Drive system of an aircraft, aircraft and method for operating an aircraft

Patent metadata

Field	Value
Publication number	US-12291322-B2
Application number	US-202217725563-A
Country	US
Kind code	B2
Filing date	Apr 21, 2022
Priority date	Apr 23, 2021
Publication date	May 6, 2025
Grant date	May 6, 2025

Abstract

A drive system of an aircraft, including a fuel cell, which can be supplied with hydrogen from a hydrogen tank and with air from a blower, the fuel cell being configured to provide drive power for operational flight after takeoff and before landing dependent on a hydrogen mass flow supplied by the hydrogen tank and dependent on an air mass flow supplied by the blower, and an electrical energy store, which is configured to provide additional drive power for takeoff and landing, wherein an additional hydrogen tank and an air or oxygen tank are configured to interact with the fuel cell such that the fuel cell can be supplied with an additional hydrogen mass flow and with an additional air or oxygen mass flow, thereby compensating at least partially for a loss of the additional drive power provided by the electrical energy store for landing.

First claim

The invention claimed is:

1. A drive system for providing drive power to a vertical lift unit or a thrust unit of an aircraft for takeoff, landing and an operational flight after takeoff and before landing, the drive system comprising:
the thrust unit configured to:
generate forward thrust for the operational flight; and
receive a first power for the operational flight,

the vertical lift unit configured to:
generate vertical lift for the takeoff and the landing of the aircraft; and
receive the first power for the operational flight and a second power for the takeoff and the landing,

a power splitter unit configured to:
receive the first power from a fuel cell and the second power from an electrical energy store;
provide the first power to the thrust unit and the vertical lift unit; and
provide the second power to the vertical lift unit, wherein when the power splitter unit does not receive the second power in response to a failure of the electrical energy store, the power splitter unit receives an increased amount of power from the first power based on an additional hydrogen mass flow from an additional hydrogen tank,

the fuel cell configured as a first power source for the drive power, the fuel cell operatively coupled to a hydrogen tank that is configured to supply hydrogen to the fuel cell and operatively coupled to a blower that is configured to supply air to the fuel cell, the fuel cell configured to provide the first power of the drive power for the operational flight after the takeoff and before the landing based on a hydrogen mass flow supplied by the hydrogen tank and based on an air mass flow supplied by the blower;
the electrical energy store configured as a second power source for the drive power and configured to provide at least a portion of the drive power for the takeoff and the landing as the second power; and
the additional hydrogen tank and an air or oxygen tank operatively and controllably coupled to the fuel cell such that, in response to the failure of the electrical energy store, the fuel cell is supplied with the additional hydrogen mass flow from the additional hydrogen tank and with an additional air or oxygen mass flow from the air or oxygen tank.

2. The drive system as claimed in claim 1 , the drive system further comprising:
a first activatable valve connecting the additional hydrogen tank to a hydrogen line leading to the fuel cell, the first activatable value being configured to be activated in response to the failure of the electrical system to supply the additional hydrogen mass flow to the fuel cell.

3. The drive system as claimed in claim 2 , wherein the air or oxygen tank is connected by a second activatable valve to an air line leading to the fuel cell.

4. The drive system as claimed in claim 3 , wherein a control device is configured to activate the first activatable valve and the second activatable valve to open in response to the failure of the electrical energy store.

5. The drive system as claimed in claim 1 , wherein the additional hydrogen tank has a first capacity and is configured to be filled with a first amount of hydrogen and the air or oxygen tank has a second capacity and is configured to be filled with a second amount of air or oxygen such that the additional hydrogen mass flow supplied by the additional hydrogen tank and the additional air or oxygen mass flow supplied by the air or oxygen tank are sufficient to compensate for a loss of an additional drive power provided by the electrical energy store for a time period required for landing.

6. An aircraft with the drive system as claimed in claim 1 .

7. The aircraft as claimed in claim 6 , comprising a fuselage with a passenger compartment.

8. The aircraft as claimed in claim 6 , wherein the aircraft is a vertical takeoff aircraft.

9. A method for operating the aircraft as claimed in claim 6 , wherein whenever the electrical energy store fails, the fuel cell is supplied with the additional hydrogen mass flow from the additional hydrogen tank and with the additional air or oxygen mass flow from the air or oxygen tank, in order to compensate at least partially for a loss of an additional drive power provided by the electrical energy store for landing.

10. The drive system as claimed in claim 1 , wherein the additional hydrogen tank has a first capacity and is configured to be filled with a first amount of hydrogen, the air or oxygen tank has a second capacity and is configured to be filled with a second amount of air or oxygen, the first amount of hydrogen and the second amount of air or oxygen are based on a combined amount of hydrogen and air or oxygen used to generate the increased amount of power for a defined quantity of time during the takeoff or the landing, and the increased amount of power is based on a difference between a first amount of power of the first power and a second amount of power of the second power.

11. The drive system as claimed in claim 3 , wherein the hydrogen line is configured to receive the hydrogen mass flow from the hydrogen tank and the additional hydrogen mass flow from an additional hydrogen line comprising the first activatable valve, and wherein the air line is separate from the hydrogen line.

12. The drive system as claimed in claim 3 , wherein the fuel cell is configured to receive the additional hydrogen mass flow after the control device activates the first activatable valve, and wherein the control device is further configured to deactivate the first activatable valve and the second activatable valve after a defined quantity of time.

Assignees

• Porsche Ag

Inventors

• Fauri Mikel

Classifications

• B64D27/355

  using fuel cells · CPC title

• B64D27/31

  within, or attached to, wings · CPC title

• B64D31/18

  for hybrid-electric power plants · CPC title

• B64D27/33

  Hybrid electric aircraft · CPC title

• B64C13/26 Primary

  without power amplification or where power amplification is irrelevant · CPC title