Abstract: A fuel tank heat dissipation system for fuel cell (FC) cooling is disclosed. In one example, at least one FC is in thermal communication with an intermediary heat exchanger. A fuel tank is also in fluid communication with the intermediary heat exchanger. A fluid is used to receive heat from the intermediary heat exchanger and flow along a first fluid path to the fuel tank. A nozzle is used to spray the fluid about an interior surface of the fuel tank, where the spray of the fluid about the interior of the fuel tank allows the fluid to dissipate the heat. A second fluid path from the fuel tank to the intermediary heat exchanger, the second fluid path to return the fluid that has dissipated the heat to the intermediary heat exchanger.

Abstract: A fuel-cell-powered aircraft system has integrated air-cooled fuel cell stacks positioned within an interior space of at least one wing of an aircraft. An airflow path is positioned in contact with at least a heat exchanger of the fuel cell stack. The induced flow of air through the airflow path cools the heat exchanger. The efficiently-induced flow of air for cooling the fuel cell stack has a zero or minimal drag penalty.

Abstract: An air pressure in fuel cells of an electric power generation system comprising a fuel cell stack (PCS) is raised with a pressurized air cooling system with recirculation to values at least two times greater than typical values for an PCS with air cooling. The FCS is either placed in a high-pressure chamber to which air is injected, or air outgoing from the FCS is redirected via a duct back to the FCS inlet and a portion of pressurized fresh air is added thereto. The chamber or the duct is provided with a radiator by means of which circulating air heat is transferred into the external environment. Air recirculation in the chamber or the duct is effected by means of fans for cooling fuel cells. Useful capacity of electric power generation systems based on fuel cells is raised significantly, the necessity of using a humidifier is excluded, and the temperature range of fuel cell operation is expanded.

Abstract: An integrated fuel cell power delivery system includes a first power source configured to supply power to a propulsion inverter, a second power source configured to supply power to the propulsion inverter, a disconnect operably connected to the second power source, a bypass diode operably connected to the first power source and the second power source, a sensor that detects an output voltage of the integrated fuel cell power system, a processor, and a memory. The memory includes instructions stored thereon, which when executed by the processor, cause the integrated fuel cell power system to access a signal from the sensor, determine if the accessed first signal is greater than a first threshold voltage, and operably disconnect an output of the second power source to the integrated fuel cell power system by the disconnect based on the determination.

Abstract: Bipolar plates having two short sides, and two long sides for air-cooled fuel cells. The bipolar plate comprises an anode plate, a cathode plate, and an anode gas inlet an anode gas outlet. The anode plate and the cathode plate are connected to each other so that gaseous heat carrier distribution channels are formed therebetween such that, when a gaseous heat carrier is supplied, a time period through a hal of the bipolar plate near to the edge of the first long side is less than a time period through a half of the bipolar plate near to the edge of the second long side. The technical effect of the proposed invention is a reduced consumption of cooling air, reduced power consumption, dimensions and weight of a fuel cell cooling system, improved uniformity of bipolar plate cooling, which results in increased capacity and a longer service life of a fuel cell.

Abstract: An integrated hydrogen-electric engine including an air compressor system, a hydrogen fuel source, a fuel cell stack, a heat exchanger, an elongated shaft, and a motor assembly. The heat exchanger is disposed in fluid communication with the hydrogen fuel source and the fuel cell stack. The elongated shaft supports the air compressor system, the fuel cell stack and the heat exchanger. The motor assembly is disposed in electrical communication with the fuel cell stack.

Abstract: The invention relates to air-cooled fuel cell systems, in particular to mid-and high temperature fuel cells with operating temperatures ranging from 100 to 1.000° C. and to methods for operating an air-cooled fuel cell system. The air-cooled fuel cell system comprising at least one fuel cell stack (1) with a gaseous heat carrier distribution system (2), an anode gas distribution system (3) and a cathode gas distribution system (4); a burner (14); an expander (9; 24); a motor; a compressor (8; 23); a gaseous heat carrier recirculation system (5) connected to the gaseous heat carrier distribution system (2) and intended for mixing a gas stream delivered to the gaseous heat carrier distribution system and providing additional pressure thereto, and means for separating gas streams and controlling their flowrate. The technical effect improves reliability and operating efficiency of a fuel cell in any climatic conditions and in a broad range of aviation altitudes.

Abstract: A lighter-than-air craft includes an envelope defining an interior region. A lifting gas at least partially including hydrogen is located within the interior region. The lifting gas provides buoyancy for the lighter-than-air craft. A hydrogen fuel cell is fluidically coupled with the interior region. An inerting gas is located within the envelope, and the inerting gas at least partially includes exhaust from the hydrogen fuel cell. The inerting gas and the lifting gas have respective volumes such that a mixture thereof is nonflammable during operating conditions for the lighter-than-air craft. The hydrogen fuel cell is able to utilize the hydrogen of the lifting gas to generate electricity. A propulsion system is coupled to the envelope and is able to provide propulsion for the lighter-than-air craft.

Abstract: Disclosed is a system for controlling gaseous hydrogen (GH2) refueling of a GH2 vehicle, wherein a vehicle fuel tank is refilled with GH2 from an external supply tank. The system includes a target patch or a cell of a temperature-dependent reflectivity material on an exterior of the vehicle fuel tank, and a sensor package including an electromagnetic (EM) radiation emitter and a radiation detection system positioned remote from the vehicle tank being filled. The sensor package is located on or adjacent an external refueling device with a line of sight to the target patch or cell.

Abstract: A hydrogen boiloff capture system. The hydrogen boiloff capture system having a cryogenic tank for storing liquid hydrogen. The hydrogen boiloff capture system also includes an intermediate tank fluidically coupled with the cryogenic tank. The intermediate tank is configured to receive hydrogen gas boiloff from the cryogenic tank. The intermediate tank is further configured to provide the hydrogen gas boiloff to a lighter-than-air craft to regulate buoyancy of the lighter-than-air craft. The intermediate tank is also configured to provide the hydrogen gas boiloff to a hydrogen fuel cell coupled to the lighter-than-air craft.

Abstract: A cooling architecture for an integrated hydrogen-electric engine having a radiator and a hydrogen fuel cell includes a t and a manifold. The turbine is disposed in fluid communication with the hydrogen fuel cell. The turbine is configured to compress a predetermined amount of air and direct a first portion of the predetermined amount of the compressed air to the fuel cell for generating electricity that powers the integrated hydrogen-electric engine. The manifold is disposed in fluid communication with the turbine and positioned to direct a second portion of the predetermined amount of compressed air to the radiator for removing heat from the radiator.

Abstract: A fuel cell system having at least one fuel cell having an external surface; and one or more of audio, image, or strain sensors external to the fuel cell surface, configured for detecting a change in the external surface of the fuel cell indicative of a fault condition. The at last one sensor may include a visual camera, an IR camera, an IR detector, or a UV-responsive camera, or an ultrasound transducer, a piezoelectric sensor and a vibration sensor, or a surface acoustic wave detector, or a mass spectrometer.

Abstract: The disclosure relates to bipolar plates used in fuel cells and to methods for forming bipolar plates. A bipolar plate of a fuel cell with a composite corrosion-resistant, gastight, conductive coating comprises a core of a required shape, a first layer having high contact conductivity on the core, and a second layer having corrosion resistance, high gas-tightness, electric conductivity on the first layer and in pores of the first layer, the second layer covering at least the pores in the first layer. The first layer is preferably formed by a magnetron sputtering method, and the second layer is preferably formed by a method of thermolysis of a metalorganic compound. This ensures high gas-tightness and elasticity of a bipolar plate without compromising its corrosion resistance and contact conductivity.

Abstract: A lighter-than-air craft including an envelope. A mixture of helium and hydrogen disposed within the envelope. The mixture having a ratio of helium to hydrogen such that the mixture is nonflammable during operating conditions for the lighter-than-air craft. The mixture provides buoyancy for the lighter-than-air craft. A hydrogen fuel cell fluidically coupled with the mixture and configured to utilize the mixture to generate electricity. A propulsion system is coupled to the envelope, and the propulsion system is configured to provide propulsion for the lighter-than-air craft. The propulsion system is electrically coupled with the hydrogen fuel cell and receives electricity generated by the hydrogen fuel cell. The propulsion system is configured to utilize the electricity in providing the propulsion to the lighter-than-air craft.

Abstract: The method allows to produce catalysts with nanoparticles of platinum and its alloys with metals of a given composition, with high values of catalytic activity in an oxygen electroreduction reaction, and with predetermined values of structural characteristics. The method comprises preparation of a solution of chloroplatinic acid or a mixture of chloroplatinic acid with metal salts, mixing thereof with dispersed carbon or non-carbon carriers, their mixtures and compositions with specific surface area of more than 60 m2/g, dispersion of the obtained mixture, chemical reduction of compounds of platinum and a metal salt with subsequent deposition of nanoparticles of metallic platinum or its alloys on a dispersed carrier being carried out by purging gases selected from: nitrogen oxides (N2O, NO, NO2), carbon oxides (CO, CO2), sulfur oxide (SO2), ammonia (NH3) or their mixtures through the solution at a temperature of the solution in the range from 5 to 98° C.

Abstract: A fuel-cell-powered vehicle includes an electrically-powered turbine assembly having a housing, a rotating shaft, an air compressor comprising a compressor stator fixed to the housing and a compressor rotor fixed to the rotating shaft, an electric motor including an electric motor stator fixed to the compressor stator and an electric motor rotor fixed to the rotating shaft, a turbine including a turbine stator affixed to the housing, a turbine rotor fixed to the rotating shaft, and two or more fuel cells arranged around an outside of the electrically-powered turbine assembly.

Abstract: The present disclosure relates to fuel cells, in particular to high-temperature air-cooled fuel cells. A fuel cell 1 comprises a bipolar plate 2 and a membrane-electrode assembly 3. The bipolar plate 2 comprises an anode plate 5, a cathode plate 6 and a layer 7 of air cooling channels between the anode plate 5 and the cathode plate 6. Channels for an oxygen-containing gas are made in the cathode plate 6. Channels 10 for hydrogen are made in the anode plate 5, which are covered by the membrane-electrode assembly 3 contacting the anode plate 5. A fuel cell stack comprises at least two fuel cells, wherein the membrane-electrode assembly of one fuel cell contacts the anode plate of said one fuel cell, thus covering the channels for hydrogen, and contacts the cathode plate of said another fuel cell, which adjoins said one fuel cell, thus covering the channels for an oxygen-containing gas.

Abstract: A cryogenic fuel tank for retrofitting a conventional fossil-fuel-powered aircraft, or for a purposely built aircraft to run on hydrogen has an aerodynamically shaped outer surface including an ogive shaped nose cone, and a tapered tail cone, wherein the tapered tail cone includes actively adjustable elements for adjusting aerodynamic characteristics of the cryogenic fuel tank. The cryogenic fuel tank is configured to be attached below wings of the aircraft, through support pylons, which include sensors configured to measure forces applied by the cryogenic fuel tank to the airframe. The cryogenic fuel tank includes a nozzle and valve configured to vent gas from the cryogenic fuel tank by expansion through the nozzle in the event that the cryogenic fuel tank is jettisoned from the aircraft.

Abstract: Disclosed is a system for humidifying cabin and/or cockpit air of a fuel cell-powered aircraft system. The system includes a fuel cell stack configured for reacting hydrogen and oxygen to produce electrical energy and a cathode exhaust containing moist, warm air; a water separator configured to cool the moist, warm air and to condense and separate liquid water from the moist, warm air; and a humidifier configured to employ the separated liquid water to humidify pressurized cabin air.

Abstract: In one or more embodiments of the novel aircraft fuel cell system without the use of a buffer battery, the fuel cell and compressor would be sized sufficiently larger for the intended application, allowing the compressor to change speeds much faster. This in turn would allow power outputs to change much quicker. If power outputs can change as quickly as the application dictates, then a buffer battery is not necessary. In one or more embodiments, because the system is mostly electronically controlled, software can be written to protect the fuel cell from instantaneous power spikes. If a large power output is suddenly requested of the fuel cell, the software can smooth out the demand curve to provide an easier load profile to follow.