a liquid hydrogen outlet 501 . The buffer tank 60 includes a liquid inlet 601 and a liquid outlet 602 . The liquid inlet 601 communicates with the liquid hydrogen outlet 501 . The liquid outlet 602 communicates with the hydrogen inlet 201 .

The heat exchange device 70 includes a second liquid storage device 710 , a first heat exchanger 720 , a second heat exchanger 730 and a third heat exchanger 740 in closed-loop communication. The second liquid storage device 710 is used for storing heat exchange medium. The first heat exchanger 720 is used for heat exchange with the buffer tank 60 . The second heat exchanger 730 is used for heat exchange with the stack heat exchanger 30 . The third heat exchanger 740 is used for heat exchange with the motor 40 .

The fuel cell power system 10 provided in the embodiment of the present application absorbs the cold energy of liquid hydrogen through the first heat exchanger 720 , the heat exchange medium is cooled, and the liquid hydrogen is converted into gaseous hydrogen at the same time. The gaseous hydrogen is used for the reaction of the cell stack 20 to generate electrical energy. The electrical energy of the battery stack 20 supplies power to the motor 40 . The cell stack 20 generates heat during the reaction. The heat is brought into the stack heat exchanger 30 by circulating water. The low temperature heat exchange medium first cools the circulating water through the second heat exchanger 730 , and then cools the motor 40 through the third heat exchanger 740 , so that the motor 40 works efficiently. The fuel cell power system 10 realizes the complementation of internal cooling capacity and heat through the heat exchange device 70 , thereby improving the internal energy utilization efficiency of the fuel cell power system 10 . Further, the fuel cell power system 10 reduces the arrangement of external cooling sources and heat sources, and realizes a lightweight design.

In one embodiment, the first heat exchanger 720 , the second heat exchanger 730 and the third heat exchanger 740 are heat exchange copper tubes, respectively.

The stack 20 requires gaseous hydrogen as a reactant. The second liquid storage device 710 is used for storing heat exchange medium. The heat exchange medium circulates in the heat exchange device 70 . The first heat exchanger 720 is wound around the outer surface of the shell of the buffer tank 60 . The heat exchange medium absorbs the cold energy of the liquid hydrogen in the liquid hydrogen tank 50 through the first heat exchanger 720 . The temperature of the heat exchange medium becomes lower. The second heat exchanger 730 is wound around the stack heat exchanger 30 . The low-temperature heat exchange medium absorbs the heat of the medium in the stack heat exchanger 30 through the second heat exchanger 730 to cool the medium in the stack heat exchanger 30 . The third heat exchanger 740 is wound on the surface of the motor 40 . The low-temperature heat exchange medium enters the third heat exchanger 740 to cool the motor 40 .

In one embodiment, the fuel cell power system 10 further includes a second electronic pump 750 . The second electronic pump 750 is connected between the second liquid storage device 710 and the first heat exchanger 720 . The second electronic pump 750 is used to provide power for the circulation of the heat exchange medium in the pipeline. In one embodiment, the fuel cell power system 10 further includes a first liquid storage device 310 and a first electronic pump 320 . The first liquid storage device 310 is connected between the to-be-cooled liquid outlet 302 and the cold water inlet 203 . The first liquid storage device 310 is used to store the cooling water entering the battery stack 20 , and the first electronic pump 320 provides power for circulating water. The two cooperate to take out the heat generated by the operation of the fuel cell to cool the fuel cell, and the taken-out heat is exchanged in the stack heat exchanger 30 to maintain the operating temperature of the fuel cell in a cycle.

In one embodiment, the heat exchange device 70 further includes a fourth heat exchanger 760 . The fourth heat exchanger 760 is connected between the second heat exchanger 730 and the third heat exchanger 740 . The fuel cell power system 10 also includes a motor controller 410 . The motor controller 410 is electrically connected to the signal input terminal 400 of the motor 40 . The fourth heat exchanger 760 is used for exchanging heat with the motor controller 410 . The fourth heat exchanger 760 is used to reduce the temperature of the motor controller 410 .

In one embodiment, the outlet of the second electronic pump 750 communicates with the inlet of the first heat exchanger 720 . The heat exchange medium first enters the first heat exchanger 720 to absorb cold energy, and then sequentially enters the second heat exchanger 730 , the fourth heat exchanger 760 and the third heat exchanger 740 to absorb heat.

The heat exchange medium absorbs cold energy in the first heat exchanger 720 . The heat exchange medium transfers heat to the buffer tank 60 . The temperature of the liquid hydrogen in the buffer tank 60 increases and gasifies. The temperature of the heat exchange medium decreases.

The low-temperature heat exchange medium first enters the second heat exchanger 730 for cooling the water in the stack heat exchanger 30 . The temperature of the circulating water of the battery stack 20 is lower than the temperature of the motor 40 . The low-temperature heat exchange medium first enters the second heat exchanger 730 , which has a better cooling effect on the circulating water of the battery stack 20 .

In application, the heat exchange medium may also cool the motor 40 or the motor controller 410 first, and then cool the circulating water of the battery stack 20 .

The heat exchange medium may also firstly cool the circulating water of the motor 40 , the motor controller 410 or the battery stack 20 , and then the heated heat exchange medium heats the liquid hydrogen.

In the prior art, a double-layer storage tank is used in the battery system to store liquid hydrogen to meet the thermal insulation requirements and ensure safety.

In one embodiment, the liquid hydrogen tank 50 is a single-layer shell structure.

The fuel cell power system 10 is applied to an unmanned aerial vehicle. Before flight, the liquid hydrogen tank 50 is replenished with liquid hydrogen. The liquid hydrogen tank 50 is only stored during flight. When the drone is not flying, the liquid tank 50 does not store liquid hydrogen. Therefore, the liquid tank 50 is not used for transportation. And during the flight of the UAV, the heat absorption of liquid hydrogen gradually decreases, and the liquid hydrogen is consumed by the system reaction in time. The liquid hydrogen tank 50 adopts the single-layer shell structure, which can meet the strength requirements.

The technical features of the above-described embodiments can be combined arbitrarily. For the sake of brevity, all possible combinations of the technical features in the above-described embodiments are not described. However, as long as there is no contradiction between the combinations of these technical features, All should be regarded as the scope described in this specification.

The above-mentioned embodiments only represent several embodiments of the present application, but should not be construed as limiting the scope of the present application. It should be pointed out that for those skilled in the art, without departing from the concept of the present application, several modifications and improvements can be made, which all belong to the protection scope of the present application. Therefore, the scope of protection of the patent of the present application shall be subject to the appended claims.

Claims (10)

1. A fuel cell power system, wherein the fuel cell power system is used for unmanned aerial vehicle, the fuel cell power system includes:

a cell stack (20), the cell stack (20) comprising a hydrogen inlet (201), a hot water outlet (202), a cold water inlet (203), an electrical power outlet (204);

the galvanic pile heat exchanger (30) comprises a cooling liquid inlet (303), a cooling liquid outlet (304), a liquid to be cooled inlet (301) and a liquid to be cooled outlet (302), wherein the liquid to be cooled inlet (301) is communicated with the hot water outlet (202), and the liquid to be cooled outlet (302) is communicated with the cold water inlet (203);

an electric motor (40), the power outlet (204) being electrically connected to the electric motor (40), the electric motor (40) comprising a cooling enclosure (401), the cooling enclosure (401) comprising a first inlet (402) and a first outlet (403);

liquid hydrogen jar (50), liquid hydrogen jar (50) include liquid hydrogen export (501), liquid hydrogen export (501) with first import (402) intercommunication, first export (403) with coolant liquid inlet (303) intercommunication, coolant liquid outlet (304) with hydrogen entry (201) intercommunication, liquid hydrogen jar (50) are single-deck shell structure.

2. The fuel cell power system of claim 1, further comprising:

a first liquid storage device (310) connected between the outlet (302) of the liquid to be cooled and the cold water inlet (203);

a first electronic pump (320) connected between the first reservoir (310) and the cold water inlet (203).

3. The fuel cell power system of claim 1, further comprising:

a first pressure reducing valve (80), the first pressure reducing valve (80) being disposed between the coolant outlet (304) and the hydrogen gas inlet (201).

4. The fuel cell power system of claim 1, wherein the surface of the single shell structure is provided with insulation.

5. A fuel cell power system according to claim 1, wherein the electric machine (40) is a superconducting electric machine, and the superconducting operating state is achieved by liquid hydrogen cooling.

6. A fuel cell power system, wherein the fuel cell power system is used for unmanned aerial vehicle, the fuel cell power system includes:

a cell stack (20), the cell stack (20) comprising a hydrogen inlet (201), a hot water outlet (202), a cold water inlet (203), an electrical power outlet (204);

the galvanic pile heat exchanger (30) comprises a liquid to be cooled inlet (301) and a liquid to be cooled outlet (302), the liquid to be cooled inlet (301) is communicated with the hot water outlet (202), and the liquid to be cooled outlet (302) is communicated with the cold water inlet (203);

a motor (40) electrically connected to the power outlet (204);

the liquid hydrogen tank (50) is used for storing liquid hydrogen, the liquid hydrogen tank (50) comprises a liquid hydrogen outlet (501), and the liquid hydrogen tank (50) is of a single-layer shell structure;

a buffer tank (60), wherein the buffer tank (60) comprises a liquid inlet (601) and a liquid outlet (602), the liquid inlet (601) is communicated with the liquid hydrogen outlet (501), and the liquid outlet (602) is communicated with the hydrogen inlet (201);

the heat exchange device (70) comprises a second liquid storage device (710), a first heat exchanger (720), a second heat exchanger (730) and a third heat exchanger (740) which are communicated in a closed loop, the second liquid storage device (710) is used for storing a heat exchange medium, the first heat exchanger (720) is used for exchanging heat with the buffer tank (60), the second heat exchanger (730) is used for exchanging heat with the pile heat exchanger (30), and the third heat exchanger (740) is used for exchanging heat with the motor (40).

7. The fuel cell power system of claim 6, further comprising:

a first liquid storage device (310) connected between the outlet (302) of the liquid to be cooled and the cold water inlet (203);

a first electronic pump (320) connected between the first reservoir (310) and the cold water inlet (203).

8. The fuel cell power system of claim 6, further comprising:

and the second electronic pump (750) is connected between the second liquid storage device (710) and the first heat exchanger (720) and used for circulating a cooling medium.

9. The fuel cell power system as defined in claim 8, wherein an outlet of the second electronic pump (750) communicates with an inlet of the first heat exchanger (720).

10. The fuel cell power system according to claim 6, wherein the heat exchanging means (70) further comprises a fourth heat exchanger (760), the fourth heat exchanger (760) being connected between the second heat exchanger (730) and the third heat exchanger (740), the fuel cell power system (10) further comprising:

a motor controller (410), the motor controller (410) being electrically connected to a signal input (400) of the motor (40), the fourth heat exchanger (760) being configured to exchange heat with the motor controller (410).

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