CN117712414A

CN117712414A - Fuel cell system, rotary propulsion carrier and processor implementation method

Info

Publication number: CN117712414A
Application number: CN202310944960.2A
Authority: CN
Inventors: 林丞泽
Original assignee: Hyundai Mobis Co Ltd
Current assignee: Hyundai Mobis Co Ltd
Priority date: 2022-09-15
Filing date: 2023-07-28
Publication date: 2024-03-15
Also published as: KR20240043587A

Abstract

The present disclosure relates to a fuel cell system, a rotary thrust carrier and a processor-implemented method, the fuel cell system comprising: an air supply line configured to supply inflow air to the fuel cell stack; and a wake air supply line connected with the air supply line and configured to supply wake air generated by rotation of a rotor associated with the fuel cell system to the air supply line.

Description

Fuel cell system, rotary propulsion carrier and processor implementation method

Technical Field

The present disclosure relates to a fuel cell system, and more particularly, to a fuel cell system capable of improving energy efficiency while ensuring smooth supply of air to a fuel cell stack.

Background

A fuel cell system refers to a system that continuously generates electric power through chemical reaction of a continuously supplied fuel. As an alternative to being able to solve the global environmental problem, research and development have been conducted on fuel cell systems.

In general, a fuel cell system may include: a fuel cell stack configured to generate electricity through a redox reaction between hydrogen and oxygen; a fuel supply device configured to supply fuel (hydrogen) to the fuel cell stack; an air supply device configured to supply air (oxygen) as an oxidant required for an electrochemical reaction to the fuel cell stack; and a Thermal Management System (TMS) configured to discharge reaction heat generated from the fuel cell stack to the outside of the system and control the temperature of the fuel cell stack.

The air supply device includes an air compressor configured to supply compressed air to the fuel cell stack. The air compressor may be configured to compress and supply air by using centrifugal force generated by rotation of an impeller (rotor).

Recently, various attempts have been made to apply fuel cell systems to airborne vehicles (e.g., helicopters) and automobiles.

Meanwhile, in order to improve the efficiency of the fuel cell system, it is necessary to minimize the power consumption of an air supply device (air compressor) that supplies air to the fuel cell stack.

In the related art, since the oxygen concentration decreases with an increase in the flying height of the airborne vehicle, it is inevitable to operate the air compressor at a high output (rotate the impeller of the air compressor at a high speed) to supply sufficient air (oxygen) to the fuel cell stack. However, there is a problem in that as the output of the air compressor increases, the power consumption of the air compressor increases, which results in deterioration of energy efficiency and system efficiency.

Accordingly, various researches have been recently conducted to supply sufficient air to the fuel cell stack, reduce power consumption, and improve energy efficiency, but the research results are still insufficient. Therefore, there is a need to develop a technique to supply sufficient air to the fuel cell stack, reduce power consumption, and improve energy efficiency.

Disclosure of Invention

In a general aspect, there is provided a fuel cell system including: an air supply line configured to supply inflow air to the fuel cell stack; and a wake air supply line connected with the air supply line and configured to supply wake air generated by rotation of a rotor associated with the fuel cell system to the air supply line.

The fuel cell system may include: an air compressor disposed in the air supply line and configured to compress air; and a cooler provided in the air supply line on a downstream side of the air compressor, the cooler configured to cool air.

The wake air supply line may include: an inflow line configured to receive the wake air; a first supply line having a first end connected to the inflow line and a second end connected to the air supply line on an upstream side of the cooler; and a second supply line having a third end connected to the inflow line and a fourth end connected to the air supply line at a downstream side of the cooler.

The fuel cell system may include: a humidifier provided in the first supply line on a downstream side of the cooler, the humidifier configured to humidify the inflow air, the second supply line provided between the cooler and the humidifier, and the second supply line connected with the air supply line.

The fuel cell system may include: a switching valve is disposed in the wake air supply line, the switching valve configured to selectively switch a flow path of the wake air to one of the first supply line and the second supply line.

The switching valve may be configured to selectively switch the flow path of the wake air to one of the first supply line and the second supply line according to a wake air temperature.

The switching valve may be configured to switch the flow path of the wake air to the first supply line when the wake air temperature is higher than a cooling fluid temperature of a cooling fluid passing through the cooler, and the switching valve may be configured to switch the flow path of the wake air to the second supply line when the wake air temperature is lower than the cooling fluid temperature.

The fuel cell system may include: a first flow regulating valve configured to connect the first supply line and the air supply line, and further configured to selectively regulate a flow rate of one of the inflow air and the wake air to be supplied to the fuel cell stack; and a second flow regulating valve configured to connect the second supply line and the air supply line, and further configured to selectively regulate a flow rate of the inflow air or the wake air to be supplied to the fuel cell stack.

The fuel cell system may include: a filtering member is disposed in the wake air supply line and configured to filter the wake air.

The rotor may be arranged to generate one or more of lift and propulsion of an object associated with the rotor.

In a general aspect, there is provided herein a rotary thrust carrier comprising a fuel cell system comprising: a wake air supply line configured to receive wake air from a rotor of the rotary thrust carrier; a switching valve configured to switch an output of the wake air supply line between a first supply line and a second supply line; a cooler configured to cool incoming air using the wake air from the first supply line; and a fuel cell stack configured to receive the inflow air from one of the cooler and the second supply line.

The switching valve may be configured to output the wake air to the first supply line when the wake air temperature is higher than a cooling fluid temperature of a cooling fluid of the chiller.

The switching valve may be configured to output the wake air to the second supply line when the wake air temperature is lower than the cooling fluid temperature.

The rotary pushing vehicle may include: a first flow regulating valve connecting the first supply line and the air supply line and configured to selectively regulate a first flow rate of one of the inflow air and the wake air to be supplied to the fuel cell stack; and a second flow regulating valve connecting the second supply line and the air supply line and further configured to selectively regulate a second flow rate of the inflow air or the wake air to be supplied to the fuel cell stack.

The cooler may supply the inflow air to the second supply line when the inflow air is received from the first supply line.

In a general aspect, there is provided herein a processor-implemented method comprising the steps of: switching, by the processor, a switching valve between a first supply line and a second supply line, the first supply line supplying wake air received from a rotor to a cooler configured to cool inflow air from the first supply line, and the second supply line supplying the wake air to a fuel cell stack configured to receive the inflow air from one of the cooler and the second supply line.

The method may comprise the steps of: adjusting a first flow adjustment valve that connects the first supply line and a wake air supply line and is configured to selectively adjust a first flow of one of the inflow air and the wake air to be supplied to the fuel cell stack, and a second flow adjustment valve that connects the second supply line and the wake air supply line and is also configured to selectively adjust a second flow of the inflow air or the wake air to be supplied to the fuel cell stack.

Other features and aspects will be apparent from the following detailed description, the accompanying drawings, and the claims.

Drawings

Fig. 1 is a view for explaining an object to which a fuel cell system according to a first embodiment of the present disclosure is applied.

Fig. 2 is a view for explaining a fuel cell system according to a first embodiment of the present disclosure.

Fig. 3 to 5 are views for explaining the flow paths of wake air in the fuel cell system according to the first embodiment of the present disclosure.

Fig. 6 is a view conceptually showing a flying vehicle to which a power generation device for a flying vehicle according to a second embodiment of the present disclosure can be applied and a power generation device for a flying vehicle.

Fig. 7 is a perspective view showing an example of a power generation device for a flying vehicle according to a second embodiment of the present disclosure.

Fig. 8 is a perspective view illustrating an inflow pipe according to a second embodiment of the present disclosure.

Fig. 9 is a cross-sectional view of fig. 8.

Fig. 10 is a view conceptually showing an operation of the flying vehicle power generating system in the high output mode according to the second embodiment of the present disclosure.

Fig. 11 is a view conceptually showing an operation of the flying vehicle power generating system in the low output mode according to the second embodiment of the present disclosure.

Throughout the drawings and detailed description, the same or similar reference numerals will be understood to refer to the same or similar elements, features and structures unless otherwise described or provided. The figures may not be to scale and the relative sizes, proportions and depictions of elements in the figures may be exaggerated for clarity, illustration and convenience.

Detailed Description

The following detailed description is provided to assist the reader in a comprehensive understanding of the methods, apparatus, and/or systems described herein. However, various changes, modifications, and equivalents of the methods, apparatuses, and/or systems described herein will be apparent after an understanding of the present disclosure. For example, the order of operations described herein is merely an example and is not limited to those set forth herein, but may be altered as will be apparent after an understanding of the disclosure of the present application, except that the operations must occur in a specific order.

The features described herein may be embodied in different forms and should not be construed as limited to the examples described herein. Rather, the examples described herein are merely illustrative of some of the many possible ways to implement the methods, devices, and/or systems described herein that will be apparent upon an understanding of the present disclosure.

The advantages and features of the present disclosure and methods of accomplishing the same may become apparent with reference to the following detailed description of embodiments taken in conjunction with the accompanying drawings. However, the present disclosure is not limited to the embodiments disclosed herein, but is to be implemented in various forms. The embodiments of the present disclosure are provided for complete disclosure and the scope of the present disclosure may be fully understood by one of ordinary skill in the art. The present disclosure is to be limited only by the scope of the appended claims. Meanwhile, the terms used in the present specification are used for explaining the embodiments, not for limiting the present disclosure.

Terms such as first, second, A, B, (a), (b), and the like may be used herein to describe components. Each of these terms is not intended to define the essence, sequence, or order of the corresponding component, but is merely used to distinguish the corresponding component from other components. For example, a first component may be referred to as a second component, and similarly, a second component may also be referred to as a first component.

Throughout the specification, when an element is described as being "connected" or "coupled" to another element, it may be directly "connected" or "coupled" to the other element, or there may be one or more other elements interposed therebetween. In contrast, when an element is referred to as being "directly connected to" or "directly coupled to" another element, there may be no intervening other elements present therebetween.

In the description of the embodiments, in the case where any one element is described as being formed over or under another element, such description includes a case where two elements are formed in direct contact with each other and a case where two elements are in indirect contact with one or more other elements interposed between the two elements. In addition, when an element is described as being formed on or under another element, such description may include a case where the element is formed on an upper side or a lower side with respect to the other element.

The singular forms "a", "an" and "the" are intended to include the plural forms as well, unless the context clearly indicates otherwise. It will be further understood that the terms "comprises" and/or "comprising," when used herein, specify the presence of stated features, integers, steps, operations, elements, and/or components, but do not preclude the presence or addition of one or more other features, integers, steps, operations, elements, components, and/or groups thereof.

Referring to fig. 1 to 5, a fuel cell system 10 according to a first embodiment of the present disclosure includes an air supply line 110 and a wake air supply line 210, the air supply line 110 configured to supply air (e.g., fuel air) to a fuel cell stack 100, the wake air supply line 210 connected to the air supply line 110 and configured to supply wake air generated by rotation of a rotor 22 disposed on a subject 20 to the air supply line 110.

For reference, the fuel cell system 10 according to the first embodiment of the present disclosure may be applied to various air motor vehicles (objects) according to required conditions and design specifications. The present disclosure is not limited by the type and nature of the object 20 to which the fuel cell system 10 is applied.

Hereinafter, an example will be described in which the fuel cell system 10 according to the present disclosure is applied to a helicopter having a rotor 22 provided at an upper portion of a fuselage and configured to generate lift force or propulsion force.

For reference, the fuel cell stack 100 refers to a power generation device that generates electric power through chemical reaction of fuel (e.g., hydrogen). The fuel cell stack may be disposed in the subject 20 (e.g., in the fuselage of a helicopter).

For example, the fuel cell stack 100 may be configured by stacking several tens or hundreds of fuel cells (unit cells) in series.

The fuel cell may have various structures capable of generating electricity through a redox reaction between a fuel (e.g., hydrogen) and an oxidant (e.g., air).

For example, the fuel cell may include: a Membrane Electrode Assembly (MEA) (not shown) having catalyst electrode layers in which electrochemical reactions occur and which are attached to two opposite sides of an electrolyte membrane through which hydrogen ions move; a Gas Diffusion Layer (GDL) (not shown) configured to uniformly distribute reactant gases and transfer generated electric energy; a gasket (not shown) and a fastener (not shown) configured to maintain leak-proof tightness of the reactant gases and the coolant and to maintain an appropriate fastening pressure; and a separator (bipolar plate) (not shown) configured to move the reactant gases and the coolant.

More specifically, in the fuel cell, hydrogen as a fuel and air (oxygen) as an oxidant are supplied to the anode and the cathode of the membrane electrode assembly through flow paths in the separator, respectively, so that hydrogen is supplied to the anode and air is supplied to the cathode.

Hydrogen supplied to the anode is decomposed into hydrogen ions (protons) and electrons by catalysts provided in electrode layers on two opposite sides of the electrolyte membrane. Only hydrogen ions are selectively transported to the cathode through the electrolyte membrane as a cation exchange membrane, while electrons are transported to the cathode through the gas diffusion layer and the separator as conductors.

At the cathode, the hydrogen ions supplied through the electrolyte membrane and the electrons transferred through the separator are contacted with oxygen in the air supplied to the cathode through the air supply device, thereby generating a reaction to generate water. Due to the movement of the hydrogen ions, electrons flow through the external wire, and an electric current is generated due to the flow of electrons.

An air supply line 110 is connected to the fuel cell stack 100 to supply air to the fuel cell stack 100.

The air supply line 110 may have various structures capable of supplying air to the fuel cell stack 100. The present disclosure is not limited by the structure and shape of the air supply line 110.

According to a first exemplary embodiment of the present disclosure, the fuel cell system 10 may include an air compressor 130 and a cooler 140, the air compressor 130 being disposed in the air supply line 110 and configured to compress air, the cooler 140 being located at a downstream side of the air compressor 130, being disposed in the air supply line 110 and configured to cool air.

A typical compressor capable of compressing and supplying air to be supplied to the fuel cell stack 100 may be used as the air compressor 130. The present disclosure is not limited by the type and configuration of the air compressor 130.

The air compressor 130 may compress air such that the air has sufficient pressure to allow the air to pass through the internal flow path of the fuel cell stack 100. The degree to which the air is compressed may vary differently depending on the operating conditions of the fuel cell stack 100.

Further, various types of accessories (not shown) may be provided in the air supply line 110, such as an air filter 120 for filtering out impurities such as dust contained in the air to be introduced into the fuel cell stack 100 along the air supply line 110. The present disclosure is not limited by the type and configuration of the accessory devices disposed in the air supply line 110. For example, the air filter 120 may be disposed in the air supply line 110 on the upstream side of the air compressor 130.

A cooler 140 is provided in the air supply line 110 on the downstream side of the air compressor 130. The cooler 140 cools the air (air supplied to the fuel cell stack 100) that has passed through the air compressor 130.

That is, air is supplied to the fuel cell stack 100 in a state compressed by the air compressor 130 so that the air may have a sufficient pressure so that the air can pass through the internal flow path of the fuel cell stack 100. The process of compressing the air generates heat, and when the temperature of the air to be supplied to the fuel cell stack 100 increases to a certain level or more, the fuel cell stack 100 may overheat, which may cause degradation of the performance of the fuel cell stack 100. Therefore, the air compressed by the air compressor 130 may be cooled by the cooler 140 before the air is supplied to the fuel cell stack 100.

A typical air cooler 140 capable of cooling air by using a cooling fluid (e.g., coolant) may be used as the cooler 140. The present disclosure is not limited by the type and configuration of the cooler 140. For example, a typical air-cooled or water-cooled cooler 140 may be used as the cooler 140.

According to a first exemplary embodiment of the present disclosure, the fuel cell system 10 may include a humidifier 150, the humidifier 150 being configured to humidify air to be supplied to the fuel cell stack 100.

More specifically, the humidifier 150 is provided in the air supply line 110 to be positioned at the downstream side of the cooler 140, and humidifies the air that has passed through the cooler 140 (or the wake air supplied along the wake air supply line 210).

For example, the humidifier 150 may be configured to humidify air to be supplied to the fuel cell stack 100 by using humid air discharged from the fuel cell stack 100.

In this case, humidification of the air is defined as a process of increasing the humidity of the air.

The humidifier 150 may have various structures capable of humidifying the inflow gas by using the humid air discharged from the fuel cell stack 100. The present disclosure is not limited by the type and configuration of humidifier 150.

For example, the humidifier 150 may include: an inflow gas supply port (not shown) through which inflow gas (air) is introduced (supplied); an inflow gas discharge port (not shown) through which the (humidified) inflow gas that has passed through the inside of the humidifier 150 is discharged; a humid air supply port (not shown) through which humid air discharged from the fuel cell stack 100 is supplied; and a humid air discharge port (not shown) through which humid air humidifying the inflow gas is discharged to the outside.

The inflow gas (air) supplied to the inflow gas supply port of the humidifier 150 through the air compressor 130 and the air cooler 140 may be humidified by the humid air while passing through a humidifying membrane (e.g., a hollow fiber membrane) (not shown) provided in the form of a tube and provided in the humidifier 150. The humidified inflow gas may then be supplied to the fuel cell stack 100 through the air supply line 110 via the inflow gas discharge port.

Further, the humid air (or generated water) discharged from the fuel cell stack 100 may be supplied to the humid air supply port, humidify the inflow gas in the humidifier 150, and then be discharged to the outside of the humidifier 150 through the humid air discharge port.

Further, a gas discharge line (not shown) may be connected to the humidifier 150, and air (air and condensed water) and hydrogen (hydrogen and condensed water) that have passed through the humidifier 150 may be discharged to the outside through the gas discharge line (not shown). A gas pressure control (APC) (not shown) may be provided in the gas exhaust line and create a back pressure in the fuel cell stack 100. A muffler (not shown) may be provided in the gas discharge line and reduce exhaust noise caused by exhaust gas (air and hydrogen).

The wake air supply line 210 is connected to the air supply line 110 to supply wake air generated by rotation of the rotor 22 disposed on the object 20 to the air supply line 110.

For reference, in the first embodiment of the present disclosure, wake air generated by the rotation of the rotor 22 is defined as an air flow forcibly generated at the rear side (downstream side) of the rotor 22 when the rotor 22 rotates to generate the lift or propulsive force of the object 20.

The wake air supply line 210 may have various structures capable of supplying wake air generated by the rotation of the rotor 22 to the air supply line 110. The present disclosure is not limited by the structure of the wake air supply line 210.

According to a first exemplary embodiment of the present disclosure, the wake air supply line 210 may include: an inflow line 212 disposed adjacent to the rotor 22 and configured to introduce wake air; a first supply line 214 having one end connected to the inflow line 212 and the other end connected to the air supply line 110 at an upstream side of the cooler 140; and a second supply line 216 having one end connected to the inflow line 212 and the other end connected to the air supply line 110 at a downstream side of the cooler 140.

The inflow line 212 may have various structures into which wake air may be introduced. The present disclosure is not limited or restricted by the structure and location of the inflow line 212.

For example, the inflow line 212 may have a straight shape, one end (inlet end) of which is exposed to an upper portion of the body of the subject 20 with which the wake air collides. Alternatively, the inflow line may have a curved shape or other shape.

A first supply line 214 is provided to supply the wake air introduced into the inflow line 212 to the air supply line 110 at the upstream side of the cooler 140.

The first supply line 214 may have various structures capable of connecting the inflow line 212 and the air supply line 110. The present disclosure is not limited by the structure of the first supply line 214.

For example, the first supply line 214 may have an approximately "L" -shaped form. One end of the first supply line 214 may be connected to the inflow line 212, and the other end of the first supply line 214 may be disposed between the air compressor 130 and the cooler 140 and connected to the air supply line 110. According to another embodiment of the present disclosure, the first supply line may have a straight shape, a curved shape, or other shapes. Alternatively, the other end of the first supply line may be provided between the air filter and the air compressor and connected to the air supply line.

A second supply line 216 is provided to supply the wake air introduced into the inflow line 212 to the air supply line 110 at the downstream side of the cooler 140.

The second supply line 216 may have various structures capable of connecting the inflow line 212 and the air supply line 110. The present disclosure is not limited by the structure of the second supply line 216.

For example, the second supply line 216 may have an approximately "L" -shaped form. One end of the second supply line 216 may be connected to the inflow line 212, and the other end of the second supply line 216 may be disposed between the cooler 140 and the humidifier 150 and connected to the air supply line 110. According to another embodiment of the present disclosure, the second supply line may have a straight shape, a curved shape, or other shapes. Alternatively, the other end of the second supply line may be provided between the humidifier and the fuel cell stack and connected to the air supply line.

Referring to fig. 2-4, according to a first exemplary embodiment of the present disclosure, the fuel cell system 10 may include a switching valve 310, the switching valve 310 being disposed in the wake air supply line 210 and configured to selectively switch a flow path of the wake air to the first supply line 214 or the second supply line 216.

A switching valve 310 is provided in the wake air supply line 210 to selectively switch the flow path of the wake air to the first supply line 214 or the second supply line 216.

Various valve devices capable of selectively switching the flow path of the wake air to the first supply line 214 or the second supply line 216 may be used as the switching valve 310. The present disclosure is not limited by the type and structure of the switching valve 310.

For example, a typical three-way valve may be used as the switching valve 310. More specifically, the switching valve 310 may include a first port (not shown) connected to the inflow line 212, a second port (not shown) connected to the first supply line 214, and a third port (not shown) connected to the second supply line 216.

The flow path of the wake air may be selectively switched to the first supply line 214 or the second supply line 216 by opening or closing the second port and the third port of the switching valve 310. That is, when the second port is open and the third port is closed, wake air passing through the switching valve 310 may be supplied to the air supply line 110 via the first supply line 214. Conversely, when the third port is open and the second port is closed, wake air passing through the switching valve 310 may be supplied to the air supply line 110 via the second supply line 216.

The switching time point of the wake air generated by the switching valve 310 (the time point when the flow path of the wake air is switched to the first supply line 214 or the second supply line 216) may be variously changed according to the desired conditions and design specifications. The present disclosure is not limited by the switching time point of the wake air generated by the switching valve 310.

According to a first exemplary embodiment of the present disclosure, the switching valve 310 may selectively switch the flow path of the wake air to the first supply line 214 or the second supply line 216 based on the temperature of the wake air.

For example, the switching valve 310 may selectively switch the flow path of the wake air to the first supply line 214 or the second supply line 216 based on the temperature of the wake air relative to the temperature of the cooling fluid passing through the cooler 140.

According to a first exemplary embodiment of the present disclosure, as shown in fig. 3, when the temperature of the wake air is higher than the temperature of the cooling fluid passing through the cooler 140, the switching valve 310 may switch the flow path of the wake air to the first supply line 214. As shown in fig. 4, when the temperature of the wake air is lower than the temperature of the cooling fluid, the switching valve 310 may switch the flow path of the wake air to the second supply line 216.

As described above, in the first embodiment of the present disclosure, the flow path of the wake air is selectively switched to the first supply line 214 or the second supply line 216 based on the temperature of the wake air. When it is not necessary to cool the wake air by the cooler 140, the wake air is introduced into the air supply line 110 through the second supply line 216 at the downstream side of the cooler 140. Accordingly, an advantageous effect of preventing the pressure of the wake air from being reduced due to the pressure difference of the cooler 140 can be obtained.

Meanwhile, in the first embodiment of the present disclosure shown and described above, an example of switching the flow path of the wake air based on the temperature of the cooling fluid passing through the cooler 140 has been described. However, according to another embodiment of the present disclosure, the flow path of the wake air may be switched based on the temperature of the air that has passed through the cooler.

According to a first exemplary embodiment of the present disclosure, the fuel cell system 10 may include: a first flow regulating valve 320 configured to connect the first supply line 214 and the air supply line 110 and selectively regulate a flow rate of air or wake air to be supplied to the fuel cell stack 100; and a second flow regulating valve 330 configured to connect the second supply line 216 and the air supply line 110 and selectively regulate the flow of air or wake air to be supplied to the fuel cell stack 100.

The first flow rate adjustment valve 320 and the second flow rate adjustment valve 330 are provided to adjust the flow rate of air or wake air to be supplied to the fuel cell stack 100 based on the operating condition (e.g., low output operation or high output operation) of the fuel cell stack 100.

Various valve devices capable of adjusting the flow rate of air or wake air moving along the first supply line 214 and the air supply line 110 may be used as the first flow rate adjusting valve 320. The present disclosure is not limited by the type and configuration of the first flow regulating valve 320.

For example, a typical three-way valve may be used as the first flow regulating valve 320. More specifically, the first flow rate adjustment valve 320 may include: a 1 st-1 st port (not shown) connected to the first supply line 214 and configured to introduce wake air; a 1 st-2 nd port (not shown) connected to the air supply line 110 such that air having passed through the air compressor 130 is introduced; and 1 st-3 rd ports connected to the air supply line 110 such that air or wake air passing through the first flow regulating valve 320 is supplied to the fuel cell stack 100.

The flow rate of the air or wake air introduced into the fuel cell stack 100 may be controlled by adjusting the opening degree (valve opening degree) of each port (1 st-1 st port, 1 st-2 nd port, and 1 st-3 rd port) of the first flow rate adjustment valve 320.

For example, as shown in fig. 3, during a low output operation of the fuel cell stack 100, the 1 st-2 st port of the first flow rate adjustment valve 320 may be closed, and the 1 st-1 st port and the 1 st-3 rd port may be opened, so that only wake air is supplied in a state where the supply of air to the fuel cell stack 100 is shut off (the operation of the air compressor 130 is stopped). In contrast, during high output operation of the fuel cell stack 100, all ports (1 st-1 st, 1 st-2 nd and 1 st-3 rd ports) of the first flow rate adjustment valve 320 may be maximally opened so that the air introduced into the air supply line 110 and the wake air introduced into the wake air supply line 210 may be supplied to the fuel cell stack 100.

For example, in the case of using the wake (10 m/s to 15 m/s) of a helicopter and the wake air supply line 210 has a diameter of 50mm, pressure replenishment of 86kg/h to 130kg/h and 12kPa to 28kPa can be performed through the wake air supply line 210.

For reference, the air compressor 130 only needs to be operated to satisfy the target air flow rate (air flow rate+wake air flow rate) of the fuel cell stack 100, that is, the air compressor 130 only needs to supply air in an amount corresponding to a value obtained by subtracting the wake air flow rate from the target air flow rate, which can minimize the supercharging operation (high output operation) of the air compressor 130. Therefore, the advantageous effects of minimizing the power consumption of the air compressor 130 and improving the energy efficiency and the system efficiency of the fuel cell system 10 can be obtained.

Various valve devices capable of adjusting the flow rate of air or wake air moving along the second supply line 216 and the air supply line 110 may be used as the second flow rate adjusting valve 330. The present disclosure is not limited by the type and configuration of the second flow regulating valve 330.

For example, a typical three-way valve may be used as the second flow regulating valve 330. More specifically, the second flow rate adjustment valve 330 may include: a 2-1 port (not shown) connected to the second supply line 216 and configured to introduce wake air; a 2-2 port (not shown) connected to the air supply line 110 such that air having passed through the air compressor 130 is introduced; and 2-3 ports connected to the air supply line 110 such that air or wake air passing through the first flow regulating valve 320 is supplied to the fuel cell stack 100.

The flow rate of the air or wake air introduced into the fuel cell stack 100 may be controlled by adjusting the opening degree (valve opening degree) of each port (the 2-1 st port, the 2-2 nd port, and the 2-3 nd port) of the second flow rate adjustment valve 330.

For example, during a low output operation of the fuel cell stack 100, the 2-2 port of the second flow rate adjustment valve 330 may be closed, and the 2-1 port and the 2-3 port may be opened, so that only wake air is supplied in a state where the supply of air to the fuel cell stack 100 is shut off (the operation of the air compressor 130 is stopped). In contrast, as shown in fig. 5, during the high output operation of the fuel cell stack 100, all ports (the 2-1 st port, the 2-2 nd port, and the 2-3 nd port) of the second flow rate adjustment valve 330 may be maximally opened so that the air introduced into the air supply line 110 and the wake air introduced into the wake air supply line 210 may be supplied to the fuel cell stack 100.

In this case, the air compressor 130 only needs to be operated to satisfy the target air flow rate (air flow rate+wake air flow rate) of the fuel cell stack 100, that is, the air compressor 130 only needs to supply air in an amount corresponding to a value obtained by subtracting the wake air flow rate from the target air flow rate, which can minimize the supercharging operation (high output operation) of the air compressor 130. Therefore, the advantageous effects of minimizing the power consumption of the air compressor 130 and improving the energy efficiency and the system efficiency of the fuel cell system 10 can be obtained.

According to a first exemplary embodiment of the present disclosure, a fuel cell system may include: a filtering member 220 disposed in the wake air supply line 210 and configured to filter the wake air.

In this case, the configuration in which the air is filtered refers to a configuration in which the filtering member 220 filters out foreign substances such as dust contained in the wake air.

Various filters capable of filtering the wake air passing through the wake air supply line 210 may be used as the filtering member 220. The present disclosure is not limited by the type and structure of the filter member 220.

For example, the filter member 220 may be disposed in the inflow line 212 of the wake air supply line 210. A typical dry filter or a paper filter (e.g., an air filter) may be used as the filter member 220.

As described above, according to the first embodiment of the present disclosure, the filter member 220 may be disposed in the wake air supply line 210 such that wake air supplied to the fuel cell stack 100 along the wake air supply line 210 may be filtered by the filter member 220. Therefore, it is possible to obtain the advantageous effects of minimizing the amount of foreign substances such as dust introduced into the fuel cell stack 100 and further improving the safety and reliability.

According to the first embodiment of the present disclosure described above, the advantageous effect of improving the energy efficiency while ensuring smooth supply of air to the fuel cell stack can be obtained.

In particular, according to the first embodiment of the present disclosure, it is possible to obtain advantageous effects of minimizing power consumption of the air compressor and improving energy efficiency and system efficiency.

Among other things, according to the first embodiment of the present disclosure, air (oxygen) can be supplied to the fuel cell stack by using a wake generated by rotation of a rotor applied to an airborne mobile vehicle.

In addition, according to the first embodiment of the present disclosure, it is possible to obtain advantageous effects of simplifying the structure and improving the degree of freedom of design and space utilization.

Hereinafter, a second embodiment of the present disclosure will be described in detail with reference to the illustrative drawings. When reference is made to constituent elements of the respective drawings, even if constituent elements are shown in different drawings, the same constituent elements will be denoted by the same reference numerals, if possible. Further, in the following description of the second exemplary embodiment of the present disclosure, when it is determined that a detailed description of a well-known configuration or function incorporated herein obscures the subject matter of the second exemplary embodiment of the present disclosure, the detailed description will be omitted.

The power generation device 1100 according to the second embodiment of the present disclosure relates to a power generation device 1100 for a flight vehicle that can be mounted on the flight vehicle 1200. However, the present disclosure is not limited thereto. The present disclosure is applicable to power generation systems in various fields.

In this specification, for convenience of description, a forward/backward direction, a left/right direction, and an upward/downward direction are defined, and these directions may be orthogonal to each other. However, these directions are defined with respect to the direction in which the power generation device 1100 for the flight vehicle is arranged. The upward/downward direction does not necessarily refer to a vertical direction.

Fig. 6 is a view conceptually showing a flying vehicle to which a power generation device for a flying vehicle according to a second embodiment of the present disclosure can be applied and a power generation device for a flying vehicle. Fig. 7 is a perspective view showing an example of a power generation device for a flying vehicle according to a second embodiment of the present disclosure.

As shown in fig. 6, a power generation device 1100 for a flight vehicle may be coupled to a flight vehicle 1200. The power generation apparatus 1100 for a flight vehicle according to the second embodiment of the present disclosure may include an inflow pipe 1010, a turbine 1020, and a power generation part 1030. Fluid may be introduced into the inflow conduit 1010 in a reference direction D. The reference direction D may be a direction opposite to the direction in which the flight vehicle 1200 travels. The reference direction D may be a rearward direction when the flight vehicle 1200 travels forward. When the flight vehicle 1200 travels forward, a wake may be generated. The wake created as the flight vehicle 1200 travels may be introduced through the inflow conduit 1010.

The turbine 1020 may be rotated by fluid introduced from the inflow conduit 1010. As the turbine 1020 rotates, the power generation part 1030 may generate power. For example, the turbine 1020 may include a rotor and the power generation portion 1030 may include a stator.

Meanwhile, the inflow conduit 1010 may include a conduit body 1011 and a slot region 1012. The pipe body 1011 may have a tubular shape extending in the reference direction D. The slot region 1012 may be recessed in an inner peripheral surface of the duct body 1011. The slot region 1012 may be formed to be inclined in the reference direction D in the circumferential direction of the duct body 1011. Hereinafter, the circumferential direction may refer to the circumferential direction of the duct body 1011. For example, the slot region 1012 may have a spiral extending in the reference direction D.

For example, the wake introduced in the reference direction D may comprise air and water. According to the power generation device 1100 for a flight vehicle of the second embodiment of the present disclosure, water can flow along the slot region 1012 by centrifugal force, and the turbulent flow characteristics of air can be reduced during the introduction of the wake along the slot region 1012 having a spiral shape.

Hereinafter, a specific shape of the inflow pipe 1010 will be further described.

The slot region 1012 may be provided as a plurality of slot regions 1012. In this case, the plurality of slot regions 1012 may be arranged to be spaced apart from each other in the circumferential direction.

Inflow conduit 1010 may include an open area 1013. The opening region 1013 may be connected to one end of the slot region 1012 based on the reference direction D and open radially outward from the duct body 1011. The water introduced into the slot area 1012 may move from the slot area 1012 in the reference direction D and then be discharged through the opening area 1013.

For example, the opening region 1013 may be in communication with any of the plurality of slot regions 1012. Meanwhile, the inflow conduit 1010 may also include a recessed region 1014. The recessed region 1014 may be recessed in the circumferential direction in the inner circumferential surface of the duct body 1011. The recessed region 1014 may communicate with one end of another of the plurality of slot regions 1012 based on the reference direction D. Some of the water may flow in the circumferential direction in recessed region 1014 and then drain through open region 1013.

The opening regions 1013 may be provided as a plurality of opening regions 1013, and the recess regions 1014 may be provided as a plurality of recess regions 1014. In this case, the opening regions 1013 and the recess regions 1014 may be alternately arranged in the circumferential direction.

In addition, the inflow conduit 1010 may further include a protruding portion 1015. The protruding portion 1015 may extend while being inclined radially outward in the reference direction D from the outer circumferential surface of the pipe body 1011. The protruding portion 1015 may extend from one end of the pipe body 1011 based on a direction opposite to the reference direction D of the opening region 1013. The protruding portion 1015 may guide the water discharged from the opening region 1013 in the reference direction D and in a direction inclined radially outward.

< flying vehicle Power Generation System >

Hereinafter, a flying vehicle power generation system including the power generation device 1100 will be described in detail. The flying vehicle power generation system may include a flying vehicle 1200 and a power generation device 1100. In this case, the flight vehicle 1200 is not particularly limited as long as the flight vehicle 1200 is a mobile device capable of flying. The power generation device 1100 may generate power by using a wake generated when the flying vehicle 1200 travels as described above.

For example, flight vehicle 1200 can include a flight vehicle body 1210 and a propeller 1220. The propeller may be rotatably connected to the flight vehicle 1200. At the same time, the power generation device 1100 may be advantageously positioned at a location where wake strength is high. For example, the power generation device 1100 may be disposed at one side of the propeller 1220 of the flying carrier body 1210 based on the reference direction D.

The flying vehicle power generation system according to the second embodiment of the present disclosure may further include a battery 1300, a fuel cell 1400, and a converter 1500. The battery 1300 may be connected to the power generation device 1100 and store electric power supplied from the power generation device 1100. Further, the battery 1300 may supply power to a low DC/DC converter (LDC). The LDC may transmit electrical signals for operating the BOP of the fuel cell 1400 or avionic components of the flight vehicle 1200.

The fuel cell 1400 may be used to generate electricity and electrically connected to the battery 1300. The fuel cell 1400 may charge the battery 1300.

The converter 1500 may be electrically connected to the fuel cell 1400 and the battery 1300. The converter 1500 may convert electric power supplied from the fuel cell 1400 and the battery 1300 and supply the electric power to the flight vehicle 1200. The converted power supplied to the flying vehicle may be supplied to the motor and the inverter.

In a high output mode where high power is required of the flight vehicle 1200, the battery 1300 may supply power to the converter 1500. In this case, the entire output of the fuel cell 1400 may be transmitted to the converter 1500, and the electric power stored in the battery 1300 may be supplied to the converter 1500, so that the high output may be maintained.

Further, in a low output mode where the flying vehicle 1200 requires low power, the fuel cell 1400 may supply a portion of the power to the converter 1500 and the remaining power to the battery 1300. In this case, only a part of the electric power generated by the fuel cell 1400 may be sufficiently supplied to the converter 1500, and the remaining electric power generated by the fuel cell 1400 may be used to charge the battery 1300. That is, the electric power supplied from the power generation device 1100 and the electric power supplied from the fuel cell 1400 may be stored in the battery 1300.

According to the flying vehicle power generation system of the second embodiment of the present disclosure, the battery can be conveniently charged by the power generation device 1100 generating power using the wake in addition to the power supplied from the fuel cell 1400. Accordingly, the number of hydrogen tanks storing hydrogen can be relatively reduced, thereby reducing the weight of the flight vehicle.

According to the second embodiment of the present disclosure, the output can be supplemented by the power generation device mounted in the flying vehicle, which makes it possible to reduce the number of hydrogen tanks, reduce the weight, and increase the flight time.

Although embodiments have been described above, these embodiments are merely illustrative and are not intended to limit the present disclosure. Those skilled in the art will appreciate that various modifications and applications not described above can be made to the present embodiment without departing from the inherent features of the present embodiment. For example, each constituent element specifically described in the embodiment may be modified and then executed. Furthermore, it is to be understood that variations relating to modifications and applications are included within the scope of the present disclosure as defined by the appended claims.

Cross Reference to Related Applications

The present application claims priority from korean patent application No. 10-2022-0110230 filed at the korean intellectual property office on 9 and 15 of 2022 and korean patent application No. 10-2022-012859 filed at the korean intellectual property office on 27 of 2022, the entire disclosures of which are incorporated herein by reference.

Claims

1. A fuel cell system, the fuel cell system comprising:

an air supply line configured to supply inflow air to the fuel cell stack; and

a wake air supply line connected with the air supply line and configured to supply wake air generated by rotation of a rotor associated with the fuel cell system to the air supply line.

2. The fuel cell system according to claim 1, further comprising:

an air compressor disposed in the air supply line and configured to compress air; and

a cooler provided in the air supply line on a downstream side of the air compressor, the cooler configured to cool air.

3. The fuel cell system of claim 2, wherein the wake air supply line comprises:

an inflow line configured to receive the wake air;

a first supply line, wherein a first end of the first supply line is connected to the inflow line, and wherein a second end of the first supply line is connected to the air supply line on an upstream side of the cooler; and

A second supply line, wherein a third end of the second supply line is connected to the inflow line, and wherein a fourth end of the second supply line is connected to the air supply line at a downstream side of the cooler.

4. A fuel cell system according to claim 3, comprising:

a humidifier provided in the first supply line on a downstream side of the cooler, the humidifier configured to humidify the inflow air,

wherein the second supply line is disposed between the cooler and the humidifier, and wherein the second supply line is connected with the air supply line.

5. A fuel cell system according to claim 3, comprising:

a switching valve is disposed in the wake air supply line, the switching valve configured to selectively switch a flow path of the wake air to one of the first supply line and the second supply line.

6. The fuel cell system of claim 5, wherein the switching valve is configured to selectively switch the flow path of the wake air to one of the first supply line and the second supply line according to wake air temperature.

7. The fuel cell system according to claim 6, wherein the switching valve is configured to switch the flow path of the wake air to the first supply line when the wake air temperature is higher than a cooling fluid temperature of a cooling fluid passing through the cooler, and

wherein the switching valve is configured to switch the flow path of the wake air to the second supply line when the wake air temperature is lower than the cooling fluid temperature.

8. The fuel cell system according to claim 3, further comprising:

a first flow regulating valve configured to connect the first supply line and the air supply line, and further configured to selectively regulate a flow rate of one of the inflow air and the wake air to be supplied to the fuel cell stack; and

a second flow regulating valve configured to connect the second supply line and the air supply line, and further configured to selectively regulate a flow rate of the inflow air or the wake air to be supplied to the fuel cell stack.

9. The fuel cell system according to claim 1, the fuel cell system comprising:

a filtering member is disposed in the wake air supply line and configured to filter the wake air.

10. The fuel cell system of claim 1, wherein the rotor is configured to generate one or more of lift and propulsion of an object associated with the rotor.

11. A rotary push carrier, the rotary push carrier comprising:

a fuel cell system, the fuel cell system comprising:

a wake air supply line configured to receive wake air from a rotor of the rotary thrust carrier;

a switching valve configured to switch an output of the wake air supply line between a first supply line and a second supply line;

a cooler configured to cool incoming air using the wake air from the first supply line; and

a fuel cell stack configured to receive the incoming air from one of the cooler and the second supply line.

12. The rotary boost vehicle of claim 11, wherein the switching valve is configured to output the wake air to the first supply line when the wake air temperature is higher than a cooling fluid temperature of a cooling fluid of the chiller.

13. The rotary thrust carrier of claim 11, wherein the switching valve is configured to output the wake air to the second supply line when the wake air temperature is below a cooling fluid temperature.

14. The rotary push carrier of claim 11, further comprising:

a first flow regulating valve connecting the first supply line and the air supply line and configured to selectively regulate a first flow rate of one of the inflow air and the wake air to be supplied to the fuel cell stack; and

a second flow regulating valve connecting the second supply line and the air supply line and further configured to selectively regulate a second flow of the inflow air or the wake air to be supplied to the fuel cell stack.

15. The rotary thrust carrier of claim 11, wherein the cooler supplies the inflow air to the second supply line when receiving the inflow air from the first supply line.

16. A processor-implemented method, the method comprising the steps of:

switching, by the processor, a switching valve between a first supply line and a second supply line, wherein the first supply line supplies wake air received from a rotor to a cooler configured to cool inflow air from the first supply line, and wherein the second supply line supplies the wake air to a fuel cell stack configured to receive the inflow air from one of the cooler and the second supply line.

17. The method of claim 16, further comprising the step of:

adjusting a first flow adjustment valve, the first flow adjustment valve connecting the first supply line and a wake air supply line and configured to selectively adjust a first flow of one of the inflow air and the wake air to be supplied to the fuel cell stack; and

a second flow regulating valve is regulated, the second flow regulating valve connecting the second supply line and the wake air supply line and further configured to selectively regulate a second flow of the inflow air or the wake air to be supplied to the fuel cell stack.