CN115743564A - Aircraft rotor with fuel cell stack power system - Google Patents
Aircraft rotor with fuel cell stack power system Download PDFInfo
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- CN115743564A CN115743564A CN202211637601.4A CN202211637601A CN115743564A CN 115743564 A CN115743564 A CN 115743564A CN 202211637601 A CN202211637601 A CN 202211637601A CN 115743564 A CN115743564 A CN 115743564A
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- fuel cell
- cell stack
- aircraft
- power system
- rotor
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- 239000000446 fuel Substances 0.000 title claims abstract description 123
- UFHFLCQGNIYNRP-UHFFFAOYSA-N Hydrogen Chemical compound [H][H] UFHFLCQGNIYNRP-UHFFFAOYSA-N 0.000 claims description 30
- 239000001257 hydrogen Substances 0.000 claims description 30
- 229910052739 hydrogen Inorganic materials 0.000 claims description 30
- 230000017525 heat dissipation Effects 0.000 abstract description 8
- 238000001816 cooling Methods 0.000 abstract description 6
- 239000002826 coolant Substances 0.000 abstract description 4
- 230000010354 integration Effects 0.000 abstract description 2
- HBBGRARXTFLTSG-UHFFFAOYSA-N Lithium ion Chemical compound [Li+] HBBGRARXTFLTSG-UHFFFAOYSA-N 0.000 description 6
- QVGXLLKOCUKJST-UHFFFAOYSA-N atomic oxygen Chemical compound [O] QVGXLLKOCUKJST-UHFFFAOYSA-N 0.000 description 6
- 229910001416 lithium ion Inorganic materials 0.000 description 6
- 239000012528 membrane Substances 0.000 description 6
- 239000001301 oxygen Substances 0.000 description 6
- 229910052760 oxygen Inorganic materials 0.000 description 6
- 101100438971 Caenorhabditis elegans mat-1 gene Proteins 0.000 description 5
- 238000006243 chemical reaction Methods 0.000 description 4
- XLYOFNOQVPJJNP-UHFFFAOYSA-N water Substances O XLYOFNOQVPJJNP-UHFFFAOYSA-N 0.000 description 3
- 239000003054 catalyst Substances 0.000 description 2
- 230000005611 electricity Effects 0.000 description 2
- 239000007789 gas Substances 0.000 description 2
- 150000002500 ions Chemical class 0.000 description 2
- 238000000034 method Methods 0.000 description 2
- 238000010248 power generation Methods 0.000 description 2
- 238000006479 redox reaction Methods 0.000 description 2
- OKTJSMMVPCPJKN-UHFFFAOYSA-N Carbon Chemical compound [C] OKTJSMMVPCPJKN-UHFFFAOYSA-N 0.000 description 1
- WHXSMMKQMYFTQS-UHFFFAOYSA-N Lithium Chemical compound [Li] WHXSMMKQMYFTQS-UHFFFAOYSA-N 0.000 description 1
- 230000009286 beneficial effect Effects 0.000 description 1
- 229910052799 carbon Inorganic materials 0.000 description 1
- 238000010586 diagram Methods 0.000 description 1
- 238000007599 discharging Methods 0.000 description 1
- 230000005684 electric field Effects 0.000 description 1
- 239000003792 electrolyte Substances 0.000 description 1
- 238000005265 energy consumption Methods 0.000 description 1
- 239000002737 fuel gas Substances 0.000 description 1
- 150000002431 hydrogen Chemical class 0.000 description 1
- 125000004435 hydrogen atom Chemical group [H]* 0.000 description 1
- 229910052744 lithium Inorganic materials 0.000 description 1
- -1 protons Substances 0.000 description 1
- 239000002918 waste heat Substances 0.000 description 1
Images
Classifications
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- Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
- Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
- Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
- Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
- Y02T90/40—Application of hydrogen technology to transportation, e.g. using fuel cells
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- Fuel Cell (AREA)
Abstract
The invention provides an aircraft rotor wing with a fuel cell stack power system, and relates to the technical field of aircrafts. This application is through the rotor device with the aircraft and the integration of fuel cell stack driving system, and the air flow and the pressure that the wind-force that utilizes unmanned aerial vehicle's screw to produce supplies with needs for the fuel cell stack have realized the simplification on aircraft overall structure. In addition, a cathode air inlet fan and an electric stack heat dissipation exhaust fan which are required in a conventional air cooling type fuel cell stack power system are eliminated, and high-speed incoming flow air generated by a propeller is directly used as cathode air inlet of the fuel cell stack to provide fuel for the fuel cell stack. Meanwhile, air is used as a cooling medium to forcibly exchange heat for the galvanic pile, so that the temperature of the galvanic pile is kept stable. Not only simplifies the whole structure, but also effectively reduces the power consumption and improves the whole energy utilization efficiency of the aircraft.
Description
Technical Field
The invention relates to the technical field of aircrafts, in particular to an aircraft rotor wing with a fuel cell stack power system.
Background
Rotorcraft refers to an aircraft that uses unpowered rotors to provide lift, and uses external propulsion devices to provide the thrust required for the aircraft to advance, such as propellers and jets. In the prior art, air-cooled fuel cell rotorcraft generate electricity through fuel cells. Generally, a fuel cell includes a cathode and an anode, and a permeable membrane is formed between the electrodes. Hydrogen enters the fuel cell from the anode and oxygen enters the fuel cell from the cathode. The hydrogen molecules at the anode are decomposed into two protons and two electrons by the action of the catalyst, wherein the protons are attracted to the other side of the membrane by the oxygen, and the electrons form current through an external circuit and then reach the cathode. Under the action of the cathode catalyst, protons, oxygen and electrons react to form water molecules. Therefore, the fuel cell system has the advantages of high energy density, low noise, zero emission and the like, and is applied to the field of aircrafts in recent years, so that the driving range of the aircrafts is greatly increased, and the zero emission of carbon in the operation process can be realized. However, in the prior art, the fuel cell power system and the rotor device are usually designed separately, and the overall aircraft has the disadvantages of heavy weight, complex structure and low energy utilization efficiency. In addition, since the air-cooled fuel cell rotorcraft usually arranges the fuel cell stack inside the sealed cabin, and the fuel cell stack needs to maintain a high cathode intake speed and a large air volume during normal operation and high-load operation, an intake fan dedicated to the stack needs to be provided to ensure the cathode intake air speed and the air volume. The additional fan device not only increases the overall volume and weight of the aircraft, but also reduces the utilization efficiency of the overall flight energy of the aircraft.
Disclosure of Invention
In order to overcome the above problems or at least partially solve the above problems, embodiments of the present invention provide an aircraft rotor with a fuel cell stack power system, in which a rotor device of an aircraft is integrated with the fuel cell stack power system, so that not only is the overall structure of the aircraft simplified, but also power consumption is effectively reduced, and the overall energy utilization efficiency of the aircraft is improved.
The embodiment of the invention is realized by the following steps:
the embodiment of the application provides an aircraft rotor with fuel cell stack driving system, and it includes rotor arm, fuel cell stack driving system, motor and screw, and the one end and the fuselage of above-mentioned rotor arm are connected, and the other end is connected with fuel cell stack driving system, and the output of above-mentioned fuel cell stack driving system is connected with the motor above it, and the output shaft and the above-mentioned screw of above-mentioned motor are connected.
In some embodiments of the present invention, the fuel cell stack power system includes a nacelle, a fuel cell stack disposed in the nacelle, and an inverter, one end of the inverter is connected to an output end of the fuel cell stack through an output cable, and the other end of the inverter is connected to the motor through an output cable; the inverter is configured to convert the direct current generated by the fuel cell stack into an alternating current and supply the alternating current to the motor.
In some embodiments of the present invention, a cross-shaped frame base is disposed on the top of the air guide sleeve, the motor is disposed above the cross-shaped frame base, a cathode air inlet is formed in a hollow portion of the cross-shaped frame base, a cathode exhaust port corresponding to the cathode air inlet is disposed on one side of the bottom of the air guide sleeve, and an anode hydrogen inlet and an anode exhaust port are disposed on the other side of the air guide sleeve.
In some embodiments of the present invention, the hydrogen generating device further comprises a hydrogen cylinder disposed on the body, wherein the hydrogen cylinder is provided with a hydrogen valve, and the hydrogen valve is connected to the anode hydrogen inlet through a pipeline.
In some embodiments of the invention, the fuel cell stack is closely attached to the side wall of the air guide sleeve and is fixed inside the air guide sleeve through bolts.
In some embodiments of the present invention, a temperature sensor for detecting a temperature of the fuel cell stack is further included.
Compared with the prior art, the embodiment of the invention has at least the following advantages or beneficial effects:
the embodiment of the application provides an aircraft rotor with fuel cell stack driving system, through the rotor device with the aircraft and the integration of fuel cell stack driving system, the wind-force that utilizes unmanned aerial vehicle's screw to produce is the air flow and the pressure that fuel cell stack supply needs, has realized the simplification on aircraft overall structure. On one hand, a cathode air inlet fan which is necessary in a conventional air cooling type fuel cell stack power system is eliminated, and high-speed incoming flow air generated by a propeller is directly used as cathode air inlet of the fuel cell stack to provide fuel for the fuel cell stack. Not only reduced the whole volume of aircraft and weight, reduced power consumption moreover effectively. On the other hand, the air is also used as a cooling medium to forcibly exchange heat with the electric pile so as to keep the temperature of the electric pile stable. Through the relative air flow that forms when normally flying unmanned aerial vehicle combines with pile heat dissipation demand, guarantees air cooling pile heat dissipation demand, reduces or eliminates supplementary exhaust fan's power consumption to further improve the generating efficiency of fuel cell pile and the duration of aircraft.
Drawings
In order to more clearly illustrate the technical solutions of the embodiments of the present invention, the drawings needed to be used in the embodiments will be briefly described below, it should be understood that the following drawings only illustrate some embodiments of the present invention and therefore should not be considered as limiting the scope, and for those skilled in the art, other related drawings can be obtained according to the drawings without inventive efforts.
FIG. 1 is a schematic structural view of an embodiment of a rotor of an aircraft having a fuel cell power system according to the present invention;
fig. 2 is a schematic structural diagram of a fuel cell power system in an embodiment of an aircraft rotor with a fuel cell power system according to the present invention.
An icon: 1. a rotor arm; 2. a fuel cell stack power system; 3. an electric motor; 4. a propeller; 5. a pod; 6. a fuel cell stack; 7. an inverter; 8. an output cable; 9. a cross-shaped bracket base; 10. a cathode air inlet; 11. a cathode exhaust port; 12. an anode hydrogen inlet; 13. an anode exhaust port.
Detailed Description
In order to make the objects, technical solutions and advantages of the embodiments of the present invention clearer, the technical solutions in the embodiments of the present invention will be clearly and completely described below with reference to the drawings in the embodiments of the present invention, and it is obvious that the described embodiments are some, but not all, embodiments of the present invention. The components of embodiments of the present invention generally described and illustrated in the figures herein may be arranged and designed in a wide variety of different configurations.
Thus, the following detailed description of the embodiments of the present invention, as presented in the figures, is not intended to limit the scope of the invention, as claimed, but is merely representative of selected embodiments of the invention. All other embodiments, which can be derived by a person skilled in the art from the embodiments given herein without making any creative effort, shall fall within the protection scope of the present invention.
Examples
Referring to fig. 1 and 2, an embodiment of the present invention provides an aircraft rotor with a fuel cell stack power system 2, which includes a rotor arm 1, a fuel cell stack power system 2, a motor 3, and a propeller 4, where one end of the rotor arm 1 is connected to a fuselage, the other end of the rotor arm is connected to the fuel cell stack power system 2, an output end of the fuel cell stack power system 2 is connected to the motor 3 above the fuel cell stack power system, and an output shaft of the motor 3 is connected to the propeller 4.
In the solution provided in this embodiment, the rotorcraft usually uses a lithium ion battery as an energy source. However, given the limited energy density of lithium ion batteries and the high power consumption of multi-rotor structures of aircraft, the limited, short flight time of the vehicle, the increasing number of rotary-wing aircraft in the prior art choose to generate electricity from fuel cells to provide power support for the aircraft. Compared with the traditional lithium ion battery, the fuel cell has the advantages of long service life, cleanness, no pollution and the like. First, fuel cells have high energy densities, for example, about 800-1000Wh/Kg, about 5-10 times greater than that of lithium ion batteries. Second, the fuel cell can be recharged (generated) by adding fuel and can be reused after charging, unlike a lithium ion battery that requires electrical charging. Compared with a lithium ion battery, the fuel cell does not need to undergo a capacity loss process of charging and discharging, so that the fuel cell has longer service life, can be used in a rotorcraft, can supply power to a driving device such as a motor and other auxiliary equipment, and improves the endurance time of the rotorcraft. Taking a Proton Exchange Membrane Fuel Cell (PEMFC) as an example, fuel gas enters from the anode side, hydrogen atoms lose electrons at the anode to become protons, the protons pass through the proton exchange membrane to reach the cathode, the electrons also reach the cathode via an external loop, and the protons, the electrons and oxygen at the cathode combine to generate water and generate direct current.
However, in the prior art, the fuel cell system is usually separately provided on the body as a power supply. For example, inside a closed cabin of an aircraft. Under the structure, because the air capacity in the closed engine room is limited, the electric pile is not easy to radiate heat, the reaction temperature in the pile is increased, the relative humidity of the cathode side is reduced, the water content in the proton exchange membrane is reduced, the internal resistance of the membrane is increased, the voltage of the electric pile is reduced, higher energy loss and reaction waste heat are caused, positive feedback is formed, and finally the output voltage of the electric pile is reduced to a safety threshold value, so that the shutdown of the system is caused. In addition, the heat dissipation of the stack requires additional power for assisting the fan, which also reduces the power generation efficiency of the fuel cell system.
In this embodiment, the fuel cell stack power system 2 is provided on a rotor of an aircraft. Specifically, the fuel cell stack power system 2 is located below the propeller 4, one end of the fuel cell stack power system is connected with the propeller 4 through a motor, and the other end of the fuel cell stack power system is connected with the body of the whole aircraft through the rotor arm 1. The fuel cell stack power system 2 is connected to a hydrogen source for supplying hydrogen, and receives air (oxygen) through a flow guide cover 5, and both generate an oxidation-reduction reaction in a fuel cell stack 6 to generate electric current. The electric energy generated by the fuel cell power system 2 then powers the electric motor 3, so that the electric motor 3 can drive the propeller 4, thereby lifting the entire aircraft. The present embodiment utilizes the wind force generated by the propeller 4 of the unmanned aerial vehicle to supply the fuel cell with the required air flow and pressure by integrating the rotor device of the aircraft with the power system of the fuel cell stack 6. Not only the simplification is realized on the overall structure of the aircraft, but also the overall flying efficiency of the aircraft is improved. Meanwhile, the fuel cell stack 6 originally arranged on the aircraft body part is dispersed on each rotor wing device, so that the aircraft body has more spaces for storing hydrogen and accommodating matching devices such as lithium batteries and the like, and the extension of the endurance time of the aircraft and the increase of the load carrying space are facilitated.
For example, when the fuel cell stack power system 2 is used in a multi-rotor aircraft to provide power for the aircraft, the fuel cell stack power system 2 may also be provided on the rotor arm 1 of the aircraft, and the specific number thereof may be designed according to actual situations. For example, the air volume required by the aircraft for takeoff and the air volume which can be provided by the propeller 4 of the aircraft through rotation thereof in the takeoff phase or normal operation phase of the aircraft can be calculated by the control unit provided in the fuselage according to the wind head pressure and the air flow required by the aircraft for takeoff and the wind head pressure and the air flow which can be generated by the propeller 4 of the aircraft through rotation thereof. When the windward pressure and the gas flow required for takeoff of the aircraft are greater than the windward pressure and the gas flow which can be provided by the propellers 4, the number of the propellers 4 arranged on the aircraft is increased (for example, the four-arm propellers 4 can be changed into six-arm propellers 4 or eight-arm propellers 4), and one fuel cell stack 6 is arranged below each propeller 4, so that the corresponding takeoff or flight requirements are met. Further, it is also possible to split the fuel cell stack power system 2 into an even number of sub-fuel cell units and arrange them under one or more sets of symmetrical (centro-symmetrical or axisymmetric) propellers 4 of the aircraft, better maintaining the balance of the aircraft and being able to provide sufficient power.
In some embodiments of the present invention, the fuel cell stack power system 2 includes a nacelle 5, a fuel cell stack 6 disposed in the nacelle 5, and an inverter 7, one end of the inverter 7 is connected to an output end of the fuel cell stack 6 through an output cable 8, and the other end of the inverter 7 is connected to the motor 3 through an output cable 8; the inverter 7 is configured to convert the direct current generated by the fuel cell stack 6 into an alternating current and supply the alternating current to the motor 3.
In the technical solution provided in this embodiment, the whole fuel cell stack power system 2 is fixedly formed by the nacelle 5, and the nacelle 5 and the rotor arm 1 of the aircraft may be integrally formed. Hydrogen and air as fuel undergo oxidation-reduction reaction in the fuel cell stack 6 to generate direct current. The generated direct current is transmitted to an inverter 7 outside the air guide sleeve 5 through an output cable 8, the direct current is converted into alternating current through the inverter 7, and the motor 3 is powered through the output cable 8, so that the propeller 4 is driven by the motor 3 to provide power for the aircraft.
As shown in fig. 2, in some embodiments of the present invention, a cross-shaped frame base 9 is disposed on the top of the pod 5, the motor 3 is disposed above the cross-shaped frame base 9, a cathode air inlet 10 is formed in a hollow portion of the cross-shaped frame base 9, a cathode exhaust port 11 corresponding to the cathode air inlet 10 is disposed on one side of the bottom of the pod 5, and an anode hydrogen inlet 12 and an anode exhaust port 13 are disposed on the other side of the pod 5. Further, the fuel cell stack 6 is closely attached to the side wall of the pod 5 and fixed inside the pod 5 by bolts.
In the technical solution provided by this embodiment, a cross-shaped support base 9 is disposed on the top of the air guide sleeve 5, and a cathode air inlet 10 is formed by a hollow part of the cross-shaped support base 9, so that high-speed incoming air generated by the propeller 4 of the aircraft can be directly used as cathode air of the fuel cell stack 6. The cathode air inlet fan which is necessary in the power system of the conventional air cooling type fuel cell stack 6 is eliminated, and the volume of the whole power system is reduced. For example, the hydrogen required by the fuel cell stack 6 may be supplied from a hydrogen cylinder provided on the body. The hydrogen cylinder is provided with a hydrogen valve which is connected with an anode hydrogen inlet 12 through a pipeline. Thus, hydrogen enters the fuel cell stack 6 via the anode hydrogen inlet 12 for reaction. Meanwhile, the speed and the pressure of the external air are increased after the external air passes through the propeller 4, and the pressurized air enters the fuel cell stack 6 from the cathode air inlet 10 through the cross-shaped support base 9, so that the air inlet speed and the air volume of the cathode are ensured, and the normal operation of the fuel cell stack 6 is promoted. After the hydrogen and air enter the fuel cell stack 6, the hydrogen gas emits electrons at the anode, which are conducted to the cathode through an external circuit and combined with oxygen in the air to form ions. Under the action of the electric field, ions migrate to the anode through the electrolyte and react with hydrogen to form a loop, so that current is generated. The generated direct current is transmitted to an inverter 7 outside the air guide sleeve 5 through an output cable 8, the direct current is converted into alternating current through the inverter 7, and the motor 3 is powered through the output cable 8, so that the propeller 4 is driven by the motor 3 to provide power for the aircraft.
In the above embodiment, the high-speed incoming air generated by the propeller 4 during normal flight of the aircraft is used as the cathode intake air of the fuel cell stack 6, so as to provide the fuel required by the reaction for the fuel cell stack 6, and simultaneously combine with the heat dissipation requirement of the fuel cell stack 6. The use of pressurized air as a cooling medium enables the fuel cell stack 6 to operate reliably within the allowable temperature range to ensure the heat dissipation requirements of the fuel cell stack 6. Furthermore, the energy consumption of the auxiliary fan is further eliminated, the structure of the aircraft is simplified, and the power generation efficiency of the fuel cell stack 6 and the cruising ability of the aircraft are improved.
In some embodiments of the present invention, a temperature sensor is further included, and the temperature sensor is configured to detect the temperature of the fuel cell stack 6.
In the solution provided in this embodiment, the temperature sensor is connected to a control unit in the fuselage of the aircraft. Thus, the control unit can control the rotation speed of the motor 3 accordingly by the temperature of the fuel cell stack 6 detected in real time by the temperature sensor to ensure that the fuel cell stack 6 operates within a safe range.
In summary, the embodiments of the present invention provide an aircraft rotor with a fuel cell stack power system 2, which integrates a rotor device of the aircraft with a fuel cell stack 6 power system, and uses wind power generated by a propeller 4 of an unmanned aerial vehicle to supply the fuel cell stack 6 with required air flow and pressure, thereby simplifying the overall structure of the aircraft. On one hand, a cathode intake fan which is necessary in a conventional air cooling type fuel cell stack 6 power system is removed, and high-speed incoming flow air generated by the propeller 4 is directly used as cathode intake air of the fuel cell stack 6 to supply fuel for the fuel cell stack 6. Not only reduced the whole volume of aircraft and weight, reduced power consumption moreover effectively. On the other hand, the air is also used as a cooling medium to forcibly exchange heat with the electric pile so as to keep the temperature of the electric pile stable. Through the relative air flow that forms when normally flying unmanned aerial vehicle combines with pile heat dissipation demand, guarantees air cooling pile heat dissipation demand, reduces or eliminates supplementary exhaust fan's power consumption to further improve the generating efficiency of fuel cell pile 6 and the duration of the aircraft.
It will be evident to those skilled in the art that the present application is not limited to the details of the foregoing illustrative embodiments, and that the present application may be embodied in other specific forms without departing from the spirit or essential attributes thereof. The present embodiments are therefore to be considered in all respects as illustrative and not restrictive, the scope of the application being indicated by the appended claims rather than by the foregoing description, and all changes which come within the meaning and range of equivalency of the claims are therefore intended to be embraced therein. Any reference sign in a claim should not be construed as limiting the claim concerned.
Claims (6)
1. The utility model provides an aircraft rotor with fuel cell stack driving system which characterized in that, includes rotor arm, fuel cell stack driving system, motor and screw, the one end and the fuselage of rotor arm are connected, the other end and the fuel cell stack driving system of rotor arm are connected, fuel cell stack driving system's output is connected with the motor of its top, the output shaft of motor with the screw is connected.
2. The aircraft rotor with the fuel cell stack power system as claimed in claim 1, wherein the fuel cell stack power system comprises a pod, a fuel cell stack arranged in the pod and an inverter, one end of the inverter is connected with the output end of the fuel cell stack through an output cable, and the other end of the inverter is connected with the motor through an output cable; the inverter is used for converting the direct current generated by the fuel cell stack into alternating current to be provided for the motor.
3. The aircraft rotor wing with the fuel cell stack power system according to claim 2, wherein a cross-shaped bracket base is arranged at the top of the air guide sleeve, the motor is arranged above the cross-shaped bracket base, a hollow part of the cross-shaped bracket base forms a cathode air inlet, a cathode exhaust port corresponding to the cathode air inlet is arranged on one side of the bottom of the air guide sleeve, and an anode hydrogen inlet and an anode exhaust port are arranged on the other side of the air guide sleeve.
4. The aircraft rotor with the fuel cell stack power system as claimed in claim 3, further comprising a hydrogen cylinder disposed on the fuselage, wherein the hydrogen cylinder is provided with a hydrogen valve, and the hydrogen valve is connected with the anode hydrogen inlet through a pipeline.
5. The aircraft rotor with a fuel cell stack power system of claim 2, wherein the fuel cell stack is closely attached to the pod side wall and is secured to the pod interior by bolts.
6. The aircraft rotor with a fuel cell stack power system of claim 2, further comprising a temperature sensor for sensing a temperature of the fuel cell stack.
Priority Applications (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211637601.4A CN115743564A (en) | 2022-12-17 | 2022-12-17 | Aircraft rotor with fuel cell stack power system |
Applications Claiming Priority (1)
| Application Number | Priority Date | Filing Date | Title |
|---|---|---|---|
| CN202211637601.4A CN115743564A (en) | 2022-12-17 | 2022-12-17 | Aircraft rotor with fuel cell stack power system |
Publications (1)
| Publication Number | Publication Date |
|---|---|
| CN115743564A true CN115743564A (en) | 2023-03-07 |
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Family Applications (1)
| Application Number | Title | Priority Date | Filing Date |
|---|---|---|---|
| CN202211637601.4A Pending CN115743564A (en) | 2022-12-17 | 2022-12-17 | Aircraft rotor with fuel cell stack power system |
Country Status (1)
| Country | Link |
|---|---|
| CN (1) | CN115743564A (en) |
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2022
- 2022-12-17 CN CN202211637601.4A patent/CN115743564A/en active Pending
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