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.

Abstract: A liquid hydrogen (LH2) fuel storage system for a fuel cell-powered vehicle, and method includes a main LH2 storage fuel tank configured for close to ambient pressure storage of LH2, and one or more gas accumulator tanks (GATs) smaller than the main LH2 storage fuel tank and configured for elevated pressure storage of LH2 and for feeding pressurized LH2 to the fuel cell, wherein the one or more GATs each have a cooling interface configured to cool the GAT employing LH2 from the main LH2 storage fuel tank, and a heating interface configured to heat contents of the GAT with warm working fluid from the fuel cell-powered vehicle whereby to raise pressure of the LH2 in the GAT to a working pressure for feeding the LH2 to the fuel cell.

Abstract: A system and method for predictive fuel cell management system for an integrated hydrogen-electric engine is disclosed. The system includes a fuel cell stack having a plurality of fuel cells and a computer having a memory and one or more processors. The one or more processors configured to predict, during a first phase of energy demand on the integrated hydrogen-electric engine, an impending occurrence of a second phase of energy demand on the integrated hydrogen-electric engine, wherein the second phase of energy demand includes a predetermined energy demand; and generate a predetermined amount of energy from the plurality of fuel cells based on the predicted second phase of energy demand prior to starting the second phase of energy demand to improve energy efficiency and performance of the integrated hydrogen-electric engine.

Abstract: Method and system for managing hydrogen fuel in hydrogen fuel cell-powered aircraft is disclosed. The method identifies unused hydrogen fuel in a fuel tank of the aircraft. Determines an amount of the unused hydrogen fuel in the fuel tank of the aircraft. Transfers the amount of the unused hydrogen fuel from the fuel tank of the aircraft into a hydrogen fuel cell of the aircraft and converts the amount of the unused hydrogen fuel into electricity via the hydrogen fuel cell of the aircraft.

Abstract: A power generating system comprised of a hydrogen fuel cell and rechargeable battery connected together in series to be used as a load following system without the use of a DC-DC converter. The hydrogen fuel cell's cathode air compressor is driven off of the output of this power generation system. This is made possible by the following innovations: A novel way to wire the systems in series with the use of switches and bypass diodes, a method to limit the system output voltage so that we do not exceed the maximum voltage of downstream components, and an isolated DC-DC converter to charge the rechargeable battery with the hydrogen fuel cell.

Abstract: A system and method for predictive fuel cell management system for an integrated hydrogen-electric engine is disclosed. The system includes a fuel cell stack having a plurality of fuel cells and a computer having a memory and one or more processors. The one or more processors configured to predict, during a first phase of energy demand on the integrated hydrogen-electric engine, an impending occurrence of a second phase of energy demand on the integrated hydrogen-electric engine, wherein the second phase of energy demand includes a predetermined energy demand; and generate a predetermined amount of energy from the plurality of fuel cells based on the predicted second phase of energy demand prior to starting the second phase of energy demand to improve energy efficiency and performance of the integrated hydrogen-electric engine.

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: 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: An air compression system for a fuel cell system, the air compression system has a main air compressor with a maximum air flow output approximately equal to a continuous mode air flow requirement of the fuel cell system. The main air compressor weighs less than an air compressor having a maximum air flow output approximately equal to a peak air flow requirement of the fuel cell system such that the weight of the air compression system is reduced compared to a conventional air compression system. The air compression system also includes a supplemental oxygen supply system which is fluidically coupled with the fuel cell system.

Abstract: An aircraft power plant for a fuel cell including a turbo assembly, a compressor assembly, a turbo assembly, a compressor assembly controller, a first stage turbo assembly and compressor assembly operation configured to generate a first stage compressed fluid generated from ambient air and excess oxygen exhausted from a fuel cell of an aircraft power plant. A second stage turbo assembly and compressor assembly operation configured to receive the first stage compressed fluid, and a controller bleed valve coupled with the first stage turbo assembly and compressor assembly and the second stage turbo assembly and compressor assembly. An oxygen supply system, the oxygen supply system fluidically coupled with the first stage turbo assembly and compressor assembly wherein a first compressed oxygen is generated by the first stage turbo assembly is combined with a second compressed oxygen generated by the second stage turbo assembly to generate a combined oxygen controlled by the controller bleed valve.

Abstract: In one or more embodiments, the ground roll assist system is based on the electric in-wheel motors integrated with the main landing gear of an aircraft and linked to the aircraft control system. It is well known that modern electric motors possess superior torque density characteristics, potentially exceeding best in class internal combustion engines by more than an order of magnitude. Furthermore, electric motors performance is generally thermally limited, which makes it possible to achieve even higher performance for a short period of time.

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: 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.

Abstract: An aircraft power plant comprising a monolithic powertrain block with a composition of individual modules grouped by functionality, further comprising electric motors, high power motor controllers, logical control electronics (drivetrain computer), cooling system, hydraulics system, low voltage power system, and high voltage power source, wherein the engine mounting frame of the airplane is the main structure for mounting all individual modules.

Abstract: An aircraft power plant comprising novel air management features for high-power fuel cell applications, the features combine supercharging and turbocharging elements with air and hydrogen gas pathways, utilize novel airflow concepts and provide for much stronger integration of various fuel cell drive components.

Abstract: A cooling system and cooling method for a fuel cell onboard a vehicle, wherein the fuel cell includes a gasifier configured to expand liquid hydrogen to gaseous hydrogen for feed to the fuel cell, the cooling system including a coolant system sized for less than peak power operation of the vehicle; and an auxiliary coolant system configured to provide supplemental cooling to the fuel cell, wherein the supplemental coolant system is configured to by-pass coolant to the gasifier and employ heat of gasification of the liquid hydrogen to provide supplemental cooling for the fuel cell during peak vehicle operation.

Abstract: Recognizing the fact of extremely low utilization of peak power (especially in the aviation use case), we propose a novel approach to significantly reduce the size and weight of the system by downsizing the main air compressor to match the air flow required to produce the desired continuous power (e.g., 55% of the peak power rating for the aviation applications, etc.), and provide the supplemental oxygen flow from an on-board high-pressure oxygen tank.

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: Leveraging a turboexpander to provide additional functionality in compressed gas fueled systems is disclosed. The system includes a compressed gas storage device storing a compressed gas at a first pressure. A turboexpander operably coupled with the compressed gas storage device, the turboexpander comprising a turbine coupled with a drive shaft, the turboexpander to maintain the compressed gas below a threshold temperature limit as it controllably expands the compressed gas from the first pressure to the second pressure via an amount of work obtained from a rotation of the turbine and the drive shaft. A compressed gas receiving device to receive the compressed gas at the second pressure from the turboexpander and generate an amount of electrical energy from the compressed gas.