A hydrogen-powered unmanned aerial vehicle power system design method, system, device, medium and product

Abstract

The application discloses a hydrogen power unmanned aerial vehicle power system design method, system, equipment, medium and product, relates to the unmanned aerial vehicle design optimization technical field, obtains the power working condition data and benchmark propeller geometric parameters of the hydrogen power unmanned aerial vehicle, carries out rated cruising voltage evaluation on the power working condition data, obtains a rated working voltage, carries out reverse calculation on the rated working voltage according to a preset target rated rotating speed, obtains brushless motor constants and motor models, iteratively matches the benchmark propeller geometric parameters according to the brushless motor constants, obtains target propeller geometric parameters, and adopts the rated working voltage, the brushless motor constants, the motor models and the target propeller geometric parameters to construct a corresponding power system design scheme. The application solves the technical problem that the existing unmanned aerial vehicle mainly adopts a hydrogen fuel cell, a voltage stabilizer and a lithium battery to form a power system, but more single-point fault sources are introduced, and a high-temperature high-load working condition exists the risk of thermal breakdown of a voltage stabilizing element.

Description

Technical Field

[0001] This invention relates to the field of unmanned aerial vehicle (UAV) design optimization technology, and in particular to a design method, system, device, medium, and product for a hydrogen-powered UAV power system. Background Technology

[0002] With the rapid development of the low-altitude intelligent equipment industry, multi-rotor drones have become core equipment for high-intensity, long-duration operations such as cross-regional power line inspections, long-distance material delivery, and mountain emergency search and rescue. The industry's requirements for drone endurance, payload capacity, and reliability in complex environments continue to rise. Traditional lithium-ion battery-powered industrial drones are limited by the inherent energy density of electrochemical materials, and conventional models generally cannot exceed 60 minutes of full-load endurance. In continuous operations such as long-distance power line inspections in mountainous areas and large-scale field surveys, frequent landings to replace batteries are necessary, significantly reducing operational efficiency. Furthermore, lithium-ion batteries experience significant performance degradation under harsh conditions such as high and low temperatures and high humidity, have short high-rate charge-discharge cycle life, and high overall maintenance costs, making them unsuitable for the actual engineering needs of high-frequency, all-weather power grid inspections. Given these industry pain points, hydrogen fuel cells, with their core advantages of energy density up to three times that of lithium batteries, fast refueling speed, zero carbon emissions, and stable operation over a wide temperature range, have become the mainstream alternative for long-endurance industrial drone power systems. Various hydrogen-powered drone power solutions are gradually entering the engineering verification and mass application stage. How to optimize the power system composed of hydrogen fuel cells and drone power loads has become the core direction of current industry technology breakthroughs.

[0003] Currently, existing hydrogen-powered multi-rotor drones mainly use hydrogen fuel cells, high-power DC / DC voltage regulators, and auxiliary lithium batteries to form a power system. However, the addition of DC / DC modules and lithium batteries increases the number of power link components, introduces more single-point failure sources, and poses a risk of thermal breakdown to voltage regulator components under high temperature and high load conditions, which significantly increases the cost of drone equipment replacement and maintenance. Summary of the Invention

[0004] This invention provides a design method, system, equipment, medium, and product for a hydrogen-powered unmanned aerial vehicle (UAV) power system. It solves the technical problems of existing hydrogen-powered multi-rotor UAVs, which mainly use hydrogen fuel cells, high-power DC / DC voltage regulators, and auxiliary lithium batteries to form a power system. However, the DC / DC module and lithium battery increase the number of power link components, introduce more single-point failure sources, and pose a risk of thermal breakdown of voltage regulator components under high-temperature and high-load conditions, which greatly increases the cost of UAV equipment replacement and maintenance.

[0005] The first aspect of this invention provides a design method for a hydrogen-powered unmanned aerial vehicle (UAV) power system, comprising:

[0006] The power condition data and reference propeller geometry parameters of the hydrogen-powered drone are obtained, and the rated cruise voltage is evaluated on the power condition data to obtain the corresponding rated operating voltage.

[0007] The rated operating voltage is calculated in reverse based on the preset target rated speed to obtain the corresponding brushless motor constant and motor model.

[0008] The reference propeller geometric parameters are iteratively matched based on the brushless motor constant to obtain the corresponding target propeller geometric parameters.

[0009] The corresponding power system design scheme is constructed using the rated operating voltage, the brushless motor constant, the motor model, and the target propeller geometric parameters.

[0010] Optionally, the power condition data includes multiple activation overvoltages, multiple ohmic loss overvoltages, multiple concentration overvoltages, multiple reversible thermodynamic electromotive forces, and the number of battery cells in series. The step of evaluating the rated cruise voltage based on the power condition data to obtain the corresponding rated operating voltage includes:

[0011] Each activation overvoltage is summed with its corresponding ohmic loss overvoltage and concentration overvoltage to obtain multiple first sum values.

[0012] Each of the reversible thermodynamic electromotive forces is compared with the corresponding first sum value to obtain multiple first differences;

[0013] Each of the first differences is multiplied by the number of battery cells connected in series to obtain multiple output voltages;

[0014] A corresponding voltage polarization curve is constructed using each of the output voltages, and the maximum stable voltage of the voltage polarization curve is extracted as the corresponding rated operating voltage.

[0015] By adopting the above technical solution, the output voltage at each operating point is determined by various activation overvoltages, ohmic loss overvoltages, concentration overvoltages, reversible thermodynamic electromotive forces, and the number of cells in series. Then, a complete voltage polarization curve is plotted using each output voltage, and the maximum stable voltage of the voltage polarization curve is extracted as the corresponding rated operating voltage. Compared with the crude selection method of directly selecting the stack open-circuit voltage and rated nominal voltage, this method can accurately distinguish the proportion of various losses under different load currents, which is in line with the true discharge characteristics of the fuel cell's "soft output". This avoids the matching imbalance problem caused by selecting the rated voltage too high or too low from the source. The polarization curve plotted after accurately quantifying the output voltage of the entire range can intuitively locate the safe operating range with stable power, controllable instantaneous current, and no sharp drop in concentration loss. The rated operating voltage determined in this way can not only ensure that the fuel cell can continuously output efficient and stable power during the drone's cruise phase, but also reserve a load fluctuation margin to avoid the stack from quickly entering the high-loss and high-current range when the flight attitude changes or when there is a sudden wind disturbance.

[0016] Optionally, the step of performing reverse calculation on the rated operating voltage based on a preset target rated speed to obtain the corresponding brushless motor constant and motor model includes:

[0017] The rated operating voltage is multiplied by the preset nominal cruise duty cycle to obtain the corresponding first multiplier.

[0018] The preset target rated speed is compared with the first multiplication value to obtain the corresponding brushless motor constant.

[0019] The brushless motor constant is used to retrieve a preset list of motor models and match the corresponding motor model.

[0020] By adopting the above technical solution, the corresponding brushless motor constant is determined based on the rated operating voltage, combined with the preset nominal cruise duty cycle and the preset target rated speed. Then, the corresponding motor model is matched according to the brushless motor constant. Unlike the traditional forward design approach of selecting the motor first and then adapting it to the fuel cell, this solution achieves a reverse matching logic that prioritizes the output characteristics of the fuel cell stack and passively adapts the motor. This ensures that the operating points of the fuel cell and the motor are completely aligned under steady-state cruise conditions from the source, avoiding arbitrary motor selection that could lead to excessive peak current under extreme conditions. It also reduces the risk of fuel starvation and membrane electrode damage to the fuel cell. The standardized motor model search process can also avoid the bias of manual selection experience, realizing automated matching of motors for hydrogen-powered drones of different power levels, and improving the versatility and design consistency of the solution.

[0021] Optionally, the step of iteratively matching the reference propeller geometric parameters based on the brushless motor constant to obtain the corresponding target propeller geometric parameters includes:

[0022] The brushless motor constant and the reference propeller geometric parameters are input into a preset motor-propeller load coupling simulation model to obtain the corresponding full-load peak current.

[0023] When the full-load peak current is greater than or equal to the preset current threshold, the reference propeller geometry parameters are adjusted based on the preset adjustment strategy, and the process jumps to the step of inputting the brushless motor constant and the reference propeller geometry parameters into the preset motor-propeller load coupling simulation model to obtain the corresponding full-load peak current.

[0024] When the full-load peak current is less than the current threshold, the reference propeller geometry parameters are determined as the target propeller geometry parameters.

[0025] By adopting the above technical solutions, the upper limit of the current withstand capability (current threshold) of the fuel cell stack is used as a hard hardware constraint. The worst flight conditions of open-circuit high voltage and full throttle are reproduced in advance during the simulation stage. The ultra-large instantaneous load extraction path is cut off from the hardware source, and the failure risks of fuel starvation and irreversible ablation of membrane electrodes are completely avoided. By integrating the electrical characteristics of the motor and the aerodynamic load characteristics of the propeller through the motor-propeller load coupling simulation model, the parameter optimization is completed by digital iteration without the need for multiple physical propeller manufacturing and flight test. This significantly reduces the material and time costs of prototype manufacturing and field testing, and shortens the development cycle of the entire power system. The standardized iterative adjustment strategy is adopted to uniformly constrain the three core geometric parameters of propeller diameter, pitch and blade shape. This abandons the traditional extensive mode of selecting blades based solely on design experience, and ensures that different models and power levels of hydrogen-powered UAVs can form a unified and compliant blade matching standard, thereby improving the versatility of the solution.

[0026] Optionally, the step of constructing the corresponding power system design scheme using the rated operating voltage, the brushless motor constant, the motor model, and the target propeller geometry parameters includes:

[0027] The rated operating voltage is input into a preset duty cycle mapping model to obtain the corresponding target duty cycle mapping model;

[0028] The target duty cycle mapping model is coupled with a preset smoothing filter block to obtain the corresponding duty cycle limiting model;

[0029] The corresponding power system design scheme is constructed using the duty cycle limiting model, the brushless motor constant, the motor model, and the target propeller geometric parameters.

[0030] By adopting the above technical solution, a corresponding power system design scheme is constructed based on the duty cycle limiting model, brushless motor constant, motor model and target propeller geometry parameters. This completely eliminates the need for the high-power hardware DC / DC voltage regulator and its supporting heat dissipation components required in the traditional architecture. It also removes the auxiliary lithium battery pack used for dynamic power compensation. The number of hardware components in the power link is greatly reduced, the dead weight of the system is significantly reduced, and the UAV can achieve a longer endurance or stronger operational capability under the same takeoff weight constraint.

[0031] Optionally, the reference propeller geometry parameters include propeller diameter, pitch, and blade profile.

[0032] The second aspect of this invention provides a design system for a hydrogen-powered unmanned aerial vehicle (UAV) power system, comprising:

[0033] The data acquisition module is used to acquire the power condition data and reference propeller geometric parameters of the hydrogen-powered UAV, evaluate the rated cruise voltage of the power condition data, and obtain the corresponding rated operating voltage.

[0034] The calculation module is used to perform reverse calculation on the rated operating voltage based on the preset target rated speed to obtain the corresponding brushless motor constant and motor model;

[0035] The matching module is used to iteratively match the reference propeller geometric parameters based on the brushless motor constant to obtain the corresponding target propeller geometric parameters;

[0036] The module is used to construct a corresponding power system design scheme using the rated operating voltage, the brushless motor constant, the motor model, and the target propeller geometric parameters.

[0037] A third aspect of the present invention provides an electronic device, including a memory and a processor, wherein the memory stores a computer program, and when the computer program is executed by the processor, the processor performs the steps of the hydrogen-powered unmanned aerial vehicle power system design method described above.

[0038] The fourth aspect of the present invention provides a computer-readable storage medium having a computer program stored thereon, wherein the computer program, when executed, implements the hydrogen-powered unmanned aerial vehicle power system design method as described above.

[0039] The fifth aspect of the present invention provides a computer program product, the computer program product comprising a computer program stored on a non-transitory computer-readable storage medium, the computer program comprising program instructions, wherein, when the program instructions are executed by a computer, the computer performs the hydrogen-powered unmanned aerial vehicle power system design method as described above.

[0040] As can be seen from the above technical solutions, the present invention has the following advantages:

[0041] This invention acquires the power operating condition data and reference propeller geometry parameters of a hydrogen-powered UAV, evaluates the rated cruise voltage based on the power operating condition data to obtain the corresponding rated operating voltage, and performs reverse calculation on the rated operating voltage according to the preset target rated speed to obtain the corresponding brushless motor constant and motor model. Based on the brushless motor constant, the reference propeller geometry parameters are iteratively matched to obtain the corresponding target propeller geometry parameters. A corresponding power system design scheme is constructed using the rated operating voltage, brushless motor constant, motor model, and target propeller geometry parameters. This invention overcomes the technical problems of existing hydrogen-powered multi-rotor UAVs, which mainly use hydrogen fuel cells, high-power DC / DC voltage regulators, and auxiliary lithium batteries to form the power system. However, these systems increase the number of power link components (DC / DC modules, lithium batteries), introduce more single-point failure sources, and pose a risk of thermal breakdown of voltage regulator components under high-temperature and high-load conditions, significantly increasing the cost of UAV equipment replacement and maintenance. Compared with traditional hydrogen-powered drone power system design methods, this invention accurately estimates the appropriate rated operating voltage through power condition data, then reverse-calculates the rated operating voltage based on the preset target rated speed to obtain the brushless motor constant and motor model. Simultaneously, iteratively matches the reference propeller geometric parameters using the brushless motor constant to obtain the target propeller geometric parameters. Finally, the corresponding power system design scheme is constructed using the rated operating voltage, brushless motor constant, motor model, and target propeller geometric parameters. This significantly simplifies the power link components, reduces heat-generating failure points and easily worn parts, lowers the risk of thermal breakdown failure of equipment under high-temperature and high-load inspection scenarios, eliminates the need for frequent replacement of degraded compensation lithium batteries, significantly reduces the equipment's total life-cycle maintenance costs, and improves the reliability of drone operation. Attached Figure Description

[0042] To more clearly illustrate the technical solutions in the embodiments of the present invention or the prior art, the drawings used in the description of the embodiments or the prior art will be briefly introduced below. Obviously, the drawings described below are only some embodiments of the present invention. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0043] Figure 1 This is a flowchart illustrating the steps of a hydrogen-powered unmanned aerial vehicle (UAV) power system design method according to Embodiment 1 of the present invention.

[0044] Figure 2 This is a flowchart illustrating the steps of a hydrogen-powered unmanned aerial vehicle (UAV) power system design method according to Embodiment 2 of the present invention.

[0045] Figure 3This is a matching curve diagram of fuel cell output characteristics and propulsion load requirements provided in Embodiment 2 of the present invention;

[0046] Figure 4 This is a structural block diagram of a hydrogen-powered unmanned aerial vehicle (UAV) power system design system provided in Embodiment 3 of the present invention;

[0047] Figure 5 This is a structural block diagram of an electronic device provided in Embodiment 4 of the present invention. Detailed Implementation

[0048] This invention provides a design method, system, device, medium, and product for a hydrogen-powered unmanned aerial vehicle (UAV) power system. It addresses the technical problem that existing hydrogen-powered multi-rotor UAVs primarily use hydrogen fuel cells, high-power DC / DC converters, and auxiliary lithium batteries to form their power systems. However, the increased number of DC / DC modules and lithium batteries in the power chain introduces more single-point failure sources, and the voltage regulator components are at risk of thermal breakdown under high-temperature and high-load conditions, significantly increasing the cost of UAV equipment replacement and maintenance.

[0049] To make the objectives, technical solutions, and advantages of the embodiments of the present invention clearer, the technical solutions of the embodiments of the present invention will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of the present invention, not all embodiments. Based on the embodiments of the present invention, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of the present invention.

[0050] Please see Figure 1 , Figure 1 The flowchart illustrates the steps of a hydrogen-powered unmanned aerial vehicle (UAV) power system design method provided in Embodiment 1 of the present invention.

[0051] This invention provides a design method for a hydrogen-powered unmanned aerial vehicle (UAV) propulsion system, comprising:

[0052] Step 101: Obtain the power condition data and reference propeller geometry parameters of the hydrogen-powered UAV, evaluate the rated cruise voltage of the power condition data, and obtain the corresponding rated operating voltage.

[0053] Power condition data refers to the set of voltage response parameters exhibited by the fuel cell stack under different output current conditions, including activation overvoltage, ohmic loss overvoltage, concentration overvoltage, and the number of cells in series, which are used to characterize the dynamic output characteristics of the stack.

[0054] Rated operating voltage refers to the output voltage value of a fuel cell at its maximum stable and safe output power point, serving as the reference voltage for the design of hydrogen-powered drone power systems.

[0055] The reference propeller geometry parameters refer to the basic shape parameters of the propeller initially selected before the matching iteration, including propeller diameter, pitch, and blade shape. They are the hardware input conditions for simulating the peak current of the motor under full load, and will be iteratively adjusted according to the current threshold constraint of the fuel cell.

[0056] In this embodiment of the invention, the power operating data and reference propeller geometry parameters of the hydrogen-powered UAV are acquired. Each activation overvoltage is summed with its corresponding ohmic loss overvoltage and concentration overvoltage to obtain multiple first sums. Each reversible thermodynamic electromotive force is then differentiated from its corresponding first sum to obtain multiple first differences. Each first difference is multiplied by the number of battery cells connected in series to obtain multiple output voltages. Voltage polarization curves are plotted using each output voltage value as a function of current. The voltage value corresponding to the maximum stable and safe output power point is extracted from the voltage polarization curves as the corresponding rated operating voltage.

[0057] In another embodiment, power condition data and reference propeller geometry parameters of the hydrogen-powered UAV are acquired. The power condition data is then input into an output voltage function to obtain multiple output voltages. Voltage polarization curves are plotted using each output voltage value as a function of current. The voltage value corresponding to the maximum stable and safe output power point is extracted from the voltage polarization curves as the corresponding rated operating voltage.

[0058] It should be noted that the output voltage function is specifically as follows:

[0059] ;

[0060] in, For output voltage, This refers to the number of battery cells connected in series. It is a reversible thermodynamic electromotive force. To activate overvoltage, For ohmic loss overvoltage, This is concentration overvoltage.

[0061] It is worth mentioning that by evaluating the rated cruise voltage of the power operating data, the three types of electrochemical losses—activation overvoltage, ohmic loss overvoltage, and concentration overvoltage—were quantified and synthesized one by one. Finally, the voltage corresponding to the maximum stable and safe output power point was extracted from the voltage polarization curve as the rated operating voltage. This ensures that the voltage reference is not an empirical estimate, but a precise value strictly based on the actual output characteristics of the fuel cell stack. This provides a highly reliable input reference for subsequent motor reverse calculation and control strategy design, fundamentally guaranteeing the accuracy of the entire system matching.

[0062] Step 102: Perform reverse calculation of the rated operating voltage based on the preset target rated speed to obtain the corresponding brushless motor constant and motor model.

[0063] The target rated rotational speed refers to the target rotational speed of the propeller required for the UAV to maintain balanced flight under preset takeoff weight and cruise conditions. It is usually expressed in revolutions per minute (RPM) and is a core performance constraint indicator for motor selection.

[0064] The brushless motor constant refers to the no-load speed of a brushless motor driven by a DC voltage of RPM / V. It is a key parameter characterizing the linear relationship between motor speed and voltage, and its value determines the speed characteristics of the motor under the same voltage.

[0065] In this embodiment of the invention, the rated operating voltage and the preset target rated speed are input into a preset inverse calculation function to obtain the corresponding brushless motor constants. The brushless motor constants are then used to search a preset list of motor models to match the corresponding motor model.

[0066] It should be noted that the inverse solution function is specifically as follows:

[0067] ;

[0068] in, For brushless motor constants, For the target rated speed, Rated operating voltage This refers to the nominal duty cycle during cruise.

[0069] It is worth mentioning that in traditional solutions, the determination of brushless motor constants often follows empirical selection or coarse matching based on a fixed voltage level. After selection, DC / DC regulation is still needed to compensate for voltage mismatch deviations. In contrast, this application uses a preset target rated speed to perform inverse calculation of the rated operating voltage to obtain the corresponding brushless motor constants and motor model. This ensures that the intrinsic speed-voltage characteristics of the selected motor strictly correspond to the actual output capability of the fuel cell stack in mathematics, thus achieving natural coupling of electrical characteristics at the hardware level. No subsequent power electronic conversion compensation and adjustment are required, fundamentally eliminating voltage adaptation redundancy in traditional matching.

[0070] Step 103: Iteratively match the reference propeller geometric parameters based on the brushless motor constant to obtain the corresponding target propeller geometric parameters.

[0071] The target propeller geometry parameters refer to the final design parameters of the propeller, which, after multiple rounds of iterative corrections, can ensure that the peak current under extreme full load is lower than the safe current threshold of the fuel cell. These parameters include the determined propeller diameter, pitch, and blade profile, thus achieving hardware-level load current limiting protection.

[0072] In this embodiment of the invention, the brushless motor constant and the reference propeller geometric parameters are input into a preset motor-propeller load coupling simulation model. The instantaneous peak current drawn by the motor when the fuel cell is in an open-circuit or light-load high-pressure state and the throttle is fully open is simulated and calculated as the full-load peak current. The full-load peak current is compared with a preset current threshold. If the full-load peak current is greater than or equal to the current threshold, it indicates that the current propeller load is too heavy. The propeller diameter or pitch needs to be gradually reduced according to a preset adjustment strategy to reduce the load torque, thereby obtaining new reference propeller geometric parameters. Then, the process jumps to the step of inputting the brushless motor constant and the reference propeller geometric parameters into the preset motor-propeller load coupling simulation model to obtain the corresponding full-load peak current. If the full-load peak current is less than the current threshold, it is determined that the current propeller geometric parameters meet the safety boundary constraints, and the reference propeller geometric parameters are determined as the target propeller geometric parameters.

[0073] It is worth mentioning that traditional UAV power systems rely on software current limiting of electronic speed controllers or hardware fuses for overcurrent protection, which is a passive response protection method with delayed response and the risk of failure. This application, however, uses the maximum allowable transient pump-load current (i.e., current threshold) of the fuel cell stack as a hard criterion for propeller iterative convergence, clamping the peak current within a safe range from the load source. Once the propeller geometry is determined, its aerodynamic load characteristics are physically locked. Regardless of how the flight controller operates the throttle, the current that the motor can draw at the fuel cell's highest output voltage cannot exceed this threshold, achieving true "load self-limiting" hardware protection. This physically eliminates the risks of fuel starvation and membrane electrode erosion, significantly improving the system's survivability under extreme operating conditions.

[0074] Step 104: Construct the corresponding power system design scheme using the rated operating voltage, brushless motor constant, motor model, and target propeller geometric parameters.

[0075] In this embodiment of the invention, the rated operating voltage is input into a preset duty cycle mapping model to obtain a corresponding target duty cycle mapping model. The target duty cycle mapping model is coupled with a preset smoothing filter block to obtain a corresponding duty cycle limiting model. Using the duty cycle limiting model as the core control strategy, a corresponding power system design scheme is constructed by combining the brushless motor constants, motor model, and target propeller geometric parameters.

[0076] It should be noted that the power system design completely abandons the traditional hardware DC / DC voltage regulator and auxiliary lithium battery, achieving extreme lightweighting and efficient energy transmission of the power link.

[0077] It is worth mentioning that by constructing the corresponding power system design scheme using the rated operating voltage, brushless motor constant, motor model, and target propeller geometry parameters, the rated operating voltage and brushless motor constant jointly establish the hardware baseline for electrical matching, the target propeller geometry parameters lock the physical boundary of the upper current limit, and the duty cycle limiting model is responsible for smoothing fuel cell voltage fluctuations at the software level. The functional interfaces of the hardware and software layers are clear and distinct, do not interfere with each other, and complement each other, allowing power system commissioning, fault diagnosis, and performance upgrades to be carried out independently, significantly reducing the complexity of engineering maintenance.

[0078] In this embodiment of the invention, by acquiring the power operating condition data and reference propeller geometric parameters of the hydrogen-powered UAV, the rated cruise voltage is evaluated on the power operating condition data to obtain the corresponding rated operating voltage. Based on a preset target rated speed, the rated operating voltage is calculated in reverse to obtain the corresponding brushless motor constant and motor model. The reference propeller geometric parameters are iteratively matched based on the brushless motor constant to obtain the corresponding target propeller geometric parameters. The corresponding power system design scheme is constructed using the rated operating voltage, brushless motor constant, motor model, and target propeller geometric parameters. This overcomes the technical problems of existing hydrogen-powered multi-rotor UAVs, which mainly use hydrogen fuel cells, high-power DC / DC voltage regulators, and auxiliary lithium batteries to form the power system. However, the increased number of DC / DC modules and lithium batteries in the power link introduces more single-point failure sources, and the voltage regulator components are at risk of thermal breakdown under high-temperature and high-load conditions, significantly increasing the cost of UAV equipment replacement and maintenance. Compared with traditional hydrogen-powered drone power system design methods, this invention accurately estimates the appropriate rated operating voltage through power condition data, then reverse-calculates the rated operating voltage based on the preset target rated speed to obtain the brushless motor constant and motor model. Simultaneously, iteratively matches the reference propeller geometric parameters using the brushless motor constant to obtain the target propeller geometric parameters. Finally, the corresponding power system design scheme is constructed using the rated operating voltage, brushless motor constant, motor model, and target propeller geometric parameters. This significantly simplifies the power link components, reduces heat-generating failure points and easily worn parts, lowers the risk of thermal breakdown failure of equipment under high-temperature and high-load inspection scenarios, eliminates the need for frequent replacement of degraded compensation lithium batteries, significantly reduces the equipment's total life-cycle maintenance costs, and improves the reliability of drone operation.

[0079] Please see Figure 2 , Figure 2 This is a flowchart illustrating the steps of a hydrogen-powered unmanned aerial vehicle (UAV) power system design method provided in Embodiment 2 of the present invention.

[0080] This invention provides a design method for a hydrogen-powered unmanned aerial vehicle (UAV) propulsion system, comprising:

[0081] Step 201: Obtain the power condition data and reference propeller geometry parameters of the hydrogen-powered UAV, evaluate the rated cruise voltage of the power condition data, and obtain the corresponding rated operating voltage.

[0082] Furthermore, the power condition data includes multiple activation overvoltages, multiple ohmic loss overvoltages, multiple concentration overvoltages, multiple reversible thermodynamic electromotive forces, and the number of battery cells in series. Step 201 includes the following sub-steps:

[0083] S11. Each activation overvoltage is summed with the corresponding ohmic loss overvoltage and concentration overvoltage to obtain multiple first sum values.

[0084] Activation overvoltage refers to the voltage loss caused by the deviation of the actual electrode potential from the reversible potential during the electrochemical reaction of a fuel cell due to the limited electrochemical reaction rate on the electrode surface and the kinetic resistance of the charge transfer process. Its value is particularly significant in the low current density range and is mainly affected by catalyst activity, electrode microstructure and reaction temperature.

[0085] Ohmic loss overvoltage refers to the voltage drop caused by resistance when the operating current of a fuel cell passes through various conductive components and ion-conducting media. Its components include the ion resistance of the proton exchange membrane, the contact resistance of the gas diffusion layer, and the bulk resistance of the bipolar plates and end plates. This loss is approximately linearly proportional to the output current.

[0086] Concentration overvoltage refers to the voltage loss caused by the reduced concentration of reactants on the electrode surface when the transport rate of reactant gas in the porous gas diffusion layer cannot meet the consumption rate of electrochemical reaction under high current density conditions. It reflects the mass transfer limit of the fuel cell stack under high load.

[0087] The first sum refers to the value obtained by algebraically summing the three losses—activation overvoltage, ohmic loss overvoltage, and concentration overvoltage—under the same operating condition. It represents the total internal voltage loss of the fuel cell stack under that operating condition.

[0088] In this embodiment of the invention, the sum of activation overvoltage, ohmic loss overvoltage and concentration overvoltage at each operating point is calculated to obtain multiple first sums.

[0089] S12. Perform difference processing on each reversible thermodynamic electromotive force and the corresponding first sum value to obtain multiple first difference values.

[0090] The reversible thermodynamic electromotive force refers to the theoretical maximum terminal voltage of a fuel cell obtained by electrochemical conversion of the chemical free energy changes of hydrogen and oxygen under ideal thermodynamic reversible conditions. It serves as the upper limit benchmark for the actual output voltage of the fuel cell stack. Its value is determined by the reaction temperature, reactant partial pressure, and product state through the Nernst equation and is not affected by the actual operating current.

[0091] The first difference refers to the voltage difference obtained by subtracting the reversible thermodynamic electromotive force at the same operating point from the corresponding first sum. It characterizes the actual output voltage of the fuel cell cell at that operating point after deducting all internal irreversible losses.

[0092] In this embodiment of the invention, the difference between the reversible thermodynamic electromotive force and the first sum at each operating point is calculated to obtain multiple first differences.

[0093] S13. Multiply each first difference by the number of battery cells connected in series to obtain multiple output voltages.

[0094] The number of cells connected in series refers to the number of individual cells in a fuel cell stack that are connected in series. Since the current of each individual cell is equal and the voltage is superimposed when connected in series, the total output voltage of the entire stack is equal to the product of the output voltage of a single individual cell and the number of cells connected in series.

[0095] Output voltage refers to the DC bus voltage value that can be measured at the external output terminals of the fuel cell stack under specific current output conditions, after deducting all internal irreversible losses such as activation overvoltage, ohmic loss overvoltage, and concentration overvoltage. It is the final representation of the actual power supply capability of the power system to the downstream power load.

[0096] In this embodiment of the invention, the multiplication between each first difference and the number of battery cells connected in series is calculated to obtain multiple output voltages.

[0097] S14. Construct the corresponding voltage polarization curve using each output voltage, and extract the maximum stable voltage of the voltage polarization curve as the corresponding rated operating voltage.

[0098] The voltage polarization curve refers to a function curve plotted with the fuel cell output current as the abscissa and the actual output voltage as the ordinate. It comprehensively reflects the superposition effect of three types of polarization losses in the fuel cell stack under different load conditions: activation overvoltage, ohmic loss overvoltage, and concentration overvoltage.

[0099] In this embodiment of the invention, the output current at each operating point is used as the abscissa and the corresponding output voltage as the ordinate. Each data point is sequentially marked in the coordinate system and connected by a smooth curve to construct a voltage polarization curve reflecting the full-condition output characteristics of the UAV fuel cell stack. The point of maximum stable and safe output power (i.e., the operating point where the stack output power (product of voltage and current) reaches its maximum value but is still within the safe thermal management boundary) is located on the voltage polarization curve, and the voltage value corresponding to this point is extracted as the rated operating voltage.

[0100] It should be noted that the maximum stable safe output power point refers to the point on the voltage polarization curve where the stack output power (the product of voltage and current) reaches its extreme value and the corresponding operating condition is within the safe operating boundary of the stack. This point takes into account both energy output efficiency and system life reliability, and its voltage value is selected as the rated operating voltage of the system.

[0101] It is worth mentioning that the output voltage at each operating point is determined by various activation overvoltages, ohmic loss overvoltages, concentration overvoltages, reversible thermodynamic electromotive forces, and the number of cells in series. Then, a complete voltage polarization curve is plotted using each output voltage, and the maximum stable voltage of the voltage polarization curve is extracted as the corresponding rated operating voltage. Compared with the crude selection method of directly selecting the stack open-circuit voltage and rated nominal voltage, this method can accurately distinguish the proportion of various losses under different load currents, which is in line with the true discharge characteristics of the fuel cell's "soft output". This avoids the matching imbalance problem caused by selecting the rated voltage too high or too low from the source. The polarization curve plotted after accurately quantifying the output voltage of the entire range can intuitively locate the safe operating range with stable power, controllable instantaneous current, and no sharp drop in concentration loss. The rated operating voltage determined in this way can not only ensure that the fuel cell can continuously output efficient and stable power during the drone's cruise phase, but also reserve a margin for load fluctuations to prevent the stack from quickly entering the high-loss and high-current range when the flight attitude changes or when there is a sudden wind disturbance.

[0102] Step 202: Perform reverse calculation of the rated operating voltage based on the preset target rated speed to obtain the corresponding brushless motor constant and motor model.

[0103] Further, step 202 includes the following sub-steps:

[0104] S21. Multiply the rated operating voltage by the preset cruise nominal duty cycle to obtain the corresponding first multiplication value.

[0105] The nominal duty cycle of cruise refers to the default PWM or Dshot signal duty cycle value preset by the electronic speed controller (ESC) during the cruise flight of the UAV. It is usually in the range of 65% to 75%. This value takes into account the average drive voltage required to maintain the target speed and the voltage margin required for attitude adjustment and wind resistance. It is a key proportional coefficient connecting the bus voltage and the effective drive voltage of the motor.

[0106] The first multiplier value refers to the product obtained by multiplying the rated operating voltage by the nominal cruise duty cycle. Its physical meaning is the equivalent average voltage actually output by the electronic speed controller to the brushless motor windings under the cruise duty cycle. This value is between the bus voltage and zero voltage.

[0107] In this embodiment of the invention, the multiplication between the rated operating voltage and the preset cruise nominal duty cycle is calculated to obtain the corresponding first multiplication value.

[0108] S22. Ratio the preset target rated speed with the first multiplier to obtain the corresponding brushless motor constant.

[0109] In this embodiment of the invention, the ratio between the preset target rated speed and the first multiplier is calculated to obtain the corresponding brushless motor constant.

[0110] It is worth mentioning that the logic of comparing the preset target rated speed with the first multiplier is as follows: since the system has removed the hardware DC / DC voltage regulator module, the bus voltage is directly determined by the polarization characteristics of the fuel cell and cannot be arbitrarily adjusted. The cruising speed is also rigidly constrained by the aerodynamic balancing requirements of the whole machine. Both of these factors together determine that the brushless motor constant of the selected motor must fall precisely on the value determined by this ratio in order to achieve a natural match between voltage and speed without relying on additional voltage regulation methods. This ensures that the motor accurately reaches the target cruising speed at the nominal duty cycle and completes the electrical drivetrain matching under steady-state conditions.

[0111] S23. Use the brushless motor constant to search the preset list of motor models and match the corresponding motor model.

[0112] The motor model list refers to a standardized brushless motor product parameter database pre-installed in the design system. It contains complete technical specifications for each model of motor, such as brushless motor constants, applicable voltage range, rated power, maximum continuous current, peak current, internal resistance, no-load current, weight, and installation dimensions, serving as the basis for motor selection.

[0113] In this embodiment of the invention, a preset list of motor models is retrieved using brushless motor constants to match the corresponding motor model. For example, motor models whose brushless motor constants are exactly the same as the target value are prioritized for retrieval. If no exact match is found, the nearest motor model whose brushless motor constant deviation is within an acceptable tolerance range is selected. At the same time, it is verified whether the rated voltage range of the motor model covers the rated operating voltage of the fuel cell, whether the maximum continuous current meets the cruise power requirements, and whether the peak current exceeds the transient allowable limit of the fuel cell stack. After comprehensive evaluation, the optimal motor model that meets all electrical constraints is output.

[0114] It is worth mentioning that, based on the rated operating voltage, the corresponding brushless motor constant is determined by combining the preset nominal cruise duty cycle and the preset target rated speed, and then the corresponding motor model is matched according to the brushless motor constant. Unlike the traditional forward design approach of selecting the motor first and then adapting it to the fuel cell, this approach achieves a reverse matching logic that prioritizes the output characteristics of the fuel cell stack and passively adapts the motor. This ensures that the operating points of the fuel cell and the motor are completely aligned under steady-state cruise conditions from the source, avoiding arbitrary motor selection that could lead to excessive peak current under extreme conditions, reducing the risk of fuel cell fuel starvation and membrane electrode damage. The standardized motor model search process can also avoid the bias of manual selection experience, realizing automated matching of motors for hydrogen-powered drones of different power levels, and improving the versatility and design consistency of the solution.

[0115] Step 203: Iteratively match the reference propeller geometric parameters based on the brushless motor constant to obtain the corresponding target propeller geometric parameters.

[0116] Furthermore, step 203 includes the following sub-steps:

[0117] S31. Input the brushless motor constant and the reference propeller geometric parameters into the preset motor-propeller load coupling simulation model to obtain the corresponding full-load peak current.

[0118] The motor-propeller load coupling simulation model refers to a joint numerical calculation model that integrates the electromagnetic torque characteristics of a brushless motor and the aerodynamic drag characteristics of a propeller. It can quantitatively predict the output speed, load torque, and corresponding bus input current of the motor under different terminal voltage and throttle conditions based on input parameters such as the brushless motor constant, propeller diameter, pitch, and blade profile.

[0119] Full-load peak current refers to the instantaneous maximum value of the bus input current when the fuel cell stack is in an open-circuit or light-load high-voltage state and the electronic speed governor outputs 100% throttle duty cycle, and the motor drives the propeller to reach the highest speed under that voltage. This value is a key safety indicator for measuring the maximum impact strength of the power system on the fuel cell stack.

[0120] It should be noted that the reference propeller geometric parameters include propeller diameter, pitch, and blade profile. Propeller diameter refers to the diameter of the circular trajectory swept by the propeller tip during rotation. It is a core geometric parameter determining the disk area and thrust generation capability; a larger diameter results in greater thrust per unit speed, but also increases rotational inertia and aerodynamic drag, leading to a non-linear increase in motor torque requirements. Pitch refers to the theoretical distance the propeller propels axially in one revolution under ideal no-slip conditions. Geometrically, it characterizes the installation angle of the blade relative to the plane of rotation. A larger pitch results in a larger angle of attack, improving propulsion efficiency but simultaneously increasing the required drive torque. It is a key adjustable parameter for adjusting load torque. Blade profile refers to the geometric profile characteristics of the propeller blade cross-section, including airfoil camber, thickness distribution, chord length, and twist angle distribution along the blade span. It directly affects the pressure distribution and lift-to-drag ratio characteristics when airflow passes over the blade surface, and is an important detailed design parameter determining propeller aerodynamic efficiency and stall boundary.

[0121] In this embodiment of the invention, the brushless motor constant and the reference propeller geometric parameters are input into a preset motor-propeller load coupling simulation model. The motor-propeller load coupling simulation model integrates the motor electromagnetic torque equation and the propeller aerodynamic drag torque equation. Based on the input brushless motor constant, propeller diameter, pitch and blade profile, it can simulate the load torque faced by the motor driving the propeller to rotate when the fuel cell is in an open circuit or light load high voltage state and the throttle command is fully open. Then, it can reverse the current value drawn by the motor from the DC bus under this torque and finally output the full load peak current corresponding to this extreme working condition.

[0122] It is worth mentioning that the physical essence of the simulation calculation of the motor-propeller load coupling simulation model is that when the fuel cell voltage is at a high no-load level and the throttle is fully open, the motor terminal voltage reaches its maximum. The propeller generates the maximum aerodynamic drag torque at high speed. The motor needs to output a corresponding electromagnetic torque to balance this drag torque. Since the electromagnetic torque is proportional to the input current, this operating condition represents the maximum boundary case of the motor drawing current from the fuel cell bus in the entire flight envelope.

[0123] S32. When the full-load peak current is greater than or equal to the preset current threshold, the reference propeller geometry parameters are adjusted based on the preset adjustment strategy, and the process jumps to execute the step of inputting the brushless motor constant and the reference propeller geometry parameters into the preset motor-propeller load coupling simulation model to obtain the corresponding full-load peak current.

[0124] The current threshold refers to the maximum transient safe discharge current limit set by the fuel cell stack manufacturer based on the characteristics of the membrane electrode material, thermal management capabilities, and the response speed of the gas supply system. It is a key boundary parameter that protects the stack from overcurrent surges and irreversible damage.

[0125] The adjustment strategy refers to the orderly operating rules of adjusting load characteristics by gradually changing the propeller geometry parameters. It usually includes decreasing the propeller diameter by a fixed step or reducing the pitch proportionally to achieve successive convergence adjustment of the load torque.

[0126] In this embodiment of the invention, when the full-load peak current is greater than or equal to a preset current threshold, it indicates that the load characteristics corresponding to the current reference propeller geometry are too heavy, which will pose an overcurrent impact risk to the fuel cell stack under the high-pressure full-throttle condition. Based on the preset adjustment strategy, the reference propeller geometry is adjusted, and the process jumps to the step of inputting the brushless motor constant and the reference propeller geometry into the preset motor-propeller load coupling simulation model to obtain the corresponding full-load peak current.

[0127] S33. When the full-load peak current is less than the current threshold, the reference propeller geometry parameters are determined as the target propeller geometry parameters.

[0128] In this embodiment of the invention, when the full-load peak current is less than the current threshold, it is determined that the currently used propeller geometry parameters have met the safe power supply boundary constraints of the fuel cell stack. The reference propeller geometry parameters are then determined as the target propeller geometry parameters.

[0129] It is worth mentioning that the safety power supply boundary constraint means that the output current of the fuel cell stack must not exceed the maximum safe discharge current limit allowed by the stack itself under any transient operating condition.

[0130] It is worth mentioning that by using the upper limit of the current withstand capability (current threshold) of the fuel cell stack as a hard hardware constraint, the worst flight conditions of open-circuit high voltage and full throttle are reproduced in advance during the simulation stage. This cuts off the ultra-large instantaneous load extraction path from the hardware source, completely avoiding the failure risks of fuel starvation and irreversible ablation of the membrane electrode assembly. By integrating the electrical characteristics of the motor and the aerodynamic load characteristics of the propeller through the motor-propeller load coupling simulation model, the parameter optimization is completed by digital iteration without the need for multiple physical propeller manufacturing and flight test. This significantly reduces the material and time costs of prototype manufacturing and field testing, and shortens the development cycle of the entire power system. The standardized iterative adjustment strategy is adopted to uniformly constrain the three core geometric parameters of propeller diameter, pitch, and blade shape. This abandons the traditional extensive mode of selecting blades based solely on design experience, ensuring that different models and power levels of hydrogen-powered UAVs can form a unified and compliant blade matching standard, improving the versatility of the solution.

[0131] Step 204: Input the rated operating voltage into the preset duty cycle mapping model to obtain the corresponding target duty cycle mapping model.

[0132] In this embodiment of the invention, the rated operating voltage is used as a reference constant input to a preset duty cycle mapping model to obtain the corresponding target duty cycle mapping model.

[0133] It should be noted that the target duty cycle mapping model is as follows:

[0134] ;

[0135] in, This represents the maximum permissible duty cycle under the current operating conditions. Rated operating voltage This represents the real-time bus voltage.

[0136] Step 205: Couple the target duty cycle mapping model with the preset smoothing filter block to obtain the corresponding duty cycle limiting model.

[0137] A smoothing filter block refers to a digital signal processing module embedded in the control algorithm link. It is usually implemented using a low-pass filter or slope limiter to suppress the rate of change of the input duty cycle limiting command, eliminate high-frequency components caused by bus voltage noise or sudden changes in the mapping function, and keep the control signal output to the electronic speed controller smooth and continuous.

[0138] The duty cycle limiting model refers to a complete algorithm module consisting of a target duty cycle mapping model and a smoothing filter block cascaded and coupled. Its input is connected to the real-time bus voltage and throttle command, and its output is the final duty cycle control value after dynamic limiting and smoothing. It is the core execution link for realizing software virtual voltage regulation.

[0139] In this embodiment of the invention, the target duty cycle mapping model and the preset smoothing filter block are cascaded and coupled to obtain the corresponding duty cycle limiting model.

[0140] Step 206: Construct the corresponding power system design scheme using the duty cycle limiting model, brushless motor constant, motor model and target propeller geometric parameters.

[0141] In this embodiment of the invention, the duty cycle limiting model is used as the core control strategy module of the power system. It is responsible for dynamically adjusting the maximum output duty cycle of the electronic speed governor when the fuel cell bus voltage fluctuates, achieving virtual voltage regulation at the software level. The brushless motor constant and motor model are used as the electrical selection criteria for the actuators, ensuring that the motor can naturally match the target cruise speed under rated voltage and nominal duty cycle. The target propeller geometry parameters are used as hardware constraints at the load end, ensuring that the peak current of the fuel cell stack remains below the safety threshold under extreme operating conditions. By integrating the above four elements at the system level, the corresponding power system design scheme is achieved.

[0142] It is worth mentioning that by constructing the corresponding power system design scheme based on the duty cycle limiting model, brushless motor constant, motor model and target propeller geometry parameters, the high-power hardware DC / DC voltage regulator and its supporting heat dissipation components required in the traditional architecture are completely eliminated. At the same time, the auxiliary lithium battery pack used for dynamic power compensation is also removed. The number of hardware components in the power link is greatly reduced, the dead weight of the system is significantly reduced, and the UAV can obtain a longer endurance or stronger operational capability under the same takeoff weight constraint.

[0143] It is worth mentioning that the complete matching relationship between the fuel cell stack output characteristics and load demand characteristics under different current conditions is as follows: Figure 3 As shown. Figure 3 With the bus current as the horizontal axis sequence, the actual output voltage of the fuel cell polarization curve at each current point, the aerodynamic demand voltage of the motor and propeller under full load, the aerodynamic demand voltage of the motor and propeller under cruise, and the cruise rated matching point voltage, the full load limit point voltage, and the maximum protection power supply voltage determined from these are presented in parallel. By jointly analyzing the above data, the operating status of the power system in different load ranges can be clearly identified: In the light load and low current range, the fuel cell output voltage is significantly higher than the aerodynamic demand voltage, and the system has sufficient voltage margin; as the current increases to near the cruise condition, the fuel cell output voltage gradually decreases, while the aerodynamic demand voltage increases with the speed, and the two tend to converge at the cruise rated matching point. At this time, the fuel cell can directly meet the voltage and power supply required by the motor to maintain the cruise speed without the need for any hardware DC / DC voltage regulation; when the current continues to increase to the full load condition, the fuel cell output voltage and the full load aerodynamic demand voltage converge again at the full load limit point. The current value corresponding to this limit point is verified to be strictly lower than the safe current threshold corresponding to the maximum protection power supply voltage, indicating that the peak current under extreme conditions has been locked within the safe power supply boundary of the fuel cell stack through the preceding propeller iterative matching. Therefore, Figure 3 The data fully verifies the feasibility and safety of the hydrogen-powered UAV power system design proposed in this invention across the entire operating range. Specifically, the fuel cell polarization curve covers the effective intersection of the two aerodynamic demand trajectories of cruising and full load, and the full load limit point is always below the safety threshold, achieving stable and reliable direct drive under hardware without DC / DC conditions.

[0144] In this embodiment of the invention, by acquiring the power operating condition data and reference propeller geometric parameters of the hydrogen-powered UAV, the rated cruise voltage is evaluated on the power operating condition data to obtain the corresponding rated operating voltage. Based on a preset target rated speed, the rated operating voltage is calculated in reverse to obtain the corresponding brushless motor constant and motor model. The reference propeller geometric parameters are iteratively matched based on the brushless motor constant to obtain the corresponding target propeller geometric parameters. The corresponding power system design scheme is constructed using the rated operating voltage, brushless motor constant, motor model, and target propeller geometric parameters. This overcomes the technical problems of existing hydrogen-powered multi-rotor UAVs, which mainly use hydrogen fuel cells, high-power DC / DC voltage regulators, and auxiliary lithium batteries to form the power system. However, the increased number of DC / DC modules and lithium batteries in the power link introduces more single-point failure sources, and the voltage regulator components are at risk of thermal breakdown under high-temperature and high-load conditions, significantly increasing the cost of UAV equipment replacement and maintenance. Compared with traditional hydrogen-powered drone power system design methods, this invention accurately estimates the appropriate rated operating voltage through power condition data, then reverse-calculates the rated operating voltage based on the preset target rated speed to obtain the brushless motor constant and motor model. Simultaneously, iteratively matches the reference propeller geometric parameters using the brushless motor constant to obtain the target propeller geometric parameters. Finally, the corresponding power system design scheme is constructed using the rated operating voltage, brushless motor constant, motor model, and target propeller geometric parameters. This significantly simplifies the power link components, reduces heat-generating failure points and easily worn parts, lowers the risk of thermal breakdown failure of equipment under high-temperature and high-load inspection scenarios, eliminates the need for frequent replacement of degraded compensation lithium batteries, significantly reduces the equipment's total life-cycle maintenance costs, and improves the reliability of drone operation.

[0145] Please see Figure 4 , Figure 4 This is a structural block diagram of a hydrogen-powered unmanned aerial vehicle (UAV) power system design system provided in Embodiment 3 of the present invention.

[0146] This invention provides a design system for a hydrogen-powered unmanned aerial vehicle (UAV) propulsion system, comprising:

[0147] The acquisition module 301 is used to acquire the power condition data and reference propeller geometric parameters of the hydrogen-powered UAV, evaluate the rated cruise voltage of the power condition data, and obtain the corresponding rated operating voltage.

[0148] The calculation module 302 is used to perform reverse calculation of the rated operating voltage based on the preset target rated speed to obtain the corresponding brushless motor constant and motor model.

[0149] The matching module 303 is used to iteratively match the reference propeller geometric parameters based on the brushless motor constant to obtain the corresponding target propeller geometric parameters.

[0150] Module 304 is used to construct the corresponding power system design scheme using the rated operating voltage, brushless motor constant, motor model and target propeller geometry parameters.

[0151] Furthermore, the power condition data includes multiple activation overvoltages, multiple ohmic loss overvoltages, multiple concentration overvoltages, multiple reversible thermodynamic electromotive forces, and the number of battery cells in series. The acquisition module 301 includes:

[0152] The output voltage submodule is used to sum each activation overvoltage with the corresponding ohmic loss overvoltage and concentration overvoltage to obtain multiple first sum values.

[0153] Each reversible thermodynamic electromotive force is subtracted from its corresponding first sum to obtain multiple first differences.

[0154] Each first difference is multiplied by the number of battery cells connected in series to obtain multiple output voltages;

[0155] The calibration submodule is used to construct the corresponding voltage polarization curve using each output voltage, and extract the maximum stable voltage of the voltage polarization curve as the corresponding rated operating voltage.

[0156] Furthermore, the solution module 302 includes:

[0157] The first calculation submodule is used to multiply the rated operating voltage by the preset cruise nominal duty cycle to obtain the corresponding first multiplication value;

[0158] The second calculation submodule is used to process the ratio of the preset target rated speed with the first multiplication value to obtain the corresponding brushless motor constant.

[0159] The third solution module is used to retrieve a preset list of motor models using brushless motor constants and match the corresponding motor model.

[0160] Furthermore, the matching module 303 includes:

[0161] The first matching submodule is used to input the brushless motor constant and the reference propeller geometric parameters into the preset motor-propeller load coupling simulation model to obtain the corresponding full-load peak current.

[0162] The second matching submodule is used to adjust the reference propeller geometry parameters based on a preset adjustment strategy when the full-load peak current is greater than or equal to a preset current threshold, and then jump to execute the step of inputting the brushless motor constant and the reference propeller geometry parameters into a preset motor-propeller load coupling simulation model to obtain the corresponding full-load peak current.

[0163] When the full-load peak current is less than the current threshold, the reference propeller geometry parameters are determined as the target propeller geometry parameters.

[0164] Furthermore, module 304 is constructed, including:

[0165] The mapping submodule is used to input the rated operating voltage into a preset duty cycle mapping model to obtain the corresponding target duty cycle mapping model;

[0166] The coupling submodule is used to couple the target duty cycle mapping model with the preset smoothing filter block to obtain the corresponding duty cycle limiting model.

[0167] The submodule is used to construct the corresponding power system design scheme using the duty cycle limiting model, brushless motor constants, motor model and target propeller geometry parameters.

[0168] Furthermore, the reference propeller geometry parameters include propeller diameter, pitch, and blade profile.

[0169] Please see Figure 5 , Figure 5 This is a structural block diagram of an electronic device provided in Embodiment 4 of the present invention.

[0170] An electronic device according to an embodiment of the present invention includes: a memory 401 and a processor 402. The memory 401 stores a computer program. When the computer program is executed by the processor 402, the processor 402 executes the hydrogen-powered drone power system design method as described in any of the above embodiments.

[0171] Memory 401 may be an electronic memory such as flash memory, EEPROM (Electrically Erasable Programmable Read-Only Memory), EPROM, hard disk, or ROM. Memory 401 has storage space 403 for program code 413 for performing any of the method steps described above. For example, storage space 403 for program code may include individual program codes 413 for implementing the various steps in the methods described above. This program code may be read from or written to one or more computer program products. These computer program products include program code carriers such as hard disks, CDs, memory cards, or floppy disks. The program code may be compressed, for example, in a suitable form. When run by a computing processing device, this code causes the computing processing device to perform the various steps in the methods described above. This program code may be read from or written to one or more computer program products. These computer program products include program code carriers such as hard disks, CDs, memory cards, or floppy disks. The program code may be compressed, for example, in a suitable form. When this code is run by a computing device, it causes the computing device to perform the various steps in the hydrogen-powered drone propulsion system design method described above.

[0172] Embodiment 5 of the present invention also provides a computer-readable storage medium having a computer program stored thereon, which, when executed by a processor, implements the hydrogen-powered unmanned aerial vehicle power system design method as described in any of the above embodiments.

[0173] Embodiment 6 of the present invention also provides a computer program product, which includes a computer program stored on a non-transitory computer-readable storage medium. The computer program includes program instructions, wherein when the program instructions are executed by a computer, the computer performs the hydrogen-powered unmanned aerial vehicle power system design method as described in any of the above embodiments.

[0174] Those skilled in the art will clearly understand that, for the sake of convenience and brevity, the specific working processes of the systems, devices, and units described above can be referred to the corresponding processes in the foregoing method embodiments, and will not be repeated here.

[0175] In the several embodiments provided in this application, it should be understood that the disclosed systems, apparatuses, and methods can be implemented in other ways. For example, the apparatus embodiments described above are merely illustrative; for instance, the division of units is only a logical functional division, and in actual implementation, there may be other division methods. For example, multiple units or components may be combined or integrated into another system, or some features may be ignored or not executed. Furthermore, the coupling or direct coupling or communication connection shown or discussed may be through some interfaces, or indirect coupling or communication connection between apparatuses or units, and may be electrical, mechanical, or other forms.

[0176] The units described as separate components may or may not be physically separate. The components shown as units may or may not be physical units; that is, they may be located in one place or distributed across multiple network units. Some or all of the units can be selected to achieve the purpose of this embodiment according to actual needs.

[0177] Furthermore, the functional units in the various embodiments of the present invention can be integrated into one processing unit, or each unit can exist physically separately, or two or more units can be integrated into one unit. The integrated unit can be implemented in hardware or as a software functional unit.

[0178] If the integrated unit is implemented as a software functional unit and sold or used as an independent product, it can be stored in a computer-readable storage medium. Based on this understanding, the technical solution of the present invention, in essence, or the part that contributes to the prior art, or all or part of the technical solution, can be embodied in the form of a software product. This computer software product is stored in a storage medium and includes several instructions to cause a computer device (which may be a personal computer, server, or network device, etc.) to execute all or part of the steps of the methods of the various embodiments of the present invention. The aforementioned storage medium includes various media capable of storing program code, such as USB flash drives, portable hard drives, read-only memory (ROM), random access memory (RAM), magnetic disks, or optical disks.

[0179] The above embodiments are only used to illustrate the technical solutions of the present invention, and are not intended to limit it. Although the present invention has been described in detail with reference to the foregoing embodiments, those skilled in the art should understand that modifications can still be made to the technical solutions described in the foregoing embodiments, or equivalent substitutions can be made to some of the technical features. Such modifications or substitutions do not cause the essence of the corresponding technical solutions to deviate from the spirit and scope of the technical solutions of the embodiments of the present invention.

Claims

1. A design method for a hydrogen-powered unmanned aerial vehicle (UAV) propulsion system, characterized in that, include: The power operating condition data and reference propeller geometry parameters of the hydrogen-powered drone are obtained, and the rated cruise voltage is evaluated on the power operating condition data to obtain the corresponding rated operating voltage. The rated operating voltage is calculated in reverse based on the preset target rated speed to obtain the corresponding brushless motor constant and motor model. The reference propeller geometric parameters are iteratively matched based on the brushless motor constant to obtain the corresponding target propeller geometric parameters. The corresponding power system design scheme is constructed using the rated operating voltage, the brushless motor constant, the motor model, and the target propeller geometric parameters.

2. The design method for a hydrogen-powered unmanned aerial vehicle power system according to claim 1, characterized in that, The power operating condition data includes multiple activation overvoltages, multiple ohmic loss overvoltages, multiple concentration overvoltages, multiple reversible thermodynamic electromotive forces, and the number of battery cells in series. The step of evaluating the rated cruise voltage based on the power operating condition data to obtain the corresponding rated operating voltage includes: Each activation overvoltage is summed with its corresponding ohmic loss overvoltage and concentration overvoltage to obtain multiple first sum values. Each of the reversible thermodynamic electromotive forces is compared with the corresponding first sum value to obtain multiple first differences; Each of the first differences is multiplied by the number of battery cells connected in series to obtain multiple output voltages; A corresponding voltage polarization curve is constructed using each of the output voltages, and the maximum stable voltage of the voltage polarization curve is extracted as the corresponding rated operating voltage.

3. The design method for a hydrogen-powered unmanned aerial vehicle power system according to claim 1, characterized in that, The step of performing reverse calculation of the rated operating voltage based on the preset target rated speed to obtain the corresponding brushless motor constant and motor model includes: The rated operating voltage is multiplied by the preset nominal cruise duty cycle to obtain the corresponding first multiplier. The preset target rated speed is compared with the first multiplication value to obtain the corresponding brushless motor constant. The brushless motor constant is used to retrieve a preset list of motor models and match the corresponding motor model.

4. The design method for a hydrogen-powered unmanned aerial vehicle power system according to claim 1, characterized in that, The step of iteratively matching the reference propeller geometric parameters based on the brushless motor constant to obtain the corresponding target propeller geometric parameters includes: The brushless motor constant and the reference propeller geometric parameters are input into a preset motor-propeller load coupling simulation model to obtain the corresponding full-load peak current. When the full-load peak current is greater than or equal to the preset current threshold, the reference propeller geometry parameters are adjusted based on the preset adjustment strategy, and the process jumps to the step of inputting the brushless motor constant and the reference propeller geometry parameters into the preset motor-propeller load coupling simulation model to obtain the corresponding full-load peak current. When the full-load peak current is less than the current threshold, the reference propeller geometry parameters are determined as the target propeller geometry parameters.

5. The design method for a hydrogen-powered unmanned aerial vehicle power system according to claim 1, characterized in that, The steps of constructing the corresponding power system design scheme using the rated operating voltage, the brushless motor constant, the motor model, and the target propeller geometry parameters include: The rated operating voltage is input into a preset duty cycle mapping model to obtain the corresponding target duty cycle mapping model; The target duty cycle mapping model is coupled with a preset smoothing filter block to obtain the corresponding duty cycle limiting model; The corresponding power system design scheme is constructed using the duty cycle limiting model, the brushless motor constant, the motor model, and the target propeller geometric parameters.

6. The design method for a hydrogen-powered unmanned aerial vehicle power system according to claim 1, characterized in that, The reference propeller geometry parameters include propeller diameter, pitch, and blade profile.

7. A design system for a hydrogen-powered unmanned aerial vehicle (UAV) propulsion system, characterized in that, include: The data acquisition module is used to acquire the power condition data and reference propeller geometric parameters of the hydrogen-powered UAV, evaluate the rated cruise voltage of the power condition data, and obtain the corresponding rated operating voltage. The calculation module is used to perform reverse calculation on the rated operating voltage based on the preset target rated speed to obtain the corresponding brushless motor constant and motor model; The matching module is used to iteratively match the reference propeller geometric parameters based on the brushless motor constant to obtain the corresponding target propeller geometric parameters; The module is used to construct a corresponding power system design scheme using the rated operating voltage, the brushless motor constant, the motor model, and the target propeller geometric parameters.

8. An electronic device, characterized in that, The system includes a memory and a processor, wherein the memory stores a computer program, and when the computer program is executed by the processor, the processor performs the steps of the hydrogen-powered unmanned aerial vehicle power system design method as described in any one of claims 1-6.

9. A computer-readable storage medium having a computer program stored thereon, characterized in that, When the computer program is executed, it implements the hydrogen-powered unmanned aerial vehicle power system design method as described in any one of claims 1-6.

10. A computer program product, characterized in that, The computer program product includes a computer program stored on a non-transitory computer-readable storage medium, the computer program including program instructions, wherein when the program instructions are executed by a computer, the computer performs the hydrogen-powered unmanned aerial vehicle power system design method as described in any one of claims 1-6.

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